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⚡F1 Car rear wing DRS activation - CFD simulation⚡ The drag reduction system (DRS) is a form of driver-adjustable bodywork aimed at reducing aerodynamic drag in order to increase top speed and promote overtaking. Simulation Owner: Luke Morgan

Jousef Murad | AI Automations & Agents

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96,056 görüntüleme • 2 yıl önce •via X (Twitter)

Bilim & Teknoloji Otomobil & Araçlar

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Atharv Nadkarni profil fotoğrafı

Atharv Nadkarni2 yıl önce

What is this software and where can I learn this?

Christopher Gonzalez profil fotoğrafı

Christopher Gonzalez2 yıl önce

@guscer23 @SharyWilliams @edgarcin26

Worllace - TRICOLOR PE bilionário🇾🇪 profil fotoğrafı

Worllace - TRICOLOR PE bilionário🇾🇪2 yıl önce

@RessacaF1 @ScuderiaMilani

AYP profil fotoğrafı

AYP2 yıl önce

smooth

Kumar Shubham profil fotoğrafı

Kumar Shubham2 yıl önce

Wow that streamlined flow is so smooth

Jon Chui-Rapley 🇪🇺🛶🏎🏞🦥 profil fotoğrafı

Jon Chui-Rapley 🇪🇺🛶🏎🏞🦥2 yıl önce

I'm loving seeing the dancing drag behind the gurney flap on the second element :)

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Great simulation of the Ferrari Döner wing posted on LinkedIn by Dominik Bolasko. There are still some irregularities in this simulation, like the wing profiles being different than the actual Döner wing, but it looks to be one of the more accurate sims I have seen so far. One very interesting aspect of this simulation is the magnitude of the flow field disruption from the intermediate sail position. All DRS flaps naturally have a hysteresis with respect to flow recovery and attachment on flap closure. Hysteresis, in the simplest terms, is the difference in the value you get from the same device in one setting compared to another. In this case what we are looking at is the downforce the wing give you before opening, and after opening. So why would you have hysteresis? Well the flow will take some time to recover snd reattach after a big geometry change bringing back the full load (downforce) to the rear of the car for the braking zone. This exists for all cars that have a flap geometry change like this. However, the magnitude of the flow disruption can further delay this recovery causing the car to not re-establish the full load potential in the first phase of braking. So, I could certainly believe that the hysteresis for this type of wing would be greater than that of a conventional flap because of how much flow disturbance you have from that intermediate sail position. Meaning the rear of the Ferrari on initial braking could have some nervousness as the flow takes more time to re-attach and recover the load on the rear wing. In fact, this is exactly what Dominik found in his simulations (image 2). I did speak with someone with a team, and this was one aspect they indeed had considered as a negative to this design when they first saw it. It’s possible that’s part of what was being tested when they ran it during testing in Bahrain. Do you think we will see this wing again during the season?

Great simulation of the Ferrari Döner wing posted on LinkedIn by Dominik Bolasko. There are still some irregularities in this simulation, like the wing profiles being different than the actual Döner wing, but it looks to be one of the more accurate sims I have seen so far. One very interesting aspect of this simulation is the magnitude of the flow field disruption from the intermediate sail position. All DRS flaps naturally have a hysteresis with respect to flow recovery and attachment on flap closure. Hysteresis, in the simplest terms, is the difference in the value you get from the same device in one setting compared to another. In this case what we are looking at is the downforce the wing give you before opening, and after opening. So why would you have hysteresis? Well the flow will take some time to recover snd reattach after a big geometry change bringing back the full load (downforce) to the rear of the car for the braking zone. This exists for all cars that have a flap geometry change like this. However, the magnitude of the flow disruption can further delay this recovery causing the car to not re-establish the full load potential in the first phase of braking. So, I could certainly believe that the hysteresis for this type of wing would be greater than that of a conventional flap because of how much flow disturbance you have from that intermediate sail position. Meaning the rear of the Ferrari on initial braking could have some nervousness as the flow takes more time to re-attach and recover the load on the rear wing. In fact, this is exactly what Dominik found in his simulations (image 2). I did speak with someone with a team, and this was one aspect they indeed had considered as a negative to this design when they first saw it. It’s possible that’s part of what was being tested when they ran it during testing in Bahrain. Do you think we will see this wing again during the season?

