The long break from racing in April has given teams and insiders time for reflection before an intense period of ten races in the next three months. Ferrari will continue its pursuit of Red Bull.
The work in the factory has certainly not stopped, considering that Baku – and even more so Miami – will mark the beginning of the first real development phase of 2023.
The first three races showed that Red Bull (reigning World Champions) has an advanced understanding of the RB19, which is in firm control of the championship . Red Bull’s optimism after the pre-season tests in Bahrain was clearly well-founded.
At that moment, the only question is about Ferrari’s relative performance.
The current reality is that just to give a somewhat extreme example, Sainz would have to win 4 races in a row to put himself into Championship contention. Leclerc, meanwhile, would have to win 6. Realistically, this is difficult to imagine.
Leaving aside the rankings, the next few months will still be interesting for the competition. Mercedes wants to shorten its gap and erase the shame of being slower than a customer.
Ferrari must recover points and morale, while Senator Fernando Alonso is looking for something more than the podium.
Red Bull: incredible speeds on the RB19 thanks to the beam wing stall?
The RB19 has attracted attention from rival engineers (more so than the RB18 did) due to its unattainable top speed. Mercedes has tried to find solutions, but there is ultimately little answer.
The opposing engineers have long been convinced that there is a concept behind it, and they are all asking the same question: How does the RB19 stall a rear wing element?
Meanwhile, it should be emphasized that being able to create the conditions to deliberately stall an aerodynamic element – operating within the regulation – is a matter of merit.
In the past, the opposite has even happened, ie that some older generation cars ran into harmful stalls, which suddenly sent the balance into a crisis. Something not easy to solve, just as difficult to identify in the complexity of the design of an F1.
Each wing has an angle of attack, ie the angle at which it generates a certain amount of drag and downforce.
However, there is a critical point where the separation of the flows is generated, defined as the critical angle of attack.
If the angle of attack increases beyond the critical angle at some point all downforce will be lost while drag will continue to increase until the so-called ‘stall’. It’s different in F1.
Thanks to certain blowings on the back of the aerodynamic profiles, the detachment of the flow is obtained, avoiding the increase in drag for a higher maximum speed.
Then there is a significant loss of downforce due to the lower pressure delta between the top and bottom of the wing, which generates an indirect reduction of the porpoising trigger due to the % of load lost.
This last factor is very useful in the lightning phase in the race, as well as in terms of greater mechanical elasticity since it allows to decrease in the basic rigidity with many advantages.
The stall of the beam wing would seem very convenient since, from calculations in the simulator, the maximum speed of the car could increase up to 8km/h according to the steepness of the element.
The trick is to get it in a non-random way and only at certain speeds. It should be noted that the steeper a wing, the easier it is to induce a stall, as the flows will separate more easily.
It would obviously not be new; in the past, teams have tried to use a wing stall to get maximum speed by reducing drag.
We can think of passive DRD blowing to break up the flows behind the gurney flap, forcibly separating them.
Or, by flexing the wings at a certain speed, the wings move by limiting the spaces of the smallest slots, which reduces the power on the rear of the next flap leading to the consequent stall of the same.