Team: Bob Bell (TD), Norbert Haug (VP of Mercedes-Benz Motorsport), Nick Fry (CEO), Ross Brawn (TP), Geoff Willis (Technology Director), Also Costa (Engineering Director)
Drivers: Michael Schumacher (7), Nico Rosberg (8)
And was complete waste coz it was banned for next yearSchumiSutil wrote: Then they had to call for Pirosic material composite, and it is by the end of the year that the blown system worked as expected.
more importantly you don´t need to build parts from the wrong material...that´s completely dumb as you will not get anywhere with that -ah we had nothing better in supply ,we know it is not up to it but heck we give it a try...approach...siskue2005 wrote:And was complete waste coz it was banned for next yearSchumiSutil wrote: Then they had to call for Pirosic material composite, and it is by the end of the year that the blown system worked as expected.
Source: http://jalopnik.com/5952568/explore-the ... car?tag=f11.) Mercedes' "Double DRS" system uses channels in the body to route air from the rear wing to the car's nose. When the car's DRS system is activated, the flap's motion exposes holes in the rear wing's endplates. Air enters these holes and is then routed forward to the front wing, where it exits on the bottom side to stall the wing, decrease front downforce and boost top speed.
2.) The forward barge board acts solely as a vortex generator. "The rotational direction of that vortex will be counterclockwise," Wirth says, "and because the vortex is traveling downward, it sends down-wash approaching the underbody, which is very favorable. It essentially generates more downforce."
3.) The ornate, sculpted sidepod turning vanes play a vital role in routing the dirty, turbulent wake of air coming off the front tires. "They delay how long it takes before that front-wheel wake starts disappearing under the floor and taking downforce away," Wirth says.
4.)The reference plane, the bottom-most section of the chassis, must be 300–500 mm wide. It creates airflow channels capped and fed by the interior barge boards.
5.) Known as the reference plank, this chamfered skidplate is made from a resin-infused, wood-based composite called Jabroc. It's replaced between track sessions. The holes in the plank's surface allow technical inspectors to measure its thickness, ensuring it stays within the mandated 10-mm (plus or minus one millimeter) tolerance. "The leading edge of the floor will be generating vortices that will then spin down underneath the floor, along the edge of the reference plane," says Wirth. "All of that vortical action reduces the total pressure under the floor and gives you more downforce."
6.)Barge boards produce vortices and increase downforce. "They're cambered like a wing," Wirth says. "Any reduction in pressure there basically torques the floor and reduces pressure all underneath the car."
7.) The car's keel gently moves the column of incoming air underneath the monocoque sideways and out of the way. "It's shaped very carefully and [designed with] the barge boards to generate higher airspeed and thus low pressure."
8.) This small wing sits in what's known as the squish vortex zone. "You have a seal between the rotating tire and the ground," Wirth says, "and the air that hits the tire can't get underneath it, so it forms two very strange jets-they come out at an almost-45-degree angle on each side. This wing is inverted...it has nothing to do with generating lift."
9.) Aperture for the front laser ride-height sensor. It can be set to sample ride height as often as 1000 times per second.
10.) Carbon-fiber front A-arms, with key sections rotated to match the airflow off the front wings and minimize turbulence and drag. Every time the front wing is modified during the season, the car gets a new set of A-arms with a revised, matching angle of twist.
11.) Carbon-fiber backing-plate extensions clean up air coming off the inside of the tire, aiding brake cooling and airflow.
12.) Aluminum tape, 0.05-mm thick. Durable, thin, seals holes and keeps airflow disturbance to a minimum.
So the previous post was plagarised without credit?elf341 wrote:A link to the full article.
Just about, unfortunately. -1 from me for the plagiarism.gilgen wrote:So the previous post was plagarised without credit?elf341 wrote:A link to the full article.
How does it improve the blown diffuser when it blows the beam wing? Or am I missing something?OppositeLock wrote:They put a lot of thought into it but it doesn't seem like the right approach in hindsight. Red Bull seem to have used their new ddrs to improve the blown diffuser to get drastic improvements in qualifying and race pace. Ferrari are rumored to be trying a similar approach. Mercedes had a great idea with ddrs but their glaring error was ignoring the coanda exhaust for most of the season.
dren wrote:How does it improve the blown diffuser when it blows the beam wing? Or am I missing something?OppositeLock wrote:They put a lot of thought into it but it doesn't seem like the right approach in hindsight. Red Bull seem to have used their new ddrs to improve the blown diffuser to get drastic improvements in qualifying and race pace. Ferrari are rumored to be trying a similar approach. Mercedes had a great idea with ddrs but their glaring error was ignoring the coanda exhaust for most of the season.
Uhh what are you talking about? Did you quote the wrong post? I was OppositeLock a question because I am under the assumption that the Red Bull version is stalling the beam wing in areas, not somehow improving the blown diffuser. Adding high pressure air in an area of low pressure which is right above the diffuser exit will not aid in improving the diffuser.Huntresa wrote:dren wrote:How does it improve the blown diffuser when it blows the beam wing? Or am I missing something?OppositeLock wrote:They put a lot of thought into it but it doesn't seem like the right approach in hindsight. Red Bull seem to have used their new ddrs to improve the blown diffuser to get drastic improvements in qualifying and race pace. Ferrari are rumored to be trying a similar approach. Mercedes had a great idea with ddrs but their glaring error was ignoring the coanda exhaust for most of the season.
They didnt ignore it, you wouldnt go to the Lotus thread and say they ignored it, cause you are just hating without actually knowing what it takes to make this --- work and be a gain.
