F1technical.net

Hi all,

Both the Ferrari F60 and F10 featured an innovative rear wing flap, with long chord lengths at the endplate tips, and a shorter chord length in the middle of the wing.

I've been wondering why this is?



Could it be due to the slot in the main plane of the wing, or is there another reason?

Tom.

Thats the Monaco wing i believe (lacks f-duct but has shark fin) That could have something to do with it. The narrower flap in the centre means the central section has effectively 3 flaps of roughly equal chord if that helps. I'd have thought a long chord flap would have been more beneficial for very high DF circuits.

However your pic lacks the extra winglets on the shark fin. Did one driver not run this.
http://www.formula1.com/news/technical/ ... 9/749.html

you are forgetting a simple thing Mikey, and that is stall. The slot effectively causes a 3 plane wing, together with higher Cl(or lower idk, someone please explain me what it really means) this is less sensitive to stall, thus can be pushed to higher Angle of Attack

wesley123 wrote:you are forgetting a simple thing Mikey, and that is stall. The slot effectively causes a 3 plane wing, together with higher Cl(or lower idk, someone please explain me what it really means) this is less sensitive to stall, thus can be pushed to higher Angle of Attack

Cl is the coefficient of lift of the aerofoil.



C is chord length, so if C is decreased, the coefficient of lift will increase.

I reckon the flap shape is due to the optimization of the 3 plane slotted section, but the angle of attack of the flap doesn't appear to change, so I don't think that it could be stall (unless you're talking about the angle of attack of the slot!)

Tom.

In this case I doubt it either it would stall, but udner higher Angles of Attack this configuration wouldnt stall where a 2 plane wing would.

Anyone got more pics of this wing. It must have had crazy AoA since the mclaren wing (2011 long chord DRS) had pretty high AoA without stalling at much higher speed tracks.

that doesnt have to be the case, an 3 plane wing just is less sensitive compared to an 2 plane wing, doesnt necessarily mean it got higher AoA

If it's less sensitive then why not push it to the edge.

Why should you always do that? Why run those low downforce wings on Monza when you can push it to the edge, right you got it, you have a thing like drag, yaw and other things to take in account which make the rear wing.

This is the Monaco wing. Drag not a big issue.

This example does not feature the central slot. What are the benefits of this flap shape?

This is for Barcelona.

MIKEY_! wrote:This is the Monaco wing. Drag not a big issue.

I am 100% sure that the first posted wing is not the monaco wing.

And why do you say that?

The wing shown is from Singapore.

Drag is always an issue, the car with the lowest drag for a set amount of downforce at any given speed tends to have the best aero.

OK that makes more sense. I thought they only left the F-duct out at Monaco once they had developed it. (surprised I missed the difference in endplate slots as well)

PS I do realize this.

Drag is always an issue, the car with the lowest drag for a set amount of downforce at any given speed tends to have the best aero.

So what about the 2009 example I provided.