n smikle wrote:
Scarbs is always full of words but never numbers. He didn't say whether the Passive F-duct (that is what the DRD essentially) is, gives down-force or takes it away.. He also has no interior details on the switch itself.
Again guys, I will say this... most of these F1 "puzzles" are usually solved first on this very website, then copied by others. You can find the answer you just to have confidence and think for yourself, or even discuss the concept with others. Guys like Scarb's and Keith Kollantine aren't always right.
My preliminary CFD simulations show that
the DRD is a down-force adder in its normal state. And when it switches the air jets turn off and the down-force and some drag is reduced.
I don't know what your issue is with me, I think your recent posts are unfounded and unnecessarily critical.
I don't post numbers, I cant post numbers, who else can? Only the teams themselves know the numbers any development adds to their car. I'd love to see your numbers for Mercedes DRD?
I have posted a clear image of how the 'switch' is laid out, based on pictures of the real device and with words to explain how it works, I have also tested this device in 2D CFD and explained its limitations.
I have frequently put forward that the DRD does not add downforce, in fact I'm sure it costs downforce from the blockage effect and air bleeding from the stalling "L" duct at lower speeds. I believe this explains the comments from James Alison that the system currently costs laptime and the top speed boost doesn't pay for itself.
Neither can I see how perpendicular blowing, normal the wings surface, can add downforce. Tangential blowing yes, but that isn't how I see the slots are configured.