Thank You very much Blanchemont, I really wouldn't have a clue how to make that gif thing
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Thank You very much Blanchemont, I really wouldn't have a clue how to make that gif thing
Porsche had the flick-ups at the rear end of the bodywork flexing, but after it was noticed in the pre-test they put in a small plate to prevent flexing.Sevach wrote:It specifically says Toyota wing, aka WEC champions, were the others in on it too?
This was posted in the New Videos thread - I've only looked at part 2 but you can see Mercedes' front wing doesn't move anything like this. I'm looking for a similar view from a different team to see if there is any comparative flex. Around the 5 minute mark there is a good shot of Rosberg following Vettel and there is a small amount of flex but ultimately nothing like the Toro Rosso.Juzh wrote:Malaysian onboard highlights:
PART 1
https://vimeo.com/123728744
PART 2
https://vimeo.com/123725822
This one is an absolute must watch. Non stop action. Quality is a bit iffy in 1st part, 2nd part is a bit better.
I was just about to post a similar comment.xDama wrote:Nothing new... The wings have been flexing for years now, and definitively not only with RBR. I remember that the '14 Williams had a similar amount of flexing on the FW, like the RBR.
No just Toyota had this system, and it was banned after LM.Sevach wrote:It specifically says Toyota wing, aka WEC champions, were the others in on it too?
If teams are now designing the wing elements to flex downward in a predictable manner to achieve specific aerodynamic benefits, such as moving the y-250 vortex to a more favorable position, etc., how does this not run afoul of the regulations on movable aerodynamic devices?R_Redding wrote:The top 2 inner element tips of the Williams were doing the same last year.
It would be interesting to see where the y-250 vortex moves to when the 2 upper elements that are used to create it, move downward under load.
Does the vortex move downward , sideways , is it cancelled out as the tips crush down ?...
As nothing accidental happens in F1 these days ...it may be some form of drag/downforce shedding ploy in that when loaded , the y-250 vortex moves downward,outward of the car,rather than wrapping around the bargeboards and onto the rear of the car on the straights.
Front wing flexing is a topic that's never far from the headlines in Formula 1, and from the Canadian Grand Prix another loophole has been closed by the FIA.
This latest rules clarification applies to the front wing flaps that have been clearly deflecting at speed.
Up until now the front wing flap angle has not been subject to a specific test and thus open to differing interpretations by the teams.
It's been evident all season that a number of teams have had deflecting front wing flaps and in a few cases the cascade winglets too.
Clearly due to the huge aero load created by the front wing, it's not practical to make an infinitely stiff wing.
While there's a general prescription of flexible bodywork by the FIA the current rules only apply deflection to the front wing at the endplates to detect droop or twisting of the main wing structure.
But we have seen from the nose-mounted onboard cameras that the flaps flatten out at speed, only to spring back up under braking, as speed and thus the aero load reduces.
This is different from the Abu Dhabi penalty metered out to Red Bull last year, where the front flap adjuster allowed for an extreme amount of flexing, although the wing structure itself was clearly stiff.
Teams are able to tailor the wing's structure to create a deliberate deflection of the flap.
This can be used to alter the car's balance at speed and also to reduce drag, which cannot be achieved with more rigid wings that would require a compromise elsewhere in the car's set-up.
The FIA's most recent technical directive applies a new test. Along the trailing edge of the flap, a 60N load is applied and the wing must deflect no more than 3mm.
While the 60N load is not significant in relation to the actual wing loadings, this will at least force every team to review its front wing stiffness.
It's hard to imagine any team will be able run its old wings in unmodified form, which is not to say every team has illegal wings, merely they are not designed to accept the point loads that are to be introduced in Canada.
Many teams will introduce low-downforce front wing flaps specifically for Canada anyway, and this FIA change may force some to rush through modified parts for this race.
As with any technical advantage that is countered by new rules, teams may seek to circumvent the specific test with designs to recreate the effect in a different way.
It's possible with the proposed new test being applied to the trailing edge of the flap, a team may instead deflect the leading edge of the wing, closing the slot gap and stalling the wing.
This is not as effective as the flattening of the wing, but - usefully - it's far harder to detect from onboard video or photographs.
When F1 returns to higher downforce circuits, the onboard footage will need to be reviewed to see if the new ruling is effective and the 60N loading is sufficient to prevent teams purposely flexing their front wings.
Although there's an advantage to be gained with these wing designs, it's unlikely the new test will alter the teams' pace relative to each other.
Is the load applied to all the flaps? or just the last one? Is it a point load or a distributed load?<Forgive my naiveity>The FIA's most recent technical directive applies a new test. Along the trailing edge of the flap, a 60N load is applied and the wing must deflect no more than 3mm.
I would imagine (given the gaps) that it would be difficult to apply a load to anything other than the top elementn_anirudh wrote:Is the load applied to all the flaps? or just the last one? Is it a point load or a distributed load?<Forgive my naiveity>The FIA's most recent technical directive applies a new test. Along the trailing edge of the flap, a 60N load is applied and the wing must deflect no more than 3mm.