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Continuing our series analysing the biggest changes in the 2019 bodywork regulations changes, we take a look at the new restrictions for the front brake cooling ducts.
The problem is, both @bhall and @Paul are right in their own way.godlameroso wrote:Because the whole premise behind creating downforce involves adding kinetic energy to the airstream, that energy has to be displaced by the object inducing the downforce otherwise there's no lift(all aerofoils have skin drag). All objects moving through the air have skin drag, impossible to remove drag without either removing air, or removing the body traveling through the air.
Aside from insulting: What news do you want to tell with this???If you can't understand this, watch some nascar, the reason there is passing is because the following car has less drag.
Blown diffuser.godlameroso wrote:It means exactly what it says, you cannot displace air and not induce drag, creating lift displaces air hence drag. I'm trying to keep it simple.
Vortex always occurs when there's lift, the stronger the lift the stronger the vortex. Now what you can control is the shape and path of the vortex, but to imply that vortex is somehow separate from lift is a misconception, and almost a common one.
You're right of course, the trick is to create the correct amount of lift at the correct amount of speed. Like you said, if you're smart about it, you can have more downforce at 220kph but less at 300kph, than the guy that only has linearly increasing downforce that's lower than yours are 220kph but higher at 300kph. 
Sorry but the tail fin or sails only prevent span wise flow migration. They will not help keep tire turbulence from the rear wing. It does work best in the turns, though that's about all the truth in that article.seezung wrote:Shark fins to make their return next year?
https://twitter.com/andihaupt1/status/8 ... 5793563648
Translation;
The reason for the return of the sails are the new rear wing regulations. The 2017 rear wing is just 80cm instead of 95 cm above the reference plane. It's also 95cm instead of 75cm wide. Because of its position the rear wing gets hit by the turbulent air from the front axle. With the current wings the turbulent air passes under the wing. This is less of a problem for cars running with high rake angles like the Red Bull, Force India, or McLaren, than it is for a Mercedes, Renault, or Sauber, which are running with just half as much rake. This is because depending on the rake angle the turbulent air reaches the rear at a different height relative to the rear wing. With 1.9° of rake the wing sits higher above the road than with exactly one degree. This makes it easier to push the turbulences under the wing as before.
The airbox sail helps to push the turbulences away from the rear wing while cornering. We are hearing from teams that practically all teams will use this airbox variant in 2017. It will certainly be used on those cars, which don't run with as much rake as Red Bull. As everyone is aware of the issue, Red Bull tried to convince the FIA of banning the sail for aesthetic reasons during a meeting of the technical working group. This was obviously just a pretext, because in Milton Keynes they knew very well that a ban would hurt their main rival Mercedes the most.