Mercedes W13

[ojir19]

Shape the inner side of Mercedes W13 diffuser:

https://pbs.twimg.com/media/FL_XAxtXwAo ... name=large

imo, that is too concave

https://i.postimg.cc/T1wrGywD/W13-FL-XAxtccc.jpg

Care to explain? That shot is so blurry I'm having a hard time telling what I'm looking at.

to my understanding, racingcar bottom floor mostly are shaped like #1 or #2, either it is flat or convex, to maximize the ventury effect and create smooth flow transition ...... what I saw on W13, there is a concave curve before the end of the floor .... could it be they try to create a partially stalled flow ? (for some reason).... just like GMA T50

* forgive my english, this isnt my mother language

[theVortexCreatorY250]

imo, that is too concave

https://i.postimg.cc/T1wrGywD/W13-FL-XAxtccc.jpg

Care to explain? That shot is so blurry I'm having a hard time telling what I'm looking at.

to my understanding, racingcar bottom floor mostly are shaped like #1 or #2, either it is flat or convex, to maximize the ventury effect and create smooth flow transition ...... what I saw on W13, there is a concave curve before the end of the floor .... could it be they try to create a partially stalled flow ? (for some reason).... just like GMA T50

* forgive my english, this isnt my mother language

https://i.postimg.cc/Vvq8Zsy0/W13-GMA-T ... 135654.jpg

2 Reasons.

1) they get a strip of vortex generators before so you'd be amazed at how much energy in the boundary layer they have at this point (it won't be separating although close)

2) The concave geometry is ideal for moving centre of pressure forwards + it more closely matches the curvature of the tunnels which is ideal (imagine one tunnel not 3 sections). The reason the two tunnels have an early concave kick is likely due both centre of pressure and it helps to not suck in the rear tyre squirt (since more low pressure is forward of the tyre contact patch)

[toraabe]

Could be. Anyway The road to success in 2022 is how good the venturi tunnels work.. The better less wing is needed.

[Just_a_fan]

imo, that is too concave

https://i.postimg.cc/T1wrGywD/W13-FL-XAxtccc.jpg

Care to explain? That shot is so blurry I'm having a hard time telling what I'm looking at.

to my understanding, racingcar bottom floor mostly are shaped like #1 or #2, either it is flat or convex, to maximize the ventury effect and create smooth flow transition ...... what I saw on W13, there is a concave curve before the end of the floor .... could it be they try to create a partially stalled flow ? (for some reason).... just like GMA T50

* forgive my english, this isnt my mother language

https://i.postimg.cc/Vvq8Zsy0/W13-GMA-T ... 135654.jpg

F1 diffusers have been concave for many years.

[jjn9128]

https://www.instagram.com/p/CaNEC8QLnUv ... _copy_link

That's my post they stole

Yep. I found your original and shared it a few posts down from that one.

Aaah I didn't see. Thanks

[Ashwinv16]

imo, that is too concave

https://i.postimg.cc/T1wrGywD/W13-FL-XAxtccc.jpg

Care to explain? That shot is so blurry I'm having a hard time telling what I'm looking at.

to my understanding, racingcar bottom floor mostly are shaped like #1 or #2, either it is flat or convex, to maximize the ventury effect and create smooth flow transition ...... what I saw on W13, there is a concave curve before the end of the floor .... could it be they try to create a partially stalled flow ? (for some reason).... just like GMA T50

* forgive my english, this isnt my mother language

https://i.postimg.cc/Vvq8Zsy0/W13-GMA-T ... 135654.jpg

T.50 Design a bit different as it relies on bernoulli principal in refrence to kinetic energy mainly so increase veolcity at th rear end, thus flow attachemtn happens diffrently and you get the diffuser exit that flows straight out. You have a who lot more int he w13 and other f1 cars here including the beam wings that direct air upwards so the stalling induced low pressure, still ends up curving the diffuser flow upwards as it tries to attach to the flow from the beam wings above the floor. The only thing is The faster the car moves, the stronger the stalling effect from that concave curve, thus the faster the car goes, the less drag(and downforce) and more top speed. Only problem. This diffuser wont work properely and requries a near perfect set-up in tracks like Monaco, Singapore, Baku, etc... as it's very senstive to bumpy surfaces.


https://drive.google.com/file/d/1c9wzgE ... sp=sharing

[ojir19]

Care to explain? That shot is so blurry I'm having a hard time telling what I'm looking at.

to my understanding, racingcar bottom floor mostly are shaped like #1 or #2, either it is flat or convex, to maximize the ventury effect and create smooth flow transition ...... what I saw on W13, there is a concave curve before the end of the floor .... could it be they try to create a partially stalled flow ? (for some reason).... just like GMA T50

