Lotus E20 VD

[superdread]

Who said anything about wasted speed? If the whole thing is passive which we dont know if it is and it works it gives them time on laps then its not wasted speed even with the pylon.

Thy pylon produces a wake behind him an effectively stalls about 5 cm or so of the rear wing, that is wasted downforce you have to regain with higher AoA, so less speed.

On another hand, the pylon has nothing to do with the DRS or any DRS-activation of the system, but stalls the rear wing through his slits. Therefore it is necessary for any stalling of the rear wing, passive or not.

[PlatinumZealot]

I did some simulations last night.. the model is a bit incomplete because I did not put the slits in the end-plate. but anyway, before and after tests show that the slits reduce the Down-force and drag.

I will post some picture tonight after work.

The downforce drasticallty drops...And this is when all the air from the scoops is blown through the pylon slits. Remember though, I have not modelled the end-plate slits yet. I do not know how that will affect the model. Will do that tonight

[MarkedOne8]

Details of the system first tested at the German GP remain scarce – and rivals do not yet have a full grasp of exactly how it works. But, if it starts delivering as the team hopes, then it will be a massive boost to Raikkonen and Grosjean's armoury, and its rivals will be able to do nothing about it in a hurry.

Thanks to some clever channelling of air through the engine cover and then up on to the rear wing, the idea is that when the Lotus DRS is closed it stalls the rear wing at high speed – providing an extra speed boost. It means that rather than the device doing what the Mercedes double DRS system does in providing that extra bit of speed just for qualifying, the Lotus version will work best in the race.

There is talk that it could help provide a 6-7 km/h speed boost on long straights where rivals cannot use their DRS – which would be a huge advantage in allowing Raikkonen and Grosjean to get past their rivals and defend on tracks with decent straights.

6-7 km/h?That is the double value than the original F-Ducts from 2010.?!!!
If I remember, F-Duct system was providing about 3km/h extra straigh line speed.Right?

[quidam]

6-7 km/h?That is the double value than the original F-Ducts from 2010.?!!!
If I remember, F-Duct system was providing about 3km/h extra straigh line speed.Right?

It was 3 miles per hour = 5km/h

[raymondu999]

Some were reporting around 10kph in Bahrain 2010. Remember Button had what looked like a Barcelona-spec rear wing on the car, but still did 330kph in Monza

[turbof1]

Details of the system first tested at the German GP remain scarce – and rivals do not yet have a full grasp of exactly how it works. But, if it starts delivering as the team hopes, then it will be a massive boost to Raikkonen and Grosjean's armoury, and its rivals will be able to do nothing about it in a hurry.

Thanks to some clever channelling of air through the engine cover and then up on to the rear wing, the idea is that when the Lotus DRS is closed it stalls the rear wing at high speed – providing an extra speed boost. It means that rather than the device doing what the Mercedes double DRS system does in providing that extra bit of speed just for qualifying, the Lotus version will work best in the race.

There is talk that it could help provide a 6-7 km/h speed boost on long straights where rivals cannot use their DRS – which would be a huge advantage in allowing Raikkonen and Grosjean to get past their rivals and defend on tracks with decent straights.

6-7 km/h?That is the double value than the original F-Ducts from 2010.?!!!
If I remember, F-Duct system was providing about 3km/h extra straigh line speed.Right?

If that is true then I assume it is also stalls the wing when the DRS open? In other words it has nothing to do with DRS?

[bhall]

That's correct. It's totally independent of DRS.

[turbof1]

That's correct. It's totally independent of DRS.

So... some sort of fluid switch perhaps, a passive f-duct so to speak?

[bhall]

Well, this has been pretty well discussed previously. But, briefly, I think it's just a matter of pressure. The device works when the airspeed of the car is sufficient enough to make it work. That can be tuned via the size of the slits on the duct.

It's all remarkably straight forward for F1.

[Huntresa]

Yeah so banning the DDRS wont remove this item, cause there is still the rule that allows the pylon that is connecting to the RW, so as long as that is there everyone can do this, and that rule wont be removed so happy days

[N12ck]

If it is passive, I believe it works by the size of the outlet above the beam wing,

At slow speeds the exit is big enough for the volume of air exiting through it, at high speeds, the outlet size isnt big enough for the volume of air flowing through it so it is then diverted up the pipe to the slits, to blow out of the slits at certain sizes.

So if you want the duct to activate at a lower speed, then make the outlet smaller,

if you want it to activate at a higher speed, make the outlet larger

[Huntresa]

If it is passive, I believe it works by the size of the outlet above the beam wing,

At slow speeds the exit is big enough for the volume of air exiting through it, at high speeds, the outlet size isnt big enough for the volume of air flowing through it so it is then diverted up the pipe to the slits, to blow out of the slits at certain sizes.

So if you want the duct to activate at a lower speed, then make the outlet smaller,

if you want it to activate at a higher speed, make the outlet larger

Yeah it might be as simple as that even in F1 If it is then well this device is just free speed rly, it doesnt fundamentally change anything big on the car.

[amouzouris]

If it is passive, I believe it works by the size of the outlet above the beam wing,

At slow speeds the exit is big enough for the volume of air exiting through it, at high speeds, the outlet size isnt big enough for the volume of air flowing through it so it is then diverted up the pipe to the slits, to blow out of the slits at certain sizes.

So if you want the duct to activate at a lower speed, then make the outlet smaller,

if you want it to activate at a higher speed, make the outlet larger

that is probably the whole idea behind it! but i am thinking that IF the system is linked to the drs...then in Qualy and when drs is used in the race...there might be pipes in the endplates forcing more air through the outlet making air flow through the central pillar at a lower speed stalling the central part of the rw earlier

[N12ck]

If it is passive, I believe it works by the size of the outlet above the beam wing,

At slow speeds the exit is big enough for the volume of air exiting through it, at high speeds, the outlet size isnt big enough for the volume of air flowing through it so it is then diverted up the pipe to the slits, to blow out of the slits at certain sizes.

So if you want the duct to activate at a lower speed, then make the outlet smaller,

if you want it to activate at a higher speed, make the outlet larger

that is probably the whole idea behind it! but i am thinking that IF the system is linked to the drs...then in Qualy and when drs is used in the race...there might be pipes in the endplates forcing more air through the outlet making air flow through the central pillar at a lower speed stalling the central part of the rw earlier

If it is linked to the DRS I believe it blows out of the rear main duct above the beam wing creating a larger volume of air to get rid of, so the air will be diverted to the duct with slits so F duct will activate with the DRS, see my diagram:

[Ral]

Could the slits in the rearwing endplates be part of the fluidic switch to prevent stalling while cornering?

For example in a righthand corner, air would be taken in at the lefthand endplate, but not the righthand one (or less, anyway) and this pressure differential could be used to close duct to the slits in the pylon meaning the rear wing gives maximum downforce during cornering. Then, in a straight line, equal pressure from both sides could cause the fluidic switch to open the duct and there is some small amount of stall adding straightline speed. Then, if the DRS is activated, a second fluidic switch reverses the flow to get air to come out of the slits in the rearwing endplates for a stalling effect in addition to the stall in the middle of the rear wing. All of this in addition to the air intakes above the driver's head balancing to provide a steady air flow (higher than without the system) out of the starter motor hole and/or whatever they do to seal the airflow from the diffuser.

Would that be technically feasible?