Ruudje wrote:btw: mclaren's new:
Looks like a similar solution to Brawns but with the central section blocked off just in case it is deemed illegal.
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Following a long meeting and discussions between the involved teams, Brawn GP, Williams and Toyota have been given allowance to compete in this weekend's Australian Grand Prix with their current diffuser designs.
Ruudje wrote:btw: mclaren's new:
The green line on top of the Brawn diffuser is not really part of the diffuser. It's a widened and sculpted base of the rear crash structure. The Brawn diffuser surface edge is made up by (L-R, based on the image): the left most light blue edge, the top-left yellow line, the curvy-middle red line, the top-right yellow line, and; the right most light blue line. So essentially, this is the single continuous line that is created when the diffuser surface is intersected by a lateral, perpendicular plane (perpendicular to the reference plane).Ruudje wrote:I'm not sure I understand what you mean. Could you try to explain?
When Looking at this picture:
how is different from:
please enlighten me!
Red Bull remember have adopted a different way of mounting the rear wing to the other teams (with the exception of Brawn (and STR obviously)).wesley123 wrote:This part will probably be the most interesting part of a f1 car in 2009, lots of possibilities around here.
I still odnt understand why no1 has adopted the RBr idea by pulling the end plate all the way down, the diffuser might be smaller for them, but that will be gained back by the deep endplates.
I think red bulls idea on this is even more efficient than the ones of the other teams, look at what the lmp's did in around 2002, they didnt made the diffuser at maximum width, but instead they left some space, why? Because by this the diffuser will generate more downforce as the rear hweels doesnt interupt the airflow that much anymore, similair is done by red bull, they probably got a cleaner airflow out of the diffuser and around it, because by the deep endplates the dirty air generated by the rear wheels wont hit the diffuser anymore, thus increasing the efficiency.
haha, nobody seems to notice that the toyota doesn't have a separate support either, it also uses the endplatesKeir wrote:Red Bull remember have adopted a different way of mounting the rear wing to the other teams (with the exception of Brawn (and STR obviously)).wesley123 wrote:This part will probably be the most interesting part of a f1 car in 2009, lots of possibilities around here.
I still odnt understand why no1 has adopted the RBr idea by pulling the end plate all the way down, the diffuser might be smaller for them, but that will be gained back by the deep endplates.
I think red bulls idea on this is even more efficient than the ones of the other teams, look at what the lmp's did in around 2002, they didnt made the diffuser at maximum width, but instead they left some space, why? Because by this the diffuser will generate more downforce as the rear hweels doesnt interupt the airflow that much anymore, similair is done by red bull, they probably got a cleaner airflow out of the diffuser and around it, because by the deep endplates the dirty air generated by the rear wheels wont hit the diffuser anymore, thus increasing the efficiency.
They have used the endplates as supports, something that was almost uniformally adopted across the F1 paddock until recent years, rather than a central pylon.
my post wasnt about that the endlates supprot the wing but what gains/losses those deep end plates and smaller diffuser got.imightbewrong wrote:haha, nobody seems to notice that the toyota doesn't have a separate support either, it also uses the endplatesKeir wrote:Red Bull remember have adopted a different way of mounting the rear wing to the other teams (with the exception of Brawn (and STR obviously)).wesley123 wrote:This part will probably be the most interesting part of a f1 car in 2009, lots of possibilities around here.
I still odnt understand why no1 has adopted the RBr idea by pulling the end plate all the way down, the diffuser might be smaller for them, but that will be gained back by the deep endplates.
I think red bulls idea on this is even more efficient than the ones of the other teams, look at what the lmp's did in around 2002, they didnt made the diffuser at maximum width, but instead they left some space, why? Because by this the diffuser will generate more downforce as the rear hweels doesnt interupt the airflow that much anymore, similair is done by red bull, they probably got a cleaner airflow out of the diffuser and around it, because by the deep endplates the dirty air generated by the rear wheels wont hit the diffuser anymore, thus increasing the efficiency.
They have used the endplates as supports, something that was almost uniformally adopted across the F1 paddock until recent years, rather than a central pylon.
http://premium.f1-live.com/f1/photos-hi ... po_145.jpg
Simple, that's for the electric starter shaft to connect to the gearbox.Michiba wrote:Can someone explain to me why there are holes in the center section of the diffusers on some of the cars? I can't seem to find a reason for it anywhere. And I'm not talking about the gap as seen on the BGP, I'm talking about the one seen on the Ferrari, BMW and Maclaren
add to that, the fact that Mosley has warned the OWG in febuary that if it did not achieve its target downforce reduction, it would be the end of the expert group.Crabbia wrote:Also, you have to see the political side of this story, who are the teams with stock standard, to the letter diffusers. Among other, but mainly Ferrari Mclaren and Renault. Who forms the Overtaking working group? Ferrari Mclaren and Renault.
they could not be seen to be suggestting rules and at the first opportunity turn around and break them themselves. No doubt the FIA so an opportunity of this as a 'performance equaliser'...
Anyways...