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McLaren's Chief Designer Rob Marshall explains the new MCL40 design: “It's all new car, front to back. New regulations. As people have touched upon, the car's a bit shorter. It's actually quite a lot shorter than previous cars, a lot lighter, coupled with a brand new power unit, 50-50 hybrid, and a new set of air regulations designed to try and reduce the size of the weight behind the car, make overtaking a bit easier. If you start from the front, the new front wing is still sort of arrowhead like the previous generation, but it's a bit lower and have a much broader and wider footplate, end plate, than we used to have. And also the front wing is now actuated much like the old DRS. These new cars have got a straight line mode where both the front and rear wings will move their flaps to reduce the drag on the car and help the car get down the straights faster. There's quite a lot of freedom in how you actuate that. I think we'll see different solutions from different cars on the grid. Moving a bit further back, you've got the crash structure, which is basically from here to here. That's all new again. The regulations have changed this year where we need to make sure that after a small shunt that's enough to knock the front wing off, maybe the front half of the nose, the remaining part still serves its function as saving the driver in a secondary crash against another barrier. So that's significantly complicated the design work going into the nose. And then we've got front suspension - again, last year's front suspension was I think very innovative and so is this. We've done quite a few changes which I hope benefit us. And as we go rearward and we've got the main body of the chassis. Again, all new regulations, much tougher homologation requirements. So the crash tests and the squeezes that go into the chassis are quite brutal this year. And a lot of effort and research has gone in to try and make the car able to withstand those. Also, as I touched upon, the car is so much shorter. So a lot of the packaging of where radiators and electrical boxes, which were typically scattered around the car, finding homes for those has been very difficult. There's just less space to put them all. What's helped us there is the fuel tank is a bit smaller. We're going to use less fuel in the race. From an aerodynamic point of view, in this region here, gone are the very curved underfloors that we had with last year's cars. We're replaced with a much more flat bottom car like we had in previous generations. And then as we go rearward again, our rear suspension is actually a bit of an iteration of last year's. We're very happy with what we did last year, and so we just built upon that. Redesigned the gearbox to make it lighter and shorter for the obvious reasons. And then the rear wing is similar-ish to last year's, and the actuation mechanism is a bit like old-school DRS, but it's now mounted on two pylons, and yeah, it will now operate in conjunction with the front wing, as I said.”

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🚨 A REAL PHYSICIST SAYS WE LIVE IN A SIMULATION (and he worked for NASA) 😱 💥He’s not an influencer. He’s not a conspiracy theorist. It’s Thomas Campbell, a physicist, former missile defense researcher, and author of My Big TOE (Theory of Everything). In an interview with Joe Rogan, he calmly explains: > “This physical reality is calculated. It is generated by consciousness.” According to him: - We are not humans. We are consciousnesses playing in a virtual universe (exactly like in The Matrix). - What we call “reality” is just a stream of data sent to our consciousness. - The purpose of this system? To reduce entropy (to increase order and the evolution of consciousness). He even goes further by citing the anthropic principle: the universe seems perfectly fine-tuned to allow the emergence of consciousness. As if it had been designed for that. And the most disturbing part: He says that logic alone is not enough to understand this. We also need to use the intuitive part of our consciousness. What do you think? Are we really in a simulation… or is it just an elegant metaphor?

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In the early '80s, Gilles Villeneuve - born OTD in 1950 - personified everything it was to be a top flight #F1 driver. The little cool Canadian possessed breathtaking speed and near-unbelievable bravery - traits that allowed him to perform miracles in cars that even #Ferrari never thought could win. Across a career that was cut tragically short, Villeneuve won five Grands Prix, the first of which came on home turf in Montreal behind the wheel of the 312T3 and at #FOS 2004, the very same car was driven by Gilles' son, Jacques Villeneuve, to create a moment we'll long remember here at Goodwood.

