|
Post by wilmywood8455 on Oct 30, 2018 13:49:44 GMT -8
Mexico City’s heady altitude always has a profound effect on the competitive order – and presents many extra challenges for the teams. Oxygen levels around 25 percent less than at sea level mean the air does the same things as usual with a car, but less. For example, the pressure difference between a wing’s upper surface and underside that creates downforce still does so – but with 25 percent less power. The teams will run Monaco levels of wing here, but in reward get only Monza levels of downforce. The car’s movement through the air still causes drag, but 25 percent less of it. The air still cools the brakes, as well as the oil and water flowing through the radiators, but 25 percent less effectively. It is not a coincidence that Red Bull have won from the front here for the last two years, as the thin air rewards their car’s greatest strength and alleviates its usual weakness. As the car with probably the greatest downforce but a relatively high drag, thin air is great news for Red Bull – in that every extra scrap of downforce over the opposition is even more valuable than usual, but the drag penalty for that is less than usual, giving Red Bull a double hit.
|
|
|
Post by Carlo_Carrera on Oct 30, 2018 17:38:00 GMT -8
I always wonder why RedBull runs so much drag at the other races?
|
|
jmjgt
Member
Posts: 3,237
|
Post by jmjgt on Oct 30, 2018 20:37:03 GMT -8
^Something tells me they have a surplus of downforce at most tracks and have been trimming the wings while playing the "we have to do this because the Renault has no power" card, meanwhile when has a RB ever been fast in the speed traps?. Newey knows the real gains are in the corners not at the end of the straights so for that reason we probably won't get a good sense of how powerful the Honda PU is next year other than more competitive lap times.
|
|