What does a L/D ratio of 1 of a wing tell about the performance of the wing. Does it have any impact on the moment produced on the wing. What would be its effect on the stability of the wing.
I have question about the optimum L/D ratio for a car to achieve maximum performance.
Pls do help. Thanks in advance
L/D of 1 is pretty poor for a wing, though that kind of depends what the aspect ratio is. You cannot tell anything about the moment characteristics if you only know L/D. Same deal with stability, though I have to wonder what you even mean by "stability". Optimum L/D for maximum performance? As high as you can possibly get it.
I wonder how they would measure something like that, with such a strong interaction between them. Not to question you at all, just how they can build that kind of data?
I suppose the idea is to instrument the model so you have front and rear wing values via their supports and subtract from the totals. The issue I see with that is how would you call that the wings efficiency number its own when it is working with all the other bits. The direct and indirect effects are really large percentages. It is hard to be comparative with any other type of car's data.
I tested an F1 rear wing once in a free air test circa 2006 design. Was an L/D of about 4.5 IIRC...
Last edited by gixxer_drew on 13 Mar 2014, 08:10, edited 2 times in total.
L/D is used to help figure out what components to run on the car per track. Different L/D values will equate to faster lap times depending on the track. A track like Monico would have a low L/D while a track like Spa or Monza would have a high L/D. It is all about circuit efficiency.
I have question about the optimum L/D ratio for a car to achieve maximum performance.
It is obvious - the more negative lift over drag , the better. But the question and problem is how to achieve the best possible ratio L/D for the required downforce depending on the particular track.
L/D is important for sure; one of the biggest problems that teams have to face is a matter of efficiency. Not just minimizing drag while maximizing lift, it also involves how soon can your shapes start generating useful downforce. The best strategy is having the highest amount of lift possible, as soon as possible, and use passive aero tricks to reduce as much lift and drag at higher speeds as possible. You can analyze every track and it will always tell you the same thing, the vast majority of corners on every circuit are low to medium speed, and the high speed stuff is few and far between and can be mostly driven flat out in qualifying.
Australia has 5, 11, and 13
Malaysia has 5, 6, 12
Bahrain has 5, 6, 12
China has 1, 7, 8
Spain 3, 9, 16
Monaco 9, 13/14
Canada 1, 5, 9
Austria 4, 6, 7
Silverstone is the exception and has the most high speed corners so far 1, 5, 9, 10, 11, 14, 15 are all high speed.
Germany 1, 12, 17
Hungary 3, 4, 11
Belgium 2,3,4 10,11 15,16,17
Italy 3, 9,10, 11
Singapore 6, 22,23
Japan is another exception with 1, 3, 7, 8 and 15
Russia 1, 4, 7, and 12
U.S. has 2, 3,4,5, 17,18
Brazil has 3, 5, 6 and the back straight which is 3 turns.
Every other turn on the calendar is either low speed where mechanical suspension is the most important as well as engine power(as they usually lead to straights), or medium speed corners where the earliest to generate downforce gains massively.
hello guyzz..... i am making my own diffuser. I was unable to find out the reference area through which i can calculate the total amount of downforce produce by diffuser.please kindly anyone tell me who knows about this...
The past year I developed a front wing for our Formula Student race cae and came across this image during my literature search. It shows the downforce and drag generated by different components on the car.
