![]() ![]() low risk of separation).ĭrag is not an issue - we know that more downforce will improve performance down to an L/D of about 1.0.Ī more forward aero balance is what we expect from a better working floor, that goes along with previous results from fitting barge boards. The wings have been extensively tested and flow-vizzed to set angles that are 'good' but 'safe' (i.e. Each wing is the same mainplane and flap profile, with a gurney. The car already has twin element upper and lower rear wings. Thanks for the great repsonses, so here's some more detailed info (it's alwayd hard to know where to pitch the initial post). If you've got a big wing back there on the exit, you can get pretty bold. Anyone can make a 5 degree floor work, but if you do the exit properly, you can get a hell of a lot more than that. The angle of the floor itself is also a trick. Put plenty of strakes in the diffuser, the closer you can keep it to 2-D flow, the better. ![]() That's another reason why a good sized gurney (20 or 25mm) is your friend. Having said that, the foil also needs to be able to deal with dirty air since it's at the back of the car. That should let you move it a tick higher and more into cleaner air. Try to choose an airfoil that has more localized and intense pressure depression rather than a more spread out, but even. Unless you're carrying enough wing that your terminal velocity is 50 kph, you'll be faster with more wing. I would bet that a dual element rear lower element would be a good starting point, and don't spare the gurney. Since wings seem to be open in hill climbs, though, you might be able to get to the setback rule by running some heroic sized wings, I don't know. I doubt if you'll come anywhere close to either. My guess is that you have a certain rear wing setback rule and a maximum height rule. As you move the wing up you get better flow to the wing and it acts better in it's own right. It's possible (although not likely in most cases) to add rear wing angle/gurney and actually increase front downforce percentage.Īs you move the wing more forward, you lose the cantilever effect that you get over the rear wheels, so you limit the amount of front wing you can carry and maintain a reasonable balance (Hint: this is one reason why nearly all aero formula cars have ran more and more front weight, it lets you carry more front wing which means more overall downforce). Keep in mind, though, that evacuating the diffuser better will generally add front aero percentage. Tidy bodywork at the back of the car will be a bonus here. ![]() However, it has to far enough away from the diffuser to get good flow to it. We want to position the wing close enough to the diffuser exit that it will add a bunch of energy to the flow at a point where it's going to be prone to separation. It'll look something like this (except upside down). Let's look at the pressure distribution field that is made by our airfoil. It can have a hell of a big effect, and it's almost free downforce. There are going to be a couple of different things at play here.aren't there always?įirst, you can make a lower element of a rear wing _really_ evacuate a diffuser exit. ![]()
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