Anyone recall seeing or hearing what the RPM difference is for DRS open, closed, and/or in the draft passing?
Brian
We were talking about a hypothetical F-duct shedding more drag. To take advantage of the lower drag, and therefore higher top speed, you'd need to change the gearing. This in turn would compromise your pace in the race.e30ernest wrote:Unlikely. If I recall correctly, their top speed seems to suggest they are geared similarly to other teams.myurr wrote:Depends if they have to set the gearing up to take advantage of the DRS / F-duct and that then compromises their race pace by giving them the wrong gearing when DRS and the duct are not active.
translation:Die extremste Auspufflösung hat aktuell McLaren zu bieten. Obwohl die Endrohre mit einer Neigung von mindestens zehn Prozent nach oben zeigen müssen, haben es die cleveren Köpfe aus Woking geschafft, die Abgase in den unteren Teil des Hecks zu dirigieren. Mit einem kleinen Schacht wird die Strömung genau dorthin geleitet, wo man sie die Ingenieure hinhaben wollen - nämlich nach außen auf die kleinen Flügelchen an der Bremsbelüftung.
Ferrari are rumoured to use another technique pioneered by Sauber but I can imagine that Red Bull will copy the McLaren solution. I do not see that it has any particularly difficult features that would prevent copying it.The most extreme exhaust solution currently is shown by McLaren. Although the end pipes have to point upwards by ten degrees the clever heads at Woking have managed to direct the exhaust gas to the lower part of the rear end. With a small tunnel the flow is directed exactly where it is desired - outwards towards the small winglets on the brake cooling ducts.
That would be a dumb way to approach it surely – surely the sane thing to do would be to say "hey, our race pace sucks, but our straight line speed is awesome, lets pile on more downforce, claw back that race pace, not increase the gear ratios, and make up for the extra drag using the more effective DRS."myurr wrote:Depends if they have to set the gearing up to take advantage of the DRS / F-duct and that then compromises their race pace by giving them the wrong gearing when DRS and the duct are not active.
As I said just above – you don't need to increase gear ratios to take advantage of reduced drag – you could also use the reduced drag to offset an increase in drag and downforce.myurr wrote:We were talking about a hypothetical F-duct shedding more drag. To take advantage of the lower drag, and therefore higher top speed, you'd need to change the gearing. This in turn would compromise your pace in the race.e30ernest wrote:Unlikely. If I recall correctly, their top speed seems to suggest they are geared similarly to other teams.myurr wrote:Depends if they have to set the gearing up to take advantage of the DRS / F-duct and that then compromises their race pace by giving them the wrong gearing when DRS and the duct are not active.
This is one of the big compromises the teams talk about when they talk about sacrificing quali pace for race pace, or vice versa.
They forgot to mention.... and also into the brake ducts! Well thought out article..... flow is directed exactly where it is desired - outwards towards the small winglets on the brake cooling ducts.
Except you are not always in a position to use the DRS in the race.beelsebob wrote:...surely the sane thing to do would be to say "hey, our race pace sucks, but our straight line speed is awesome, lets pile on more downforce, claw back that race pace, not increase the gear ratios, and make up for the extra drag using the more effective DRS."
Why would you want the hot air in the brake duct? The ducts are for cooling. Would the exhaust gas produce downforce there?hardingfv32 wrote:They forgot to mention.... and also into the brake ducts!
But that increased drag in race trim would lead to a lower top speed and therefore compromise the gearing. You cannot take full advantage of a decrease in drag without it affecting the difference between the attainable top speeds. The only other way in which reducing drag will help is with acceleration, but with shorter gearing for the race you'll then just be bouncing down the straight on the rev limiter. This is the compromise I've been trying to highlight,beelsebob wrote:As I said just above – you don't need to increase gear ratios to take advantage of reduced drag – you could also use the reduced drag to offset an increase in drag and downforce.
Yup.raymondu999 wrote:You'd lose acceleration all the way from first to sixth in the race. I don't know how wide the torque band is; but IIRC the 2.4 V8s have quite a narrow torque band.