F1technical.net

If these wings remain legal next year it will be interesting, especially with the expected drop in rear downforce. If Pirelli isn't careful the cars might be very difficult to drive next year, unless they design the cars for understeer with good changes of direction from the start, and can use the aerodynamics for a more neutral balance at speed.

gridwalker wrote:The third photo of the Red Bull shows quite a noticable drop in thickness of the main plane as soon as the regulated central section ends : the drop in lateral and torsional strength that occurs around this area must have a significant affect on the asmount of flex offered across the wing assembly.

All things equal your are correct, but depending on the layup methods, number of layers cores etc. etc. It could be completely different.

First of all, thanks to 747heavy for the beautiful pictures.

In the first, it appears to me that the link between the keel and the tray is just made to allow keel bending.(the same as the black sylicone glue i put on the broken keel before qualifying...)

gridwalker wrote:The third photo of the Red Bull shows quite a noticable drop in thickness of the main plane as soon as the regulated central section ends : the drop in lateral and torsional strength that occurs around this area must have a significant affect on the asmount of flex offered across the wing assembly.

I thought the same...just wonder if our friend 747heavy is able to find some colseups of the macca nose to compare the section variation between the central zone and the wing.

not the best photos, but the only ones I found in a hurry

McLaren FW / centre section transition

http://twitpic.com/2aek6k/full

a selection of different Ferrari FW´s

http://twitpic.com/2ael6o/full

Enjoy

maybe a good reference photo in terms of rake/ride heights

MGP W01 on the grid in Hungary

http://twitpic.com/29gcc7/full

Williams on the grid in Germany

http://twitpic.com/294q1i/full


Renault FW details (Valencia)

http://twitpic.com/22bzdx/full

Just_a_fan wrote:The flexible wings are a cheat because they are against the rules

The rule is that the wing deflection must not exceed X mm under load Y applied at location Z. The RB complies with the rules.

Front wing selection Hungary

MGP W01




Sauber



Ferrari



RBR

mep wrote:Now we can see that the wing tips are droping.

It's been obvious that the tips have been drooping for some time.

The whole nose is definetly not droping I think we can stop this theory now.

I don't think so. You're still going to get a very nice advantage from being able to lower the nose as will as the wing tips themselves. This has to be more than just a wing that bends downwards at the tips, certainly as far as Red Bull are concerned. The only problem is being able to prove that this is happening, and how.

Red Bull vs. McLaren
have a look at the height of the centre section of the front wing vs. the front splitter/plank height.
What do you think?

gridwalker wrote:The third photo of the Red Bull shows quite a noticable drop in thickness of the main plane as soon as the regulated central section ends : the drop in lateral and torsional strength that occurs around this area must have a significant affect on the asmount of flex offered across the wing assembly.

Indeed. I hadn't noticed this before but up close you can certainly see it. Of course, it depends on how this section is composed itself but I don't see any reason for it to be otherwise.

too close for comfort??????

747heavy wrote:Red Bull vs. McLaren
have a look at the height of the centre section of the front wing vs. the front splitter/plank height.
What do you think?

Good pictures. The whole wing section of the Red Bull is definitely lower, I don't think there is any doubt about it. Logically the nose section must be lowering as well to enable that to happen. It's not by much at all, and that might even be legal regardless, but it's enough and the wing itself is contributing the rest of the height drop. This isn't just droopy wingtips. I doubt you can achieve this without dropping the nose in some way otherwise the whole thing might become too unstable.

Well, if the nose is moving too it explains why Vettels nose disconnected in Silverstone

The day i read about the flexi wings i posted about flexing noses as another possibility and now everyone is jumping on this train.

Having read most of the recent posts, reviewing the various photos and looking at scarbs recent blog on this topic... I am now thinking that there could well be more to the issue than just flexible wiings and rake setup.

Could the raised section either side of the monocoque above the suspension mounting points contain a mechanism to dip the nose cone?

Red Bull easily have the most prominent raised sections on the monocoque, they introduced this in 2009 to change the cross-section of the monocoque - aiding air flow under the front section of the car. This year they have the largest raised sections. I could not find a photo of the nose cone mounting points, but I think I rememeber seeing the mounting points being right where the raised sections on the monocoque are?