Ferrari SF23

[zioture]

[zioture]

Details floor HD FOTO

[vorticism]

motorsport.com

[gordonthegun]

A bit of underfloor (Motorsport.it):

[organic]

Great photograph well done motorsport italy

Thanks for posting it +1

The uneven, jagged tapering height of the 3rd strake (counting 1 as the innermost) is certainly interesting. Not sure that's a feature I've noticed on other floors before

Is it perhaps to quantise the flow by shedding smaller vortices at particular y values that will aid particular interactions that will be worth more laptime rather than shedding a larger vortex further outboard ?

[Farnborough]

In concept the above photo looks more like a ship's prow and the fluid dynamics used there to give best "cut" into oncoming fluid/air, along with the least penalty in drag.

That's for each separate strake and it's root into the floor structure supporting it.

Looks quite a neat detail solution.

[Vanja #66]

https://cdn-6.motorsport.com/images/mgl ... ail-1.webp

https://cdn-2.motorsport.com/images/mgl ... ail-1.webp

Both of these are amazing angles, thanks guys! I have some ideas about those notches and strake geometry, but they are way too speculative even for me

[vorticism]

Can't help but coincidence post...


Sorry.

Apparently some unique shapes out there now for these. This one looks like the current bargeboards:

[gordonthegun]

Sky Italy:

[Vanja #66]

Sky Italy:

I'd definitely say it's got to do with generating vorticity at the leading edge of both strakes. This wasn't possible when leading edges were vertical, so these vortices are new on Ferrari. Could have something to do with floor sealing performance in yaw, but it could also lead to vortices rolling on the roof of the strake tunnel - which could reduce the local lift slightly, so increase overall downforce a bit.

[zioture]

[gordonthegun]

Has something changed in the diffuser?

[Farnborough]

https://twitter.com/Graftechweb/status/ ... 3398761473

https://pbs.twimg.com/media/F0GjVtUXsAI ... =4096x4096

Interesting picture to compare the two.

Notice how the camber of rear outside wheel appears to differ between the two ? Slight difference in photo angle but comparing tire to it's own chassis surrounds, the Ferrari looks to be running more camber with the tire still mostly upright under load....or accumulation of camber as that load comes into suspension.

The RB shows more positive camber in same orientation. The outer face of rim tucked inwards toward the bottom of the tire.
Ordinarily the convention is to run negative camber to accommodate load under maximum corner forces, but could be possible if the geometry turns to positive it will just work the tire carcass much harder.

Why would that be desirable ? If the tire ideal heat range is maintained through tire flex rather than tread scrub/spin it likely would give longer tire life as heat is produced with less tread scrub. In effect a more optimum use of tire characteristics even though it appears to go against conventional thinking.

[gordonthegun]

https://twitter.com/Graftechweb/status/ ... 3398761473

https://pbs.twimg.com/media/F0GjVtUXsAI ... =4096x4096

Interesting picture to compare the two.

Notice how the camber of rear outside wheel appears to differ between the two ? Slight difference in photo angle but comparing tire to it's own chassis surrounds, the Ferrari looks to be running more camber with the tire still mostly upright under load....or accumulation of camber as that load comes into suspension.

The RB shows more positive camber in same orientation. The outer face of rim tucked inwards toward the bottom of the tire.
Ordinarily the convention is to run negative camber to accommodate load under maximum corner forces, but could be possible if the geometry turns to positive it will just work the tire carcass much harder.

Why would that be desirable ? If the tire ideal heat range is maintained through tire flex rather than tread scrub/spin it likely would give longer tire life as heat is produced with less tread scrub. In effect a more optimum use of tire characteristics even though it appears to go against conventional thinking.

In this case, however, the contact of the tire with the track surface would not be optimal under load.
It would not be homogeneous across the entire tread width, the outer part of the tread would be stressed too much while the internal not enough, reducing grip.

Anyway, I agree with you about the cambers comparison in the photo, so, there must be a reason for that.

[S D]

Can't help but coincidence post...

https://www.patasudakasurftrips.com/wp- ... 636942.jpg
Sorry.

Apparently some unique shapes out there now for these. This one looks like the current bargeboards:

https://www.s-wings.surf/wp-content/upl ... le-g10.jpg

Except that the strakes are pointing to the front where the air is coming from and not the rear as in the surfboards.