NoDivergence wrote: ↑17 Sep 2017, 20:16
The Toyota Mkiii Eagle made 10000 lbf of downforce with a flat floor and front and rear diffusers. The rear diffuser is a double diffuser, but three times the size of anything the 2009 F1 cars used. Current F1 cars must be idiotic to run S ducts as it generates very little downforce. This is like 10 times bigger volume of airflow. Don't know what you are talking about with the floor. The whole floor is low pressure and it's wetted area is generating downforce. All of the airflow under the floor is lower pressure than what's above the body. It's literally the reason why Mercedes went with a long wheelbase on the 2017 F1 car. Diffuser volume is what is important, not necessarily just the angle. Yeah, 40-45 degree AOA is optimum for downforce for a flap. The electric motors are not in hub, my mistake. But they are independent for each wheel, allowing electric torque vectoring. I'll offer you more than a beer that those mirrors do more than no benefit, but just adding drag. Their F1 car does have arrangements like this for the side mirror. I think on a track like Nordschleiffe, it'll be more like 20-30 seconds a lap faster. Around tighter tracks, 7 seconds.
The Valkyrie is not something you want to get in and out of often. Especially with a passenger. It's like trying to contort yourself into a large suitcase, sure it's human sized. But it's not ideal. Even the Ford GT is too tight for comfort. The Valkrie is even tighter
The distance of the Valkryie tunnel is signifcant from the ground. Downforce is a function of distance of the floor to the ground. There's no point of the Valkyrie floor that's as close as the Project One's
1. "Flat floor" as we know it by F1 and previous WEC regulations is
NOT what the mandatory flat floor
section was in the GTP and Group C rules of the time.
The rules stated a short section of flat floor from behind the rearward most point of the front tire to 900 mm behind it. Behind that point (around where you'd want to start your ramp anyway), it was basically open (later a 280 mm tunnel depth was mandated). The tunnels were still HUGE, not at all "double", which was just a loophole exploited and not ideal.
2. Both volume and angle are important, as is the working plan area feeding the volume. ~14 deg is about where you'd start to see separations, most tunneled cars have a step from steeper then to shallower to the back of the car as seen above and below. The bellmouth shape ahead of the rear wheels allows the tunnels to work over a wider cross section of the floor and a much wider floor than F1 is allowed. F1 does things entirely differently because of rules. Most run an absurd amount of rake, to make the entirety of the underfloor essentially a shallow diffuser then excite it with the most aggressive kick up permitted and feasible at the diffuser itself. The extreme wheelbase (which is unregulated) gets the most out of that formula possible. No one would run this without rules. For instance, the Volkswagen I.D. R and similar unlimited hillclimb cars have essentially "GTP/Group C" tunnels, not an F1 floor.
3. The Eagle Mk. III with the bi-plane rear wing setup and dive planes was 9725 lbs @ 200 mph with an L:D ratio of 4.42:1. Other cars in the era were quoted at or around 10,000 lbs, and 6.0:1+ L:D ratios were achieved.
4. The Valkyrie is running at what looks like "cruising" height or something making the tunnels look further from the road than I'm sure they are. The AMR version has the car absolutely slammed which is surely how it will work on-track.