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Axis Robotics

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🇧🇷 Why Red Bull Might Start from the Pit Lane for the São Paulo GP Sometimes, the smartest move in Formula 1… is to break parc fermé on purpose. Once qualifying ends, cars are “frozen” — no more setup changes, no ride-height tweaks, no new wings. But if you do break it, you must start from the pit lane — and that gives you one priceless thing: freedom. When Max Verstappen said after qualifying that “the car was all over the place — sliding, no grip,” that’s exactly when teams consider a full reset. By starting from the pit lane, Red Bull could rebuild around an overtaking-special setup — lower drag, higher top speed — and even fit a fresh power unit. That adds extra electrical deployment and better energy recovery, giving a sharper launch and more punch on the straights. It’s slower through corners, but it makes overtaking far easier: you close the gap sooner, hit DRS earlier, and spend less energy in the pass. It’s been done before: ⚙️ 2017 – Hamilton rebuilt from the pit lane, stormed to P4. ⚙️ 2021 – Mercedes trimmed out the car and went from last to first. So if Red Bull resets now, it’s not surrender. It’s strategy. 🎥Full São Paulo GP Strategy Briefing now live on YT — exploring how tyre degradation, harder compounds and unpredictable weather keep rewriting F1’s story in Brazil 👉🏻 🚨Haven’t Subscribed yet? 🔔If you want the Full Video Subscribe for F1 strategy deep-dives: 📨 Get the full technical briefings direct to your inbox:

Ruth Buscombe

94,528 görüntüleme • 9 ay önce

THE MCLAREN W1 IS HERE! Here is our first look at the McLaren W1 in action on the road! Let’s dive into the details of the fastest-accelerating McLaren road car ever… ⚡ 🔥 4.0-litre twin-turbo V8 with a F1-derived E-Module! 💪 1258hp! 🏁 1,340Nm! 🛠️ 1,399kg! (Dry weight) 🤑 Priced around £2,000,000! 🏎️ Limited to 399 units! Can the McLaren W1 really rival the legendary P1 and F1 as the best McLaren ever? 🏎️👑

THE MCLAREN W1 IS HERE! Here is our first look at the McLaren W1 in action on the road! Let’s dive into the details of the fastest-accelerating McLaren road car ever… ⚡ 🔥 4.0-litre twin-turbo V8 with a F1-derived E-Module! 💪 1258hp! 🏁 1,340Nm! 🛠️ 1,399kg! (Dry weight) 🤑 Priced around £2,000,000! 🏎️ Limited to 399 units! Can the McLaren W1 really rival the legendary P1 and F1 as the best McLaren ever? 🏎️👑

carwow

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The Callaway Sledgehammer Corvette was one of the most important American performance cars ever built. In 1988, it reached a verified top speed of 254.76 mph at the Transportation Research Center in Ohio, making it the fastest street legal car in the world at the time. Powered by a twin turbo 5.7L V8 producing nearly 900 hp, it beat the world speed record, then simply drove home under its own power instead of being loaded onto a trailer. Built from a C4 Corvette, it still kept air conditioning, power windows, a full interior, and even the factory Bose sound system. The car was capable of 0 to 60 in under 4 seconds and ran a 10 second quarter mile nearly 20 years before hypercars like the Bugatti Veyron entered the 250 mph conversation. The custom aerodynamic body was designed specifically for high speed stability, and the whole project proved just how far Callaway engineering was ahead of its time. RIP to Reeves Callaway, founder of Callaway Cars, who passed away in 2023.

The Callaway Sledgehammer Corvette was one of the most important American performance cars ever built. In 1988, it reached a verified top speed of 254.76 mph at the Transportation Research Center in Ohio, making it the fastest street legal car in the world at the time. Powered by a twin turbo 5.7L V8 producing nearly 900 hp, it beat the world speed record, then simply drove home under its own power instead of being loaded onto a trailer. Built from a C4 Corvette, it still kept air conditioning, power windows, a full interior, and even the factory Bose sound system. The car was capable of 0 to 60 in under 4 seconds and ran a 10 second quarter mile nearly 20 years before hypercars like the Bugatti Veyron entered the 250 mph conversation. The custom aerodynamic body was designed specifically for high speed stability, and the whole project proved just how far Callaway engineering was ahead of its time. RIP to Reeves Callaway, founder of Callaway Cars, who passed away in 2023.

