Zynerji wrote: ↑17 Apr 2018, 20:19
So, with the current 13inch tyres having most of the suspension travel contained to the sidewall of the tyre itself, would a move to 18inch low-profile tyres force the teams to give up their current aero-centric designs to maximize mechanical control, and would that be a beneficial reduction of aero that may close the gaps between the teams?
Please discuss.
I wouldn't think so, no.
For one, this is very difficult to have any sort of definitive case made because it's all hand waving and speculation. Furthermore, going from a 13 to 18 inch rim diameter may have non-trivial effects in and of itself with any flow that comes through them, or subsequent downstream wake. I'm not an aero guy, I don't know.
Ultimately, ride rate is important. Let's assume that it's correct that the largest contributor to sprung platform travel is indeed the tire's deflection. If so, don't forget - that's by
choice.
Let's assume with a 13 inch rim tire, the tire has spring rate X1. For whatever reason - I want body heave rate Y, let's say it's what I believe is the best balance of mechanical grip and aero platform control. To accomplish this, I need wheel rate (i.e. from main springs) Z1.
If now I have a different rim diameter tire, maybe it has spring rate X2 > X1. To maintain the same body heave rate Y, I now choose wheel rate Z2 < Z1, e.g. softer chassis main springs. It's like you're trying to maintain the same overall vehicle response, you just proportion it differently through the system.
Ultimately, if your goal is closer parity between teams and organizations, I don't think rim diameter has any bearing on it.
Grip is a four letter word. All opinions are my own and not those of current or previous employers.