GraemeH
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Citation needed.
I would show you calculations but I'm not entirely convinced you'd understand them.
150 mph is 67ms^-1 so if you are a second behind a specific point then it means you are 67m away from that point.
If by "calculations" you mean numbers that you just pulled out of your ass then yes, I would not understand them.
I'm genuinely curious about your "numbers" as when I was at the Melbourne GP last year, the cars were much closer than "90m" on the straight.
Does he need an engineer to certify his post or something?
If by "calculations" you mean numbers that you just pulled out of your ass then yes, I would not understand them.
:lol:
For 250 km/h (which is reasonable speed in the middle of the straight) 1s means 70m. I don't remember exactly how long are cars, but 4.5m-5m is about right. That means 14-15.5 car lengths.
Allowing more than 1s would be stupid. Also remember what drivers said. From simulator (I think it was some McLaren test driver) they said it could be even to easy. And for example, after first tests Kubica said that it is much more powerful than f-duct and KERS.
Ok so is a car 1 second behind the other in it's "cone" or not?
If it is, then why need an extra aerodynamic aid to lower the drag, you're already on his cone, speed up and try to lunge to the inside on the next corner.
If it isn't, then the system would activate the rear wing movable thing and indeed the trailing driver would get an advantage. If your rhythms are matched then nothing exciting will happen. If you're moving faster than him, you'll soon get into his turbulent air and have that speed advantage anyway, so why need the movable flap at all?
At 1 second behind, the trailing car is out of the effective slipstream or on the very fringes of it, the moveable wing allows the car to get into the slipstream to give them a chance at overtaking.
If he was being faster, he would get there nonetheless, so this saves what, 1 lap of "chasing"?
The turbulence effect through corners dtracts from the guy behind's downforce at a much larger distance than the advantage he would get from slipstreaming. Turbulent air and slipstream are not the same "cone" you're talking about.
Yes but he is faster when he hasn't got turbulent air flowing over the wings. Once he gets to around 1 second, the turbulent means the wings on the cars don't produce anywhere near as much downforce as they normally would, so unless they are a lot faster than the car in front, they don't have the grip to get much closer.
And how would reducing the rear wing's efficiency even more help in this department?
Because drag is drastically reduced by opening up that slot and decreasing one of the wing planes' angle of attack.
So is downforce.
That's why the logic is "only activate it in a straight line". You don't need the downforce that much to stay in a straight line. And that's why the wing pops back into place when the brakes are applied.
If you're affected by turbulent air in the corners then you're gonna be almost in the slipstream in the main straight so I ask yet again, whats the need for this?
It eliminates the "almost" element and allows the car behind to get closer to the car in front by giving it a boost of straight line speed larger than what the slipstream currently is able to give.