PATINA RESEARCH

25,976 görüntüleme • 3 ay önce

🇮🇹 Ferrari F40 LM 1 of 19 The footage of ex F1 driver Jacques Laffite driving the Ferrari F40 LM is widely considered one of the most visceral and iconic pieces of automotive film recorded. Filmed in December 1992 for the French TV show Turbo, the sequence features the former F1 driver pushing the ultra-exclusive racer around the Mas du Clos circuit in France. The Vehicle: F40 LM (Le Mans) While the standard F40 was already a legend, the LM (built by Michelotto) was a different beast entirely Upgraded to roughly 720–780 hp (compared to the road car's 471 hp). Stripped down to approximately 1,050 kg. Equipped with a non-synchromesh (dog-ring) gearbox, requiring precise heel-and-toe shifting. Featured a more aggressive front splitter, an adjustable rear wing, and fixed headlights to replace the pop-ups. Laffite famously drives the car wearing casual slacks and deck shoes (loafers), without a helmet or fire suit, contrasting sharply with the car’s brutal nature. You can see Laffite physically wrestling with the heavy steering and the "recalcitrant" gearbox, demonstrating the immense skill required to manage the massive turbo lag and mechanical grip. The F40 LM driven by Laffite in that session (Chassis #79891) remains a "holy grail" for Ferrari collectors, representing the peak of the analog supercar era. 🎥 French TV Turbo 👏🏻🔥 #ferrari #f1 #cars #carporn

🇮🇹 Ferrari F40 LM 1 of 19 The footage of ex F1 driver Jacques Laffite driving the Ferrari F40 LM is widely considered one of the most visceral and iconic pieces of automotive film recorded. Filmed in December 1992 for the French TV show Turbo, the sequence features the former F1 driver pushing the ultra-exclusive racer around the Mas du Clos circuit in France. The Vehicle: F40 LM (Le Mans) While the standard F40 was already a legend, the LM (built by Michelotto) was a different beast entirely Upgraded to roughly 720–780 hp (compared to the road car's 471 hp). Stripped down to approximately 1,050 kg. Equipped with a non-synchromesh (dog-ring) gearbox, requiring precise heel-and-toe shifting. Featured a more aggressive front splitter, an adjustable rear wing, and fixed headlights to replace the pop-ups. Laffite famously drives the car wearing casual slacks and deck shoes (loafers), without a helmet or fire suit, contrasting sharply with the car’s brutal nature. You can see Laffite physically wrestling with the heavy steering and the "recalcitrant" gearbox, demonstrating the immense skill required to manage the massive turbo lag and mechanical grip. The F40 LM driven by Laffite in that session (Chassis #79891) remains a "holy grail" for Ferrari collectors, representing the peak of the analog supercar era. 🎥 French TV Turbo 👏🏻🔥 #ferrari #f1 #cars #carporn

WRCPAST

265,535 görüntüleme • 3 ay önce

Tom Cruise explains what it actually feels like to ride a plane wing at 145 mph: 'It's the toughest weight workout you've ever had' Host: “I get nervous for you. Do you have fear?” “Also when I'm there on the wheel, I'm worried about these downdrafts that are coming in. I'm perceiving the bumps. I know what that pilot is going through.” “Because also when I'm flying in between the two wings and I'm zero g in there, I also have to know my body position because I'm creating drag and reducing the air flow over that wing.” “When that airplane's going and doing a loop and we're right on the top, I have to know where I need to be position wise so that this airplane doesn't start falling out of the sky and we get into a spin.” “I have to rest to let my body, my muscles refuel so that I can get just from the wing to the cockpit. Because also we're limited in fuel. My pilots cannot land with me on the wing.”

Tom Cruise explains what it actually feels like to ride a plane wing at 145 mph: 'It's the toughest weight workout you've ever had' Host: “I get nervous for you. Do you have fear?” “Also when I'm there on the wheel, I'm worried about these downdrafts that are coming in. I'm perceiving the bumps. I know what that pilot is going through.” “Because also when I'm flying in between the two wings and I'm zero g in there, I also have to know my body position because I'm creating drag and reducing the air flow over that wing.” “When that airplane's going and doing a loop and we're right on the top, I have to know where I need to be position wise so that this airplane doesn't start falling out of the sky and we get into a spin.” “I have to rest to let my body, my muscles refuel so that I can get just from the wing to the cockpit. Because also we're limited in fuel. My pilots cannot land with me on the wing.”

