These are the exact words that are referred to:Redragon wrote:If I recall well Button statement was done after qualy, he mentioned that the problem he had on the car would have gave him the 0.3 seconds to qualify for Q2 because it is what the problem deficit on time was just on Hungarian straight, as Turbo1 says, I think there is a general confusion about all lap, hp, etc...
This data means nothing with out the gear position and engine revs at the speed trap. if the Honda PU is running less than the rev limit at the speed trap it may show there is not enough torque to accelerate the car to peak revs or the speed trap position is not where to car reaches peak revs. this need to be done in Comparison to the other engines at the same speed trap.j.yank wrote:OK, taking into account all criticism on the calculator approach, let see what we will have if put that MH have 80 hp or 120 hp down from Mercedes. The Rosberg speed trap of 317.4 km/h can be emulated pretty close with SL of 790 m, CES of 150 km/h (latest readings on FIA site), CFA = 1.312, CDA = 1.02, DTL = 7%, and power of 860 hp. Let assume that MH has all of these settings except that the power is 80 hp down - 780 hp. In this case the calculated speed trap is coming at 307.33 km/h which is only 2.3 km/h off from the actual speed trap of Alonso (309.6 km/h) and almost the same like Button speed trap which is 307.6 km/h. Now, let see what will happen if we put 740 (120 down) hp instead of 780. The calculated speed trap in this case is 302.02 km/h. To match the real speed traps we have to lower the CDA to 0.93 OR to make the CFA 1.2 OR to put DTL to 1%. 1% DTL is clearly impossible, 1.2 CFA can not be achieved with these FIA rules, 0.93 CDA is so low for this circuit that MH will loss all chances against other teams even in the low speed corners. So, the best guess is that 80 hp difference betwenn MH and Mercedes is much more realistic than 120 not to speak about 130 or 160 hp.
Rev limit? This again?Smokes wrote: This data means nothing with out the gear position and engine revs at the speed trap. if the Honda PU is running less than the rev limit at the speed trap it may show there is not enough torque to accelerate the car to peak revs or the speed trap position is not where to car reaches peak revs. this need to be done in Comparison to the other engines at the same speed trap.
No engine or team on the grid comes close to any kind of rev limit since V6 turbo was implemented last year.Good question. However, first we have to ask what could be the magnitude of the error? This depends from the circuit but I will speak about HungaroringJef Patat wrote:Nice. I also not this quote on that site:j.yank wrote: My estimation is only for the straight. I do this with this calculator: http://www.baranidesign.com/acceleratio ... ation.htmlCould you share with us an estimate of the error propagation on the numbers used? I.e. how far of will the result be depending on the errors of the numbers you put in?Remember: --- IN = --- OUT
From the back is good to see how the whole series of fins cooperate to direct the flow of air to the outside.
Only for the given ride height.diffuser wrote:
In that last shot, that front wing looks like it's at max downforce, right? I can't see how they can raise that any more.
From that angle it looks that way but in reality they don't work in series. The one behind the mirror mount probably works with the mount but the three fins on top of the sidepod leading edge are in a line so they can't work together on the same bit of flow. They will generate three vortices that will work to keep the flow attached as it flows over the side of the sidepod.mclaren111 wrote:Amus:
http://img1.auto-motor-und-sport.de/McL ... 885777.jpgFrom the back is good to see how the whole series of fins cooperate to direct the flow of air to the outside.
How do you mean that? Can you please specify.Coefficient wrote:Only for the given ride height.diffuser wrote:
In that last shot, that front wing looks like it's at max downforce, right? I can't see how they can raise that any more.
Correct, there are nice vids about this. For example this one with a plane: https://www.youtube.com/watch?v=SXwVyxorvnoJust_a_fan wrote:From that angle it looks that way but in reality they don't work in series. The one behind the mirror mount probably works with the mount but the three fins on top of the sidepod leading edge are in a line so they can't work together on the same bit of flow. They will generate three vortices that will work to keep the flow attached as it flows over the side of the sidepod.mclaren111 wrote:Amus:
http://img1.auto-motor-und-sport.de/McL ... 885777.jpgFrom the back is good to see how the whole series of fins cooperate to direct the flow of air to the outside.
What I meant is the angle of attack of the front wing. I'm wondering if that is at it's max? I didn't think that has anything to do with ride height.Coefficient wrote:Only for the given ride height.diffuser wrote:
In that last shot, that front wing looks like it's at max downforce, right? I can't see how they can raise that any more.