* forgive my english, this isnt my mother language

https://i.postimg.cc/Vvq8Zsy0/W13-GMA-T ... 135654.jpg

T.50 Design a bit different as it relies on bernoulli principal in refrence to kinetic energy mainly so increase veolcity at th rear end, thus flow attachemtn happens diffrently and you get the diffuser exit that flows straight out. You have a who lot more int he w13 and other f1 cars here including the beam wings that direct air upwards so the stalling induced low pressure, still ends up curving the diffuser flow upwards as it tries to attach to the flow from the beam wings above the floor. The only thing is The faster the car moves, the stronger the stalling effect from that concave curve, thus the faster the car goes, the less drag(and downforce) and more top speed. Only problem. This diffuser wont work properely and requries a near perfect set-up in tracks like Monaco, Singapore, Baku, etc... as it's very senstive to bumpy surfaces.

https://drive.google.com/file/d/1c9wzgE ... sp=sharing
https://drive.google.com/file/d/1c9wzgE ... sp=sharing

Ah, yes, I should have drawn that yellow line , thanks for the addition

[PlatinumZealot]

imo, that is too concave

https://i.postimg.cc/T1wrGywD/W13-FL-XAxtccc.jpg

Care to explain? That shot is so blurry I'm having a hard time telling what I'm looking at.

to my understanding, racingcar bottom floor mostly are shaped like #1 or #2, either it is flat or convex, to maximize the ventury effect and create smooth flow transition ...... what I saw on W13, there is a concave curve before the end of the floor .... could it be they try to create a partially stalled flow ? (for some reason).... just like GMA T50

* forgive my english, this isnt my mother language

https://i.postimg.cc/Vvq8Zsy0/W13-GMA-T ... 135654.jpg

Formula 1 Diffusers have been concave for years...

Counter intuitive I know. but there is an explanation.

[SiLo]

2) The concave geometry is ideal for moving centre of pressure forwards + it more closely matches the curvature of the tunnels which is ideal (imagine one tunnel not 3 sections). The reason the two tunnels have an early concave kick is likely due both centre of pressure and it helps to not suck in the rear tyre squirt (since more low pressure is forward of the tyre contact patch)

It's explained nicely here by Vortex.

[organic]

Looks mean

[Stu]

Care to explain? That shot is so blurry I'm having a hard time telling what I'm looking at.

to my understanding, racingcar bottom floor mostly are shaped like #1 or #2, either it is flat or convex, to maximize the ventury effect and create smooth flow transition ...... what I saw on W13, there is a concave curve before the end of the floor .... could it be they try to create a partially stalled flow ? (for some reason).... just like GMA T50

* forgive my english, this isnt my mother language

https://i.postimg.cc/Vvq8Zsy0/W13-GMA-T ... 135654.jpg

2 Reasons.

1) they get a strip of vortex generators before so you'd be amazed at how much energy in the boundary layer they have at this point (it won't be separating although close)

2) The concave geometry is ideal for moving centre of pressure forwards + it more closely matches the curvature of the tunnels which is ideal (imagine one tunnel not 3 sections). The reason the two tunnels have an early concave kick is likely due both centre of pressure and it helps to not suck in the rear tyre squirt (since more low pressure is forward of the tyre contact patch)

If you can keep the flow attached, it is best to get to the maximum ceiling height as quickly as possible, this maximises the volume of the diffuser and moves the CoP forwards. The diffuser is slowing the airflow such that when it exits the diffuser the pressure is back to ambient (ish - due to the car wake the pressure will always be slightly lower than ambient). You want to maximise the the amount of low pressure under the car, so a bigger volume is more beneficial.

[AeroDynamic]

Looks mean

and lean!

[Stu]

Looks mean

and lean!
https://pbs.twimg.com/media/FMN9XSnXEA8 ... =4096x4096

Can we call them ‘Dynasty’ side-pods?

https://encrypted-tbn0.gstatic.com/imag ... g&usqp=CAU

[OO7]

Looks mean

and lean!
https://pbs.twimg.com/media/FMN9XSnXEA8 ... =4096x4096

Can we call them ‘Dynasty’ side-pods?

https://encrypted-tbn0.gstatic.com/imag ... g&usqp=CAU

As long as we can call the tunnel/venturi (or whatever they're called) inlet vanes, 'Tiger Claws' or 'Cats Claws'.

[Vanja #66]

Hello everyone, after doing the F1-75 sidepods simulation, I also did the W13 as well. To keep everything in the same place, I decided to post it in the same thread here --> viewtopic.php?p=1035377#p1035377

Just a shor summary for those who might not want to read trough all of it, these sidepods are super tiny and super low drag but the rear tyre suffered a lot in this simulation and overall the car generated more downforce compared to the other sidepod design, but was also less aerodinamically efficient.