stevesingo wrote: ↑
Mon Nov 13, 2017 11:48 pm
j.yank wrote: ↑
Mon Nov 13, 2017 9:30 pm
stevesingo wrote: ↑
Mon Nov 13, 2017 11:25 am
How can you compare VER in clean air with ALO 2-2.5sec behind MAS. Completely different circumstances.
The rest, read above...
The dirty air is below 1 sec gap. About your calculations: couple days ago I wrote you that taking into account only the drag and power you cannot have the real picture - the combination of downforce and drag is the important for the chassis performance. BTW, while this cannot be conclusive, it would be interesting to make your calculations with Mercedes and their clients, or Renault and their clients.
I explained last time that changing the aero load has a less significant effect than drag. 10% increase in vertical load from 21kN to 21.3kN increases the power requirement for the same speed the same as a 2.5% increase in drag.
I did a little comparison between qualifying and the race and it turned up some surprising results from Brasil. to the point that Horner shouldn't have any gripes about the extra Merc get out of qualifying modes.
Comparing works to customers would not turn up anything worthy IMO. I don't believe the Ferrari or Merc customers are getting access to the same modes. It might turn up the difference between the increase works teams get in qualifying as opposed to the customers.
This is not about how much is the direct effect of the downforce on the power requirement but how it influences the exit corner speed, grip, traction, tires behavior, etc. - all of these eliminate the equal parameters in your calculations. However, speaking only about is it possible 10% difference in the drag, you can compare the frontal area of a thin rear wing - about 0.142 m2 against tick rear wing - about 0.285 m2. The difference is very close to 10% from the overall front area of F1 car. And this is only about the rear wing. When you have a good geometry of the front wing it sheds off most of the impact on the body parts of the car lowering even further the drag. So, this is quite possible to assume 10% difference in the drag, alone, not to count the other important factors influenced by the downforce.
Comparing works teams with customers is very important because we know for sure some baseline of the power units. The conspiracy theories that Mercedes and Ferrari supply PU with different parameters and software to their customers cannot explain the situation with Renault and Red Bull.