interesting what you said about their front layout.scarbs wrote:that's just a rotary damper, Brawn won a WDC with them
I don't believe Lotus (Renault) use\d Rotaries. Although teams have not run torsion bars in the past, the need for non linear heave stiffness, means that teams that they are more commonly used nowadays. Often reacting against each other, via a tie bar to remove their spring rate affecting the roll stiffness.corner1flatout wrote:concerning the rear, have you given any thought to the E20 having no torsion bars.scarbs wrote:that's just a rotary damper, Brawn won a WDC with them
just 2 rotaries, and the "third" damper.
immensely informative! thanks as always.scarbs wrote: I don't believe Lotus (Renault) use\d Rotaries. Although teams have not run torsion bars in the past, the need for non linear heave stiffness, means that teams that they are more commonly used nowadays. Often reacting against each other, via a tie bar to remove their spring rate affecting the roll stiffness.
My understanding is that they do use torsions bars, as well as a heave spring\damper, an anti roll bar and a roll damper. This allows the team to elect not to run side dampers (linear not rotary types) for certain set ups. This set up as well as linking the torsions against each other, rrather against the chassis means side, heave and roll springing and damping are totally decoupled.
Then of course is their innovation from a few years back when they linked the front and rear heave dampers to prevent pitching under braking
what i dont get is if they have a heave spring (for, duh, heave) and an anti roll bar, why have the torsion bars at all? or leave off the anti roll bar and go with only torsion and heave. one part is definitely redundant, and i find it hard to believe it's there only for adjustment convenience, considering the packaging space that could be saved and extra ballast, c of g, etc...scarbs wrote:My understanding is that they do use torsions bars, as well as a heave spring\damper, an anti roll bar and a roll damper.
Craig Scarborough @ScarbsF1
Pat Symonds in @F1racing_mag suggests the rules banning Mercs DDRS (i.e. DRS operated) may not apply to the passive Lotus system
Please expand... Roughly how do you blow the bottom of the wing to gain downforce?n smikle wrote:It is a blown wing that adds downforce
but does the air have enough velocity after it travels through the tubing to produce more downforce?n smikle wrote:Blow a high speed jet of air under the wing to increase the overall velocity under the wing. In the Lotus E20 VD thread i will make a post showing some CFD results. the first test I did, where the slots point backwards, there is a 13% to 20% increase in downforce, but an increase in drag of 6%. I will post a more refined result before Spa weekend.