F1technical.net

With the exception of the parts necessary for the adjustment described in Article 3.18, any car system, device or procedure which uses driver movement as a means of altering the aerodynamic characteristics of the car is prohibited.

With the exception of any minimal parts solely associated with adjustment of the rearmost and uppermost section, two closed sections are used in the area described in Article 3.10.2.

Emphasis mine. No inlets.

AnthonyG wrote:I have quite a simple idea on how a DRS-activated F-duct could work.
It consists of a fixed air inlet in the rear wing that gets exposed when the DRS opens te wing.

That looks very reasonable. Look at the rear wing in this picture. It appears to have holes that come in triplets...

Gridlock wrote:

With the exception of the parts necessary for the adjustment described in Article 3.18, any car system, device or procedure which uses driver movement as a means of altering the aerodynamic characteristics of the car is prohibited.

With the exception of any minimal parts solely associated with adjustment of the rearmost and uppermost section, two closed sections are used in the area described in Article 3.10.2.

Emphasis mine. No inlets.

So if it's activated by the opened upper wing section directly, it's legal...though if Ferrari can't copy it, it'll be made illegal soon...

i think that activating it with DRS is still considered driver activation, when you look better it is controled by driver

But the driver "only" moves the upper wing...which then happens to reveal an opening feeding the F-duct...no other movable parts involved.

BTW, here's a better image of the triplet-holes:

"2 closed sections" means no holes, inlets, slots, gaps, ducts, pipes, tubes, openings, apertures or stab wounds in the rear wing. No matter whether visible only when DRS is activated.

front wing f-duct is legal because it is passive, it works all the time with smaller or greater effect in dependence of car speed.

Have to say that I don't think they implement my idea, looking at this picture, I can't really see an inlet or possible location for it.

Gridlock wrote:"2 closed sections" means no holes, inlets, slots, gaps, ducts, pipes, tubes, openings, apertures or stab wounds in the rear wing. No matter whether visible only when DRS is activated.

Couldn't they state that it's part of the a hinge to tilt the wing?

Gridlock wrote:"2 closed sections" means no holes, inlets, slots, gaps, ducts, pipes, tubes, openings, apertures or stab wounds in the rear wing. No matter whether visible only when DRS is activated.

Here's the area where slots are forbidden:

3.10.2 Other than the bodywork defined in Article 3.10.9, any bodywork behind a point lying 50mm forward of the rear wheel centre line which is more than 730mm above the reference plane, and less than 355mm from the car centre line, must lie in an area when viewed from the side of the car that is situated between the rear wheel centre line and a point 350mm behind it.

So the triplet-holes, since they obviously exist, must be outside that area.

thomin wrote:But the driver "only" moves the upper wing...which then happens to reveal an opening feeding the F-duct...no other movable parts involved.

BTW, here's a better image of the triplet-holes:

These are inspection covers, probably to allow adjusting angle on incidence in the fixed plane. there is a similar cover in the end plate.

By the way, there are actually FOUR in the main wing.

I don't understand why they'd want a DRS triggered F-duct. Wouldn't it make more sense to have a passive F-duct rear wing that works when DRS is not on? Then we don't need to be within 1 sec of someone to have higher top speed and it'll also work anywhere in the field. Mercedes had the passive f-duct in 2010. They should have the knowledge of how to make one work right now.

DC2 wrote:I don't understand why they'd want a DRS triggered F-duct. Wouldn't it make more sense to have a passive F-duct rear wing that works when DRS is not on? Then we don't need to be within 1 sec of someone to have higher top speed and it'll also work anywhere in the field. Mercedes had the passive f-duct in 2010. They should have the knowledge of how to make one work right now.

I think since the operation of the "f-duct" was difficult for non-technical people to understand, that term gets applied to any sort of aerodynamic device these days. And it also is the easiest to fabricate stories about. Here's the formula on how it happens: 1) pick a location for the effect (RW, FW, bargeboard, diffuser, etc), 2) pick some shadow/reflection/inlet shaped area to call the intake, 3) throw logic and reason (and even physics) out the window, 4) and tell everyone is MUST be true because you read it on the internet or heard someone mention it in an interview.

I think having a reduction on front wing downforce triggered by the opening of the drs is a very good idea.

It avoids aero balance shifts in the car - easier to drive with drs open on in mid speed corner and under braking when closing drs
Could be very useful in quali
Could reduce wake sensitivity when following another car in race -easier overtaking
Also better top speed probably
Avoids effects of drs on front wing a la massa india 2011

So even if just one of these effects is there, or some percentage of them all, it is a very good gizmo.

Maybe the two pipes we saw at the back of the w03 have something to do with that

shelly wrote:I think having a reduction on front wing downforce triggered by the opening of the drs is a very good idea.

The rumoured f-duct coupled with DRS pertains only to the rear wing IIRC. I find it difficult to imagine how the DRS can trigger a FW F-duct.