Haha, no worries.
The point I am getting at is that arguing about the Coanda effect versus Bernoulli or any other theorems doesn't really get us anywhere. The Coanda effect refers to any curve the flow sees, not just convex compound-curves. Basically, everyone in this entire thread is assuming the Coanda effect in every post they make. It's like trying to discuss something regarding the physics behind suspension, and someone constantly referring to the theory of gravity. Of course gravity has an effect, but it is a given and doesn't really apply to the discussion at hand.
If someone points to a fin and says it redirects air, we don't have to discuss what theory behind the mechanics of fluid flow is most applicable - we all agree that it'll move the air on both sides of the fin in one way or another - what we really want to discuss is *where* that air goes and how it affects other parts of the car in terms of downforce and drag.
Regarding the FI wing, I would suggest that they are attempting to generate a rather large vortex, rather than using that fin for any solely generating a significant lateral movement of air. Look at the proximity to the winglet, and then note the lack of endplate on that winglet (in your image, it is easier to see their relation on the side of the wing with no arrows). It essentially exaggerates or controls the wing-tip vortex, from what I can visualize. No idea why they'd want to do that, but perhaps that vortex gets cancelled by the tire, or somehow more effectively reroutes the air over the tire... that's something for CFD or a wind-tunnel to more concretely answer.
The part where I think you are confused is in using the top side of the wing for downforce, like a spoiler on a stock-car. Sure, pressure is increased, but that mostly just creates drag and very little downforce directly. The benefit is actually seen more in terms of increasing the effective angle of attack so the main plane of the wing can generate a lower pressure (by means of Coanda, etc, etc). Remember, going back to basics, that pressure exerts a force perpendicular to the surface... therefore, if you have a steeply angled surface, the pressure acting upon it will generate a force that is mostly horizontal, and almost zero in the vertical direction (therefore creating mostly drag). That is why you see big cut-outs or louvres on the end-plates to allow air to bypass the top of the upper flap... it dramatically reduces drag.
It's first and foremost a wing to directly produce downforce. It just also happens to be a handy mounting point for vortex generators and other little flaps and deflectors to help air around the tire and aim it at other stuff that will generate more downforce or away from stuff to reduce drag. The endplate has now become a major tool for air redirection around the tire, whereas the inner part of the wing still produces mostly downforce, but the inner part also needs to be well designed as not to ruin the flow to the rest of the car.
This is why the RB7 has that pointed, curved inner wing-tip on the upper flap, and why Force India has complicated fins either acting as a VG or vortex-controller of some sort... they want to make as much downforce as possible without making the airflow to the rest of the car a huge mess.
This is my very first post on this forum:
