Flexing DRS actuator

[raymondu999]

Just something that popped into my mind after the Bahrain GP was, "what if someone tried to do what Ferrari did, except deliberately?"

Would it be possible, or legal, to build an actuator that somehow flexes and ensures a gap that opens bigger than the prescribed 50mm gap? Does anyone know how the FiA polices the amount of "opening" the DRS creates?

In effect - people could go for a slightly shorter main plane chord whilst making the flap slightly longer - but then achieve more drag reduction.

[Huntresa]

Just something that popped into my mind after the Bahrain GP was, "what if someone tried to do what Ferrari did, except deliberately?"

Would it be possible, or legal, to build an actuator that somehow flexes and ensures a gap that opens bigger than the prescribed 50mm gap? Does anyone know how the FiA polices the amount of "opening" the DRS creates?

In effect - people could go for a slightly shorter main plane chord whilst making the flap slightly longer - but then achieve more drag reduction.

Well doesnt the metal part that pulls or lifts the wing plane up dictate how much it can lift it in mm ?

Cause what happend on the Ferrari was that the entire thing kinda came loose and were poiting upwards, as in the wing pulled the drs actuator out of its place.

So as long as that doesnt happen i cant see where you can create a bigger gap.

[raymondu999]

I meant the actuator flexing forwards (somehow) and pulling the flap further up.

[Sebp]

Do the rules mandate a mechanical stop to prevent what happened to Alonso's wing? It seems not...

[Shrieker]

How about this:

http://www.f1technical.net/forum/viewto ... 96#p315196
http://www.f1technical.net/forum/viewto ... 05#p315205
http://www.f1technical.net/forum/viewto ... 29#p315229

I wanted to do an animation about this last year, but frankly I lack the tools and the skills too (should read: am too lazy )

[Blanchimont]

2013 Regulations

The only article about the flexibility i found is:

3.17.6
The uppermost aerofoil element lying behind the rear wheel centre line may deflect no more
than 5mm horizontally when a 500N load is applied horizontally. The load will be applied
950mm above the reference plane at three separate points which lie on the car centre line
and 190mm either side of it. The loads will be applied in a rearward direction using a suitable
25mm wide adapter which must be supplied by the relevant team.

That article tells, that 5mm of flex is accepted by the fia during the test on the element itself. But the actuator that opens the DRS doesn't operate in strict horizontal direction. So it's the same as with the front wings, if you have a clever design that flexes more in the real race situation under the force of the actuator than in the FIA test it is legal until FIA changes the test.

And if you have to demonstrate during scrutineering that the gap between the two aero elements is legal, you simply could operate the actuator with less power/force than in the race.

[n_anirudh]

I guess FIA has templates or they trace out wing profiles and measure the gaps during scruteneering, possibly by manually /semi-automatically operating the DRS. Possibly FIA would then do the same under a load test?

Digressing a bit:

I believe the reason why flaps from 2011 onwards was all parallel to the mainplane with no curvy profiles in the spanwise directions is the 50mm rule (remember renault 2010 : http://www.formula1.com/news/technical/ ... 5/778.html, where several configs was trialled.)