Monza Rearwings

[wesley123]

Referring to wesley's post from earlier...

Last year it was maybe but now it is not. You cutting the flap short but the DRS is still at the top of the end plate, so you have less DRS effect for same efficiency.

Could not the hinge be lower down as well since it has to be on (ish) the trailing edge and that is what we are moving? Therefore same drag reduction effect.

Afaik it has to be at the top of the end plate, why else had the Ferrari wing from Barca with the extensions the pivot point on the top of the end plates? Also HRT had their pivot point in the top of the end plate with the cut short wing.

You will get fatter end plates, give less chance of using slits in the end plate also making the end plates much heavier. You give away a tad of wing area and the cnetral part probasbly has some positive effect under yaw.

DRS bits have to go somewhere anyway so the extra thickness/weight should not an issue. If you use a small flap its not in the way of slots and some teams aren't running them anyway. Surely if they wanted better yaw performance they would stick a great big fin in there as allowed under the rules although some teams (FI) seem to not want that so they separated DRS from wing as much as possible.

You are just giving away wing area which you are not with the actuator in the center of the wing.

Would give you an nose up DRS flap

Can't you just reduce the angle it opens to?

I dont know but I doubt it

[Pierce89]

I remember teams also used to work on their front wings for Monza back in the pre-09 days. I wonder why that has stopped now.

I think it's probably because the front wings are more sensitive to the whole car flow structure, so developing a wing for one race might not be worth the trouble when you consider the trouble it would be to get it's flow structure as refined with the rest of the car as with your normal wing you always run. So even if the wing is in a better L/D regime for a given track the whole car probably wouln't be quite as efficient in aero terms.

[Richard]

The flap has to be hinged within 20mm of the top, that means it will default to closed if the actuator fails.

The regs only state the maximum allowed opening of 50mm, so a smaller opening would be allowed.

Extract from clause 3.10.2 (defining the gap between the two planes on the rear wing)
Furthermore, the distance between adjacent sections at any longitudinal plane must lie between 10mm and 15mm at their closest position, except, in accordance with Article 3.18, when this distance must lie between 10mm and 50mm.

Extract from clause 3.18.1
When viewed from the side of the car at any longitudinal vertical cross section, the physical point of rotation of the rearmost and uppermost closed section must be fixed and located no more than 20mm below the upper extremity and no more than 20mm forward of the rear extremity of the area described in Article 3.10.2 at all times.

http://www.fia.com/sport/Regulations/f1regs.html

[raymondu999]

I think what mikey means is move the whole main plane+flap assembly downwards. So the trailing edge of the flap doesn't coincide with the top edge of the endplate

[MIKEY_!]

You will get fatter end plates, give less chance of using slits in the end plate also making the end plates much heavier. You give away a tad of wing area and the cnetral part probasbly has some positive effect under yaw.

DRS bits have to go somewhere anyway so the extra thickness/weight should not an issue. If you use a small flap its not in the way of slots and some teams aren't running them anyway. Surely if they wanted better yaw performance they would stick a great big fin in there as allowed under the rules although some teams (FI) seem to not want that so they separated DRS from wing as much as possible.

You are just giving away wing area which you are not with the actuator in the center of the wing.

Doesn't look that much thicker to me. Centre line DRS will cause similar disturbance as an endplate but one has to be there anyway (and it must give up wing area as well). Raymond has got my idea just right and this was just the bit of regulation I was looking for Richard.

[mx_tifoso]

Different DF levels with DRS activated:

[MIKEY_!]

Ferrari/Sauber getting not much Williams trading speed for extra DF. The usual story then.

[Lurk]

Damn! The rear should be more than light
Can they pass Curva Grande with DRS activated?

[raymondu999]

That Sauber wing with DRS activated looks absolutely fantastic! =D>

I think Curva Grande/Biassono will still be flat. We need to remember that when they're on the throttle; especially flat out; they will have the benefit of exhaust gasses energizing their underfloor airflow and serve to help make them just that little bit more stable at the rear.

[Saribro]

Can they pass Curva Grande with DRS activated?

No, braking for the chicane will have closed the wing, and there's no new activation zone after it.

[Pierce89]

Can they pass Curva Grande with DRS activated?

No, braking for the chicane will have closed the wing, and there's no new activation zone after it.

he was asking if it was possible because of the lack of downforce. He wasn't asking about DRS zones.