No I meant free, like independent of there is a car in front. But only in the pre-determaint DRS zones.godlameroso wrote: ↑14 Jul 2022, 00:56The problem is that the balance changes too much with rear DRS making it dangerous for the driver to have free control of it. It would have to work over both axles to maintain car balance. Do you think that it's safe for a driver to use rear wing DRS to pass on the outside of Parabolica, or Stowe or 130R?
I'd rather see 2011 quali rules for DRS. Whoever had the nuts could use it anywhere. It was the truest fun thing to watch in all of my F1 years...NL_Fer wrote: ↑14 Jul 2022, 22:38No I meant free, like independent of there is a car in front. But only in the pre-determaint DRS zones.godlameroso wrote: ↑14 Jul 2022, 00:56The problem is that the balance changes too much with rear DRS making it dangerous for the driver to have free control of it. It would have to work over both axles to maintain car balance. Do you think that it's safe for a driver to use rear wing DRS to pass on the outside of Parabolica, or Stowe or 130R?
More than a Drag Reduction System, I think in a Downforce Increasing System.
Definitely the active aero will be aimed at reducing drag on the straights, not increasing downforce for corners.BassVirolla wrote: ↑17 Oct 2022, 23:58More than a Drag Reduction System, I think in a Downforce Increasing System.
Wings always open while under full throttle (or over certain %). Closed wings while lifting or braking, to allow to increase rear MGUK recovery.
Apply throttle with consciousness of the fact that the downforce will drastically reduce exactly when you demand full power.
What about when they give it a footfull out of a corner, maybe uphill? A sudden loss of DF while still relying on it?BassVirolla wrote: ↑17 Oct 2022, 23:58More than a Drag Reduction System, I think in a Downforce Increasing System.
Wings always open while under full throttle (or over certain %). Closed wings while lifting or braking, to allow to increase rear MGUK recovery.
Apply throttle with consciousness of the fact that the downforce will drastically reduce exactly when you demand full power.
That's what I call skills.Big Tea wrote: ↑18 Oct 2022, 12:27What about when they give it a footfull out of a corner, maybe uphill? A sudden loss of DF while still relying on it?BassVirolla wrote: ↑17 Oct 2022, 23:58More than a Drag Reduction System, I think in a Downforce Increasing System.
Wings always open while under full throttle (or over certain %). Closed wings while lifting or braking, to allow to increase rear MGUK recovery.
Apply throttle with consciousness of the fact that the downforce will drastically reduce exactly when you demand full power.
wuzak wrote: ↑18 Oct 2022, 03:39Definitely the active aero will be aimed at reducing drag on the straights, not increasing downforce for corners.BassVirolla wrote: ↑17 Oct 2022, 23:58More than a Drag Reduction System, I think in a Downforce Increasing System.
Wings always open while under full throttle (or over certain %). Closed wings while lifting or braking, to allow to increase rear MGUK recovery.
Apply throttle with consciousness of the fact that the downforce will drastically reduce exactly when you demand full power.
The 2026 power units will, potentially, have half the power of the current PU's by mid-straight. They will need a lot less drag to keep the speeds up to get the lap times down.
It seems that the 2026 chassis rules will be a more extreme version of the 2014 rules, which aimed to reduce cornering speeds but increase straight line speeds to maintain lap times.
The fans loved that so much that the cars became wider, got bigger tyres, more downforce (and drag) from 2017.
