LionsHeart wrote: ↑20 Oct 2023, 01:10
mwillems wrote: ↑19 Oct 2023, 23:49
Here's a nice post to illustrate the point. Our Monaco wing is our highest DF wing. But you can see what an actual Max DF wing looks like below it, with the Haas. Mclaren just ran variations of similar wings with nothing extreme but you can see that the Monaco wing is still higher DF than what we have here (No winglet endplates, wider and bigger main plane). If a Monaco Haas sized wing is a 5, our Monaco wing is a 4, Silverstone is a 3 and the wing here is somewhere around a 3.5 in DF. The Baku wing looks closer in overall load in these pictures.
I disagree. It is necessary to look not only at the total height, but also at the thickness of the wing profile, because it also affects the creation of lift or downforce. In addition, a thicker plane makes the overall height of the wing a little bit less visible to our eyes. I'm sure this is just a trick of the eye.
I was looking at many aspects including the overall shape of the main plane. The thickness at the thickest point looks similar between them. But Monaco is clearly a higher DF wing than what we have here, and put into the context of other high DF wings, not really that high DF. The wing at Austin doesn't even produce as much DF as the wing uktimately used at Zandvoort.
It's definately higher than mid level DF, just not high DF, though I think its peak levels can get there. its settings at this track will be in its lowest configuration, sitting comfortably in the medium range, to compare to the other wing they brought in its strongest config. Both will be levels of Med Df at this track, though the bigger wing will be higher in that range.
But we can agree to disagree, I've put my info forward as to why I don't think it's a high DF wing. I don't think we really need one either as the floor creates a lot more DF now.