Hribi

162,153 görüntüleme • 1 ay önce

The Black Sea & Eastern Mediterranean CFD-V1. State 1 to State 2 [1] over a nine-hour period (plus one hour of settling time). During the initial acceleration northwards, the water retreats to the south. Shortly after we move over the geographic north pole, the deceleration sets in, and centrifugal forcing is reversed by ±180° - the departed water returns, inundating much of Ukraine - home to considerable coal, gas, and marine sedimentary deposits. Orange markers are marine fossils. Blue/Pink markers are salt deposits. The water levels during the second phase of this simulation are lower than would be expected in reality. More than 50% of the fluid volume is lost over the Sahara to the south and leaves the simulation domain. Some of this volume would have returned during the deceleration, but is not accounted for here (this is therefore likely a conservative outcome for this scenario). A further >45% is lost to the north, leaving <5% of the original simulation domain volume. Depth, velocity, precursor- and primary-flows are visualised as follows: Depth: greyscale shading of the fluid volume. Whiter is deeper. Velocity: blue-white-red graded shading of the particle system. Precursor (thin) Flows: leading the main volume may be seen as little 'sparkles' at the head of the inundation. These provide clues as to incursion potential. Primary (heavy) Flows: white particle flows which provide a sense of volume distribution in the simulation. Pooling: Dark grey areas on land indicate pooled water. Please note that this is a physically informed visualisation of the primary (acceleration) and secondary (centrifugal) forcings only. Lunar tidal forcing is not accounted for, as it is temporally unpredictable, and of negligible effect by comparison to those under consideration. Possible overflows from the Arctic and North Sea are not modelled. Presented in 4K resolution with DEM (GEBCO bathymetry) and Google Satellite imagery. This is not a predictive safety indicator. It is a passable, evidence-supported approximation of flow direction and extent for the theorised rotation. I may iterate this solution one more time (each taking approximately a week) to improve the detail, but the agreement with existing geological, archaeological, and cultural accounts seems good at this point. [1]

The Black Sea & Eastern Mediterranean CFD-V1. State 1 to State 2 [1] over a nine-hour period (plus one hour of settling time). During the initial acceleration northwards, the water retreats to the south. Shortly after we move over the geographic north pole, the deceleration sets in, and centrifugal forcing is reversed by ±180° - the departed water returns, inundating much of Ukraine - home to considerable coal, gas, and marine sedimentary deposits. Orange markers are marine fossils. Blue/Pink markers are salt deposits. The water levels during the second phase of this simulation are lower than would be expected in reality. More than 50% of the fluid volume is lost over the Sahara to the south and leaves the simulation domain. Some of this volume would have returned during the deceleration, but is not accounted for here (this is therefore likely a conservative outcome for this scenario). A further >45% is lost to the north, leaving <5% of the original simulation domain volume. Depth, velocity, precursor- and primary-flows are visualised as follows: Depth: greyscale shading of the fluid volume. Whiter is deeper. Velocity: blue-white-red graded shading of the particle system. Precursor (thin) Flows: leading the main volume may be seen as little 'sparkles' at the head of the inundation. These provide clues as to incursion potential. Primary (heavy) Flows: white particle flows which provide a sense of volume distribution in the simulation. Pooling: Dark grey areas on land indicate pooled water. Please note that this is a physically informed visualisation of the primary (acceleration) and secondary (centrifugal) forcings only. Lunar tidal forcing is not accounted for, as it is temporally unpredictable, and of negligible effect by comparison to those under consideration. Possible overflows from the Arctic and North Sea are not modelled. Presented in 4K resolution with DEM (GEBCO bathymetry) and Google Satellite imagery. This is not a predictive safety indicator. It is a passable, evidence-supported approximation of flow direction and extent for the theorised rotation. I may iterate this solution one more time (each taking approximately a week) to improve the detail, but the agreement with existing geological, archaeological, and cultural accounts seems good at this point. [1]

Craig Stone

69,416 görüntüleme • 9 ay önce