yes ....
More floor area still means more aerodynamic surface to produce downforce, doesn't it?
Well yes, but with a flat floor surface area is much more important, with tunnels the inlet/throat and and expansion area is more important, but thats already pretty specified by the regulations.
I'm surprised/disappointed didn't post this onewest52keep64 wrote: ↑Tue Jan 18, 2022 12:30 pmI'm surprised these nose examples by jjn9128 haven't been posted here:
It's almost a little sad to see how restricted the nose has become, I hope we see a little more variation than this.
https://maxtayloraero.wordpress.com/202 ... 22-f1-car/Aerodynamic Studies of a 2022 F1 Car
In a couple of months the 2022 Formula 1 season will get underway with probably the largest single change to the aerodynamic regulations in its history. I couldn’t pass up the opportunity to do some aero investigations of my own, so today I want to share my concept of a 2022 car before the first real designs are unveiled.
That is a decent read & good to see some of the ‘what-ifs’ run through CFD; personally I hope that the radiator inlets don’t look like that and the flow around the underside of that (and the rear of the pod), look to be having a strange effect (it looks as though there is an area of stagnating, but turbulent flow at the rear of the pod.wogx wrote: ↑Tue Jan 18, 2022 4:04 pmhttps://maxtayloraero.files.wordpress.c ... _image.png
https://maxtayloraero.wordpress.com/202 ... 22-f1-car/Aerodynamic Studies of a 2022 F1 Car
In a couple of months the 2022 Formula 1 season will get underway with probably the largest single change to the aerodynamic regulations in its history. I couldn’t pass up the opportunity to do some aero investigations of my own, so today I want to share my concept of a 2022 car before the first real designs are unveiled.
There's lots "wrong" with the model, but it's quite an interesting/well structured article.Stu wrote: ↑Tue Jan 18, 2022 5:03 pmThat is a decent read & good to see some of the ‘what-ifs’ run through CFD; personally I hope that the radiator inlets don’t look like that and the flow around the underside of that (and the rear of the pod), look to be having a strange effect (it looks as though there is an area of stagnating, but turbulent flow at the rear of the pod.wogx wrote: ↑Tue Jan 18, 2022 4:04 pmhttps://maxtayloraero.files.wordpress.c ... _image.png
https://maxtayloraero.wordpress.com/202 ... 22-f1-car/Aerodynamic Studies of a 2022 F1 Car
In a couple of months the 2022 Formula 1 season will get underway with probably the largest single change to the aerodynamic regulations in its history. I couldn’t pass up the opportunity to do some aero investigations of my own, so today I want to share my concept of a 2022 car before the first real designs are unveiled.
I'd say the innermost tunnel vanes are creating low pressure and downforce, while the outermost are dealing with the front tyre wake. Bear in mind also there are now prescribed/common vanes on the brake drums to help deal with tyre squirt. It's obviously part of what FOM want to achieve - by allowing less optimisation the effect of the wake is less severe - because surfaces are less optimised for free running.Scalexf1 wrote: ↑Wed Jan 19, 2022 4:23 amThere does not seem to be much focus on the front wing end plates in most of the discussions here.
Normally this area of the car is not attracting too much attention, however now the defined regulations do not allow the endplate to block the migration of air coming in under the front wing from the sides, as the front wing is mandated to join the endplate seamlessly, so it does not extend below the bottom of the front wing profile.
The end plate cannot be shaped as aggressively as in the past to create out wash ether.
So this area will now define most of what happens downstream behind the front wheels.
Most of the teams on the grid in 2020 were already dropping off the angle of attack on the front wing In front of the tyre to limit the effects downstream of the dreaded tyre squirt.
Only RB we’re running an aggressive outer wing profile in front of the outer edges of the front tyre. Merc experimented with it briefly towards the back end of the 2021 season with a new wing but they did not race it.
The front tyre squirt will hypothetically effect the tunnel entrance fences predominantly the outer fence, hence the vertical angle of the outer tunnel fence could highlight how successful each team is in solving the front tyre squirt problem.
If the outer tunnel fence is straight on the new cars then we can maybe assume that the squirt is under control, as the teams will want to maximise the tunnel entrance volume.
If it’s angled inwards (not so wide at the bottom) then the squirt is still a big problem.
Tyre squirt migrating into the tunnel entrance is definitely not desirable.
The shape and profile of the new front wings will also be interesting if this problem becomes the performance differentiator between cars.
Ramping up the wing profile in the section in front of the tyre and brake ducts will at a guess create more inwash and tyre squirt, so we may also get a surprise when we see the new 2022 front wing profiles.
If we’re expecting wings that look like the conventional wing profiles we’re accustomed to looking at we may get a surprise also.
Any thoughts?