Sure, but imho a thick bridge starts to be more of the red bull style.raymondu999 wrote:Are you talking about the bodywork minimum radius rule that ensures the bodywork doesn't cut up others' tyres? Couldn't you make it a thick bridge then, as opposed to a "plank-like" bridge?
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Rake does not produce downforce. Rake is difference between front and rear ride height. So, more rake would mean that there is bigger difference in ride height on front and rear ends of the car.Reventon wrote:Is it true that rake contributes the most downforce ?
Yes, they hardly ever go below 10000, and only on very slow corners (plus i think 10% blowing allowance).raymondu999 wrote:I've been thinking.
IMO what we haven't really considered is that F1 engines tick/idle at something like 5000-6000RPM - even when fully off-throttle, there will still be exhaust gas. I wonder if because the exhaust at idle is so weak, then the ramped design allows this idling exhaust to reach (and therefore, seal) the diffuser better when off throttle - allowing more diffuser rake, and more diffuser-driven downforce. Perhaps even with the fatter, more obstructed coke bottle, the extra rake afforded when off-throttle produces more downforce than the lost coke bottle anyways?
yup, so you are confirming what I heard, the difference between front and rear ride height + diffuser creates the most downforce as like hollus says, the rake determines how big the diffuser is as theoretically the whole floor is part of the diffuser.Cuky wrote:What produces biggest amount of downforce on F1 car is diffuser at the rear end of the car.
Interesting that they explored it in 2011. If we take that to mean that they explored it as a route for the MP4-26, it struck me that these sidepods:Most teams on the grid have followed McLaren's lead on exhaust design, but Lotus and Red Bull have pursued an alternative layout featuring tunnels under the exhaust exit. Goss argues that this approach is not as good as McLaren's. "We tried it back in 2011," he said. "There are some significant negatives to doing it in that it becomes very difficult to feed the central diffuser ramp and the starter hole, and sure enough we looked at the Red Bull solution. But we found greater benefits using the concept we launched last year, where you have quite an extreme undercut running through that area which is used to drive the diffuser and the starter hole. Fundamentally it's two different approaches to the same issue. The thing is you have to make sure that when the exhaust gases are not flowing, the rear end of the car is still behaving itself."
