Red Bull RB22

[Emag]

https://pbs.twimg.com/media/HGpYaYdbIAA ... ame=medium
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They seem to have removed the diffuser hole as well?

[SiLo]

https://pbs.twimg.com/media/HGpYaYdbIAA ... ame=medium
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This looks more elegant than the Ferrari solution. Ferrari’s actuators take up some space that reduces the rear wing width.

I think it's less elegant, but potentially easier to implement and more reliable. It wouldn't surprise me if this was an initial iteration that Ferrari came up with.

[SiLo]

https://pbs.twimg.com/media/HGpYaYdbIAA ... ame=medium
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They seem to have removed the diffuser hole as well?

It's still there, you are just looking through it at a diffuser strake inside.

[Badger]

https://pbs.twimg.com/media/HGpYaYdbIAA ... ame=medium
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This is AI enhancement. Unless RB has signed with "PURCGERVGE".

[Emag]

https://pbs.twimg.com/media/HGpYaYdbIAA ... ame=medium
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This is AI enhancement. Unless RB has signed with "PURCGERVGE".

Ah I didn’t pay attention. Probably why the diffuser sidewall looks different.

[Badger]

https://pbs.twimg.com/media/HGpYaYdbIAA ... ame=medium
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This is AI enhancement. Unless RB has signed with "PURCGERVGE".

Ah I didn’t pay attention. Probably why the diffuser sidewall looks different.

It's not a bad enhancement as far as the wing goes, it looks quite sensible, it just can't be trusted 100%.

[Badger]

https://pbs.twimg.com/media/HGpYaYdbIAA ... ame=medium
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This looks more elegant than the Ferrari solution. Ferrari’s actuators take up some space that reduces the rear wing width.

I agree, but not for the reason you outline. It's true Ferrari loses some space on the sides but at the same time RB gets some disturbed airflow due to the central actuator (as all normal SLM mechanisms do). The benefit of RB's solution is.

• The rotation is much less, only ~120 degrees instead of the ~250 degrees for the Ferrari. This should be significantly faster than the "Macarena". This is the main issue with the Macarena arguably, how slow it is to reattach in the braking zone. If we just look at the rotation RB should be twice as fast whilst achieving the exact same wing angle.

• I bet it's lighter. No dual actuators. No need to bury the actuators in the side structure of the wing. The actuator is very similar to the wing they had already, which is neater.

• The gap in the wing is significantly bigger than on the Ferrari. I'm not sure this is a major point, but it may reduce drag further.

In the end we'll have to see both working before we can definitively say which works better.

[Farnborough]

This is AI enhancement. Unless RB has signed with "PURCGERVGE".

Ah I didn’t pay attention. Probably why the diffuser sidewall looks different.

It's not a bad enhancement as far as the wing goes, it looks quite sensible, it just can't be trusted 100%.

How are you determining its AI ?

The image has technical attributes that don't usually get to be part of random image enhancement. It doesn't look modified, or show those traits either.

[Badger]

Here's my basic idea of how it works. You have a dual axis system where the rotational axes are marked by the two blue dots I've highlighted in the picture. In high downforce mode the wing is held by the rotating V structure (yellow) connecting to the first element. To go from high to low DF the actuator pushes on the wing until it becomes perpendicular to the airflow (green arrow), then the airflow helps it the rest of the way up. To go back the actuator needs to pull it all the way back past perpendicular before the airflow keeps it stable in high DF (red arrow).

How are you determining its AI ?

Read the small print sponsorships.

[Farnborough]

Here's my basic idea of how it works. You have a dual axis system where the rotational axes are marked by the two blue dots I've highlighted in the picture. In high downforce mode the wing is held by the rotating V structure (yellow) connecting to the first element. To go from high to low DF the actuator pushes on the wing until it becomes perpendicular to the airflow (green arrow), then the airflow helps it the rest of the way up. To go back the actuator needs to pull it all the way back past perpendicular before the airflow keeps it stable in high DF (red arrow).
https://i.postimg.cc/Jz5MWws8/image(1).png

How are you determining its AI ?

Read the small print sponsorships.

Read what I said about the image it's not been technically changed from characteristics that may be invisible to most casual observers.

[Badger]

Here's my basic idea of how it works. You have a dual axis system where the rotational axes are marked by the two blue dots I've highlighted in the picture. In high downforce mode the wing is held by the rotating V structure (yellow) connecting to the first element. To go from high to low DF the actuator pushes on the wing until it becomes perpendicular to the airflow (green arrow), then the airflow helps it the rest of the way up. To go back the actuator needs to pull it all the way back past perpendicular before the airflow keeps it stable in high DF (red arrow).
https://i.postimg.cc/Jz5MWws8/image(1).png

How are you determining its AI ?

