I think we have a few potential theories ringo and, a bit like the drivers, there are advocates for each and every one. The way I see it there are two main classes, with a couple of different techniques for each. These are:ringo wrote:we truly don't know what phenomena is causing this.
1/ F-duct is fed air in the straights:
In this case, I think there are two jobs to do here:
a) The wing must stop generating lift which in turn has a high level of induced drag from the steep AoA of the flap element. You could do this by equalising the tangential velocity of the flap element, so that it generates no vortex sheet and thus no upwash.
b) The form drag of the wing must also be dealt with by feeding air into the low pressure zone behind the wing.
I guess achieving a) and b) are somewhat complimentary, but I like to think of them as separate tasks.
2/ F-duct is fed air in the corners:
This is the more simple approach where the wing is simply a blown flap. The air is fed to the wing in corners to improve the downforce of the wing. In theory, you can then run a less aggressive AoA than required without the blown flap.
Looking at the level of wing on the McLaren cars, particularly at Monza, I think this approach 2/ is less likely to be the correct one, but who knows?
Yeah, I guess it seems unlikely, but Mercedes have been doing some weird things this season. Maybe the suggestion of using the flow to stall the diffuser (as in feeding some air into it) is not so far off the mark. I guess the Merc's pipe work must go nearby if it goes up the wing end plates.marcush wrote:wich is worth .2kph top speed..
