Alerones en singapur,Scarbs

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McLarens Singapore Front Wing Cascade Treatment




La división ayudas cascada de flujo de aire alrededor de la cara exterior e interior del neumático

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Gracias por la explicación,creo que con los graficos queda más que explicado.Un saludo desde alicante.

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With the tracks many turns, teams turned to Monaco spec wings and add-on winglets for grip. Despite the reasonably long straights, many teams opted to run without an F-duct, preferring to ensure their rear wing did not have air from the f-duct bleed underneath the wing and lose downfroce. Equally Singapore is a hard track on brakes and teams fitted their largest brake ducts, Renault and McLaren made efforts to ensure airflow off the front wing reached the brake ducts.



McLaren’s front end was revised with dramatic new cascades and a second snowplough under the nose itself (yellow) After disappointment in recent races, McLaren arrived in Singapore with an updated car made up of new front wing treatments and a simplified diffuser. Their new front wing is based on the Silverstone wing with its split inner and outer spans. While the flaps and endplates remained similar, the cascade arrangement and the undernose fin had been changed. These changes were a last minute development, originally part of the planned Suzuka update, but instead were rushed over in Jonathan Neales hand baggage to Marina Bay. Where the old iteration of the wing used a single large curved cascade sitting above the wing, the Singapore spec split this into two matching the main wing underneath. The outer section was affixed to the wings endplate and features a louvered endplate similar to that used for rear wings. This reduces the vortex created by the high pressure above the wing, which provides less disruption to the airflow around the inner face of the wheel.

The inner section of cascade largely follows the shape of the old element, but is now mounted on curved section sprouting up from the split in the main wing. These new cascades are probably a further step in dividing the flow that passes around the front tyre, possibly even improving flow the front brake ducts, which sit behind the split in the cascades.

Almost unseen and largely unnoticed was the new snow plough section fitted under the nose, which was revised for this race. A second element has been added in between the main snow plough and the nose cone above it. This development was probably aimed at creating more downfroce, although the flow trailing from the device may also aid flow around the sidepods.

At the rear McLaren tried the diffuser without the complex arched fences in the lower middle section, these first appeared after the blown diffuser was introduced and may be a sing that the exhausts effect on the diffuser is being better managed upstream.





Changes to the Ferrari are certainly suiting the recent circuits, as both the Monza and Singapore updates were successful. However Ferrari are slowing the development to the F10 in preparation for the 2011 car. Small changes may still make it to the F10, but no major items are now expected in the forthcoming races. Changes were made to the floor and the front wing endplate for Marina Bay. Only the endplate was visible externally, with the vane mounted on the footplate being shifted further back to approximately mid way along the endplate.
Red Bull



New slots where the front wing meets the endplate provide more downfroce., while subtle floor changes were also made in front of the splitter and rear tyres.



Red Bull produced a double blown rear wing for Singapore, the slot fed by the bulged leading edge inlet provides more downforce

Announcing they will bring developments to every remaining race, Red Bull are pressing hard to maintain their pace. Singapore brought changes in three areas of the car: the front wing, the splitter and the rear wing. Firstly a small development to the merged wing endplate design, saw an additional slot put into the flap section near the opening in the endplate. Previously the Red Bull wing could have been described as a 3 element wing in its mid section and a two element profile towards the endplate. This latest change makes the wing three elements at the endplate, to allow greater angle of attack and less chance of stalling.

Having said that their splitter and stay were largely unchanged for the new deflection tests at Monza, at Marina bay we saw a revised splitter and stay arrangement on the RB6. The splitter gained a new front profile, complete with curious bulges atop the leading edge of the splitter. Plus the stay was also revised being more like a simple rod, than the flat plate that had previously been used.

Such are the high ride heights for this street circuit, the rear facing front Camera showed now evidence of the splitter grounding excessively under braking. The splitter changes were also allied to revisions to the floor ahead of the rear tyres, with the two scoops being replaced one larger angled scoop.

While the last change to the rear was picked up on by several rival team principals in interviews over the weekend. Red Bull now have produced a wing blown not only by the f-duct, but also by a large bulged inlet at the front of the main plane. Whereas the F-duct aims to stall the wing and reduce downforce, this new inlet feeds a full width slot on the rear of the wing to allow more downfroce to be created. A similar solution is also employed on the flap which sports a simple 15cm slot. This solution has been used by many teams, notably McLaren, Renault and Mercedes.



Renault
Again Renault produced a revised front wing, this time the slightly narrower front wing that creates a larger flat footplate section outboard of the wing. The usual "r" shaped vane fitted in to the footplate, was revised to create a much more curved vane, with a distinct wing shape to the upper section.