Read the small print sponsorships.

Read what I said about the image it's not been technically changed from characteristics that may be invisible to most casual observers.

It's an AI enhancement. Where it can't see exactly what is going on it guesses.

[SiLo]

https://pbs.twimg.com/media/HGpYaYdbIAA ... ame=medium
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[/list]

• I bet it's lighter. No dual actuators.

You can't have dual actuators, the rules dictate a single one. The Ferrari issue is likely to be getting a single actuator to work twist the wing smoothly across its span.

[Brahmal]

Here's my basic idea of how it works. You have a dual axis system where the rotational axes are marked by the two blue dots I've highlighted in the picture.

Pretty sure it's single axis. The ends of the flap appear to be secured with simple swing-arms or bell-cranks, with two actuator arms attached near the leading and trailing edge of the flap that can articulate around to complete the rotation.

Looks eminently functional, and particularly allowing the return phase to be completed in shortest time frame , also whilst promoting airflow reatachment in more beneficial .... less ambivalent .... fashion.

The Ferrari wing certainly moves more and will create more chaotic airflow during transition, but I'm thinking that it will be less disruptive overall for the driver's control of the car. During rotation, Ferrari presents the convex backside of the wing to the oncoming airflow, where Red Bull presents the concave face of the wing instead. This will probably create a stronger spike of downforce and momentary parachute effect for the Red Bull compared to the Ferrari, even if the transition takes less time overall.

[SiLo]

Here's my basic idea of how it works. You have a dual axis system where the rotational axes are marked by the two blue dots I've highlighted in the picture.

Pretty sure it's single axis. The ends of the flap appear to be secured with simple swing-arms or bell-cranks, with two actuator arms attached near the leading and trailing edge of the flap that can articulate around to complete the rotation.

Looks eminently functional, and particularly allowing the return phase to be completed in shortest time frame , also whilst promoting airflow reatachment in more beneficial .... less ambivalent .... fashion.

The Ferrari wing certainly moves more and will create more chaotic airflow during transition, but I'm thinking that it will be less disruptive overall for the driver's control of the car. During rotation, Ferrari presents the convex backside of the wing to the oncoming airflow, where Red Bull presents the concave face of the wing instead. This will probably create a stronger spike of downforce and momentary parachute effect for the Red Bull compared to the Ferrari, even if the transition takes less time overall.

Would need some CFD on the wing in that position to tell, because the main plane would shed a lot of drag as soon as its disconnected.

[Badger]

Here's my basic idea of how it works. You have a dual axis system where the rotational axes are marked by the two blue dots I've highlighted in the picture.

Pretty sure it's single axis. The ends of the flap appear to be secured with simple swing-arms or bell-cranks, with two actuator arms attached near the leading and trailing edge of the flap that can articulate around to complete the rotation.

Looks eminently functional, and particularly allowing the return phase to be completed in shortest time frame , also whilst promoting airflow reatachment in more beneficial .... less ambivalent .... fashion.

The Ferrari wing certainly moves more and will create more chaotic airflow during transition, but I'm thinking that it will be less disruptive overall for the driver's control of the car. During rotation, Ferrari presents the convex backside of the wing to the oncoming airflow, where Red Bull presents the concave face of the wing instead. This will probably create a stronger spike of downforce and momentary parachute effect for the Red Bull compared to the Ferrari, even if the transition takes less time overall.

I think there’s a dual axis. Without it it’s going to be very hard to “clear” the first element under rotation considering there’s an overlap between element 1 and 2 (not having it would ruin the rear downforce). Can be seen clearly here in the lower simulation. So when the actuator first pushes on the wing the first rotational axis will effectively “lift” the leading edge of element 2/3 so that it can clear element 1, and then at the end the second rotational axis does the final bit of the rotation on element 2/3 to put it in optimal position. This IMO is the reason why the RB wing sits higher than the Ferrari in low drag mode. Ferrari has a single rotational axis and must therefore go the other way (the normal way) because it can’t clear the first element doing what the RB does. The dual axis allows the shorter rotation and you can keep the central actuator because it’s not in the way anymore.

There’s more to this wing than meets the eye. It accomplishes the same end position as the Ferrari but in a completely different way.