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Great stuff vorticism! I believe we can get a better idea of powerful DRS of RB. In short, I would say their low-downforce wing features a main plane at a negative angle in outboard sections of about 1/3rd of the span (so 2/3rds of the wing overall), reducing its drag with DRS on. Why further reduction? As a non-symmetric aerofoil, it would have a minimal drag at a negative angle.
Red Bull has been using a notched rear flap since 2009 more or less. It has featured on every RB built since then.Vanja #66 wrote: β29 Apr 2023, 22:24Great stuff vorticism! I believe we can get a better idea of powerful DRS of RB. In short, I would say their low-downforce wing features a main plane at a negative angle in outboard sections of about 1/3rd of the span (so 2/3rds of the wing overall), reducing its drag with DRS on. Why further reduction? As a non-symmetric aerofoil, it would have a minimal drag at a negative angle.
This absolutely goes hand-in-hand with big DRS flap angle, to allow big overall camber making up for a slightly smaller overall wing angle than they could have within those dimensions. Goes without saying, it would mean they are working the flap very hard and on the edge of separation, however this was evident with the V-notch in any case.
This is known, what's your point?
It looks like a blown diffuser system .
The only thing I can see there is the cannon outlet pressure going slightly up, reducing internal drag. However, many other teams use this and they don't have DRS effect as good. So, in my view, it could be just one addition to a number of features that lead to high DRS top speed:AR3-GP wrote: β29 Apr 2023, 22:39My unsubstantiated theory is that the wing itself is part of the global pressure field and opening it seems to change something upstream that is causing a bigger ovreall drag reduction effect than a drag reduction of the wing itself. When the wing is closed, it's like a "back pressure" inside the flow field. When it opens, that can cause the upstream flow field to change.
That may also answer why the effect seems to work regardless of the wing they run.
I think these are all good points.Vanja #66 wrote: β30 Apr 2023, 11:22The only thing I can see there is the cannon outlet pressure going slightly up, reducing internal drag. However, many other teams use this and they don't have DRS effect as good. So, in my view, it could be just one addition to a number of features that lead to high DRS top speed:AR3-GP wrote: β29 Apr 2023, 22:39My unsubstantiated theory is that the wing itself is part of the global pressure field and opening it seems to change something upstream that is causing a bigger ovreall drag reduction effect than a drag reduction of the wing itself. When the wing is closed, it's like a "back pressure" inside the flow field. When it opens, that can cause the upstream flow field to change.
That may also answer why the effect seems to work regardless of the wing they run.
- very low (if not lowest) chassis drag
- high flap camber and angle leading to relatively high drag (and downforce) of rear wing with flap down
- both medium and low-downforce wings feature a low main plane angle for minimal drag with flap up
- possible influence on cannon outlet pressurisation with flap up, leading to lower internal drag
- the best PU with the longest deployment in the field
Since Shub very effectively busted the triple-DRS myth, I'm 110% ceratin it's a number of incremental gains. I still believe the rear wing and especially the flap design is the main driver.
I see a similar design focus there to you.AR3-GP wrote: β30 Apr 2023, 05:44It looks like a blown diffuser system .
There is some similarity of the RB19 diffuser design to the EBD RB5. What I find interesting is how similar the upper diffuser on the RB5 is to the RB19's diffuser. Both are being fed by this mousehole and both have a very rounded outlet corner. The RB19 just lacks the active exhaust blowing. It is instead being fed by the undercut.
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