wesley123 wrote:[...]
Really? I dont see how you can suddenly go to a magic aero stalling device to something that reduces tip vortices.
[...]
Easily. I applied both simple research and critical thought to draw to my own conclusion about a system for which several possibilities exist. The difference between "stalling" a wing with a jet or energizing the boundary layer with a jet rests with how the jet is oriented to the wing. Perpendicular flow from a jet will "stall" the wing (think F-ducts), while parallel flow from a jet will energize the boundary layer (
like multi-element wings). Because it makes very little sense to create a multi-element section from the outer fraction of the rear wing, I initially worked from the idea that the current Ferrari solution serves to reduce drag by "stalling" the wing. I now think was wrong.
Tip vortices are a major source of drag from the rear wing. Teams reduce these vortices with louvers cut into the endplates to reduce the high pressure that lends strength to them. A movable flap means these vortices are shed from two different places depending upon the position of the flap. When closed, they're shed from top corner of the flap (yellow dot); when open, they're shed from the top corner of the main plane (blue dot).
I contend that the new features on the Ferrari wing further reduce pressure when the DRS flap is open to minimize the vortex shed from the main plane. I believe this to be true, because the inlet is in an area of
relatively lower pressure on top of the wing, and this area of
relative low pressure moves forward when DRS is enabled. I think that should feed the duct to further reduce pressure. (Again, these concepts are explained
here.)
I'm not saying this is some revolutionary thing; just an optimization of current practices.
