Team: Adrian Newey (CTO), Petr Prodromou (CA), Rob Marshall (CD), Christian Horner (TP) Drivers: Sebastian Vettel (1), Mark Webber (2), Sebastian Buemi (reserve)
A place to discuss the characteristics of the cars in Formula One, both current as well as historical. Laptimes, driver worshipping and team chatter do not belong here.
allstaruk08 wrote:..... also is the air flow separating in the central section right at the top of the wing? (next to the N in infiniti)
yes. and note that the trailing edge of the upper flap follows modern aircraft control surface practice. it is a sharp cornered flat, rather than either a sharp point or a hemispherical rounded edge. the modern design induces the air to separate at the sharp corners - at a known location. the pointy closeout and rounded closeout allow the shedding point to wander around.
I'm guessing that the flow is separating there in the center due to the slot gap separators. I'm also guessing that because of this, they have that notch in the upper flap, since the flow will be separated anyway, they might as well cut it out to decrease the drag. Same as Ferrari have that have two notches, coupled to their two slot gap separators that they run. This is all pure speculation on my side though.
amouzouris wrote:Just realized, Red Bull is once again at the bottom of the speed trap table...they are probably running more downforce to get a bigger advantage from their DDRS in Qualifying, which might give them a slight disadvantage in the race
Yeap. At one point, the maximum speed the RBR reached was 312 km/h. Compared to the Ferrari's 323 km/h.
Sevach wrote:It's relatively easy to beat them on S1 but they kill everybody on the rest of the lap.
Eh havent you seen the P and Q? Red Bull dominates out of Corner 3 and reaches top speed faster then most and therefor doesnt need the highest top speed cause ppl with higher speed wont reach them anyway
The coach of Red Bull Racing being photographed with meticulous new discharges of RB8 is the 'race engineer Sebastian Vettel. It's called Guillaume Rocquelin, and is a Frenchman who has graduated from the University of Grenoble in the team led by Adrian Newey is not only in charge of intellectual work.
Today, before the third free practice session, the Alps had to deal with a mysterious roll pastry under the wing lower back, that, so to speak, where there is the blow that runs the Super-DRS Red Bull Racing.
Guillaume spent a few minutes to spread this particular matter that has an aerodynamic function very specific: the particular roughness of pasta, in fact, should help to increase efficiency. It is a solution that is used in a particular way in the nautical and tends to reproduce the flakes wrinkled skin of the shark that generate a turbulent flow useful to reduce the cross section of the wake and thus drag.
The Biomimica, as you call this type of research that comes from the observation of animals in nature, can be very useful in the development of fluid dynamics: the Red Bull Racing that is sensitive to all forms of innovation is also along this road in an attempt to improve the performance of the RB8.
Marko confirms that Red Bull has been developing the RB8 to the last race. They will probably continue to do that to Brazil. Interview with HM at Formula1.com
Helmut Marko wrote:So far we have developed the current car down to the very last race. We have also pushed the parallel development of next year’s car. That has served us well so we will stick to it. Sure 2014 is in our focus as there will be fundamental changes. But the main point will be cooperation with the engine supplier, as it is there where the biggest change will happen. We are waiting on the final rules for the 2014 cars and my guess is they will immediately follow the signing of the Concorde Agreement. We have a very close cooperation with Renault and are in the loop with everything that is happening there.
Formula One's fundamental ethos is about success coming to those with the most ingenious engineering and best ..............................organization, not to those with the biggest budget. (Dave Richards)
Article 5.8.4 says that "there must be no bodywork lying within a right circular truncated cone which :
a) Shares a common axis with that of the last 100mm of the tailpipe.
b) Has a forward diameter equal to that of each exhaust exit.
c) Starts at the exit of the tailpipe and extends rearwards as far as the rear wheel centre line.
d) Has a half‐cone angle of 3° such that the cone has its larger diameter at the rear wheel centre line.
Furthermore, there must be a view from above, the side, or any intermediate angle perpendicular to the car centre line, from which the truncated cone is not obscured by any
bodywork lying more than 50mm forward of the rear wheel centre line."
My impression is that I can see this truncated cone on the Ferrari, Mclaren, Lotus, etc as they all seem to have a straigh exhaust ramp.. for Red Bull I struggle to see how this truncated cone does not interfere with the bodywork..anyone can help me understand how Red Bull achieved this.. are my eyes just betraying me?
Yes I mean this immediate bodywork, which for Red Bull also extends higher than for the others, taking into account that the exhausts have to point between 10 and 30° upwards, I would have expected to see the cone in the form of their channel, even more when the Red Bull channel does not seem too be completely straight but it seems to curve outwards.
But maybe as smikle said, they have a wider channel in general so that they have a more homogeneous surface for their channel, while the others decided to have a narrower channel and therefore you can see the cone..
" Many inventors achieve great success, because they treat inventing like a serious busines - Inventing is often the easy part; the trick is to know what needs to be invented "
