turbof1 wrote:mantikos wrote:turbof1 wrote:Flatter and higher positioned main plane, with a small bump in it. They intend to create a bit more downforce near the endplates and less in the middle. The flap still looks like to have a reasonable angle.
The entire wing including end plates and the flicks on it, the DRS flap and the main plane are new
The area of the rear wing by the end plates is compromised in terms of d/f creation and doesn't really produce much due to end plate interactions - the center of the wing produces almost all of the d/f. They aren't intending to produce more near the end plates.
I personally think they do. Williams follows the same principle (but much more extreme). My bet is that they want to shift the downforce production a bit more to the endplates, where drag always is quite high no matter how much angle and surface area. Reducing downforce in the middle region gives more drag reduction. Albeit in the Mercedes case it's all very relative.
The flap basicilly is just adapted to the main plane: running a flatter one means a bigger chord for the drs flap.
See, and the more I look at it, it looks like the change in profile near the end plates is because they wanted to accommodate the 3 drag reducing slots (if you extrapolate the central main plane profile there isn't room for 3).
Also, is it just me, or is the gap between the DRS flap and the end plate bigger and have 2 distinct parts?
http://www.f1technical.net/forum/viewto ... =4&t=15352
