|
|
|
Aug 28, 2012 18:51:12 GMT
|
|
Hi can anyone tell me the difference between a single element rear wing vs a multi element rear wing.
Just want some brief info on the advantages and disadvantages. What happens with drag? Is there an ideal number of elements?
|
| |
|
|
|
|
|
Aug 28, 2012 20:23:43 GMT
|
|
Same as with any aerofoil or spoiler, adding a second compounds the effect.
Usual reason for bolting a twin spoiler on is there's not enough real estate on the back fo the vehicle for a huge wing, and the dynamics mean that adding one further back would be in very turbulent (and thus not as effective) air. Keeps as many spoilers in the sweet spot as possible.
some people also think it looks good.
--Phil
|
| |
|
|
|
|
|
Aug 28, 2012 21:11:56 GMT
|
Ideal number of elements? MOAR. Basically a multi-element wing can be run at a steeper angle of attack, giving more downforce, before the airflow separates from the wing. More wings is basically better. Downforce coefficient increases, however the pay-off with this, as with all wings, is that drag increases. However, multi-element wings create downforce more efficiently (i.e. for less drag) than a honking big, steeply cambered single wing. It does also look good. Disadvantages: your car will look like a racecar and people will be all like, "Look at that racecar" and they'll want to race you and that. Stolen from Bernie's awesome Pike's Peak and Speed Week thread:  Look at all them elements.  HOT MULTI-ELEMENT ACTION.  Phwoar... |
| |
1989 Peugeot 205. You know, the one that was parked in a ditch on the campsite at RRG'17... the glass is always full. but the ratio of air to water may vary. |
|
eg2
Part of things
Posts: 205
|
|
Aug 28, 2012 21:16:31 GMT
|
|
^^^is/was that an NSX??
|
| |
|
|
|
|
|
Aug 28, 2012 21:23:48 GMT
|
|
Thanks for the responses guys. So a single element wing creating 10kg of downforce would have more drag than a multi element wing creating 10kg of downforce?
|
| |
|
|
|
|
|
Aug 28, 2012 22:59:53 GMT
|
|
Not necessarily. It's rarely that simple.
Multi-element wings only tend to be used in situations such as the cars I posted or in F1 etc, where high downforce is needed, rather than to reduce the amount of drag produced.
The main advantage is this: look at the rear wing in the second picture I posted. Imagine that was a single piece rear wing, with no slots visible in it. With the wing tilted as steeply as that, the wing would stall and cease to create downforce. The angle would have to be decreased, and to increase the amount of downforce produced the wing would have to be made larger. Like PhilA said, there's rarely room to do that so multi-element wings are used.
To be honest I'm not sure about the drag created, I may well be mistaken.
Track down a copy of Competition Car Aerodynamics by Simon McBeath for a much clearer betterer explanation in relatively simple terms, it's a very good starting point and it's published by Haynes so nice and easy to get hold of.
|
| |
1989 Peugeot 205. You know, the one that was parked in a ditch on the campsite at RRG'17... the glass is always full. but the ratio of air to water may vary. |
|
