- Login or Register
No account yet? Sign up
It's variable and that is the whole "thing' how you the teams use it and how it should be compared. Stationary rake doesn't matter, you have no downforce.... Especially the rear suspension plays a trick here, to have max downforce (so max rake) in slower and medium corners, and low drag at high speed straights. It's also one of the tradeoffs between downforce and mechanical grip, for what purpose do you setup your rear suspension? If you go ultra soft, the grip out of slow corners is good, but the rake is less stable and might dip too much at medium to high corners, the rear too stiff and you won't find the grip out of slow corners but you have a pretty steady rake at speed.
Just to add to the highlight above, you do not want to have too much of rake, which causes flow seperation and you lose downforce. It's always a critical balance of how much rake you want. Which depends upon how you energize the flow from the front of the car. In essence, a lot of your front philosophy makes an impact on how the airflow is going downstream.Jolle wrote: ↑22 Sep 2017, 11:36It's variable and that is the whole "thing' how you the teams use it and how it should be compared. Stationary rake doesn't matter, you have no downforce.... Especially the rear suspension plays a trick here, to have max downforce (so max rake) in slower and medium corners, and low drag at high speed straights. It's also one of the tradeoffs between downforce and mechanical grip, for what purpose do you setup your rear suspension? If you go ultra soft, the grip out of slow corners is good, but the rake is less stable and might dip too much at medium to high corners, the rear too stiff and you won't find the grip out of slow corners but you have a pretty steady rake at speed.
Very good point, this is the reason why most higher rake cars also have a soft suspension on the rear axle - as the downforce grows with the speed of the car, it lowers itself, reducing the rake, and avoiding this tear-off while reducing drag in the process.GPR-A wrote: ↑22 Sep 2017, 12:34Just to add to the highlight above, you do not want to have too much of rake, which causes flow seperation and you lose downforce. It's always a critical balance of how much rake you want. Which depends upon how you energize the flow from the front of the car. In essence, a lot of your front philosophy makes an impact on how the airflow is going downstream.Jolle wrote: ↑22 Sep 2017, 11:36It's variable and that is the whole "thing' how you the teams use it and how it should be compared. Stationary rake doesn't matter, you have no downforce.... Especially the rear suspension plays a trick here, to have max downforce (so max rake) in slower and medium corners, and low drag at high speed straights. It's also one of the tradeoffs between downforce and mechanical grip, for what purpose do you setup your rear suspension? If you go ultra soft, the grip out of slow corners is good, but the rake is less stable and might dip too much at medium to high corners, the rear too stiff and you won't find the grip out of slow corners but you have a pretty steady rake at speed.
It's not variable when stationary that's the whole point. Comparing them in motion will always be apples to oranges.Jolle wrote: ↑22 Sep 2017, 11:36It's variable and that is the whole "thing' how you the teams use it and how it should be compared. Stationary rake doesn't matter, you have no downforce.... Especially the rear suspension plays a trick here, to have max downforce (so max rake) in slower and medium corners, and low drag at high speed straights. It's also one of the tradeoffs between downforce and mechanical grip, for what purpose do you setup your rear suspension? If you go ultra soft, the grip out of slow corners is good, but the rake is less stable and might dip too much at medium to high corners, the rear too stiff and you won't find the grip out of slow corners but you have a pretty steady rake at speed.
