.png)
Front Wing Endplates
Many teams are now shunning conventional Endplates, creating holes and/or slots that move airflow from one side of the Endplate to the other making the area more efficient. This is of particular benefit when we think of a car in Yaw, as it allows airflow to have an impact on differing levels during it's rotation. Unlike Aircraft, Formula One cars cannot adjust their flaps in order to trim for differing circumstances and so the designers use these holes and slots in order to increase efficiency over a wider spectrum/speed range.
Each team has their own thesis on what they want to acheive with their Endplate design whether it be for increasing the Wings aspect ratio or managing airflow around the front wheel. This means we see each car with a different set of Endplates.
Rear Wing Endplates
.jpg)
The Rear Wing's Endplates are not only an aerodynamic component but must stand upto the rigors of being a structural element too. In the past teams used pylons in the centralized section of the Wing to support its weight but as teams realised the aerodynamic impact these had on the Wing profiles themselves we have seen them disappear from use. This of course puts additional structural impact on the Endplates and Wing profiles as they have the same forces exerted on them as they would have with the central support.
Like the Front Wing Endplates the rear ones are also used as a way of leveraging additional downforce by virtue of their aspect ratio extending nature. The largest problem encountered by the design of Rear Wing Endplates however is drag and this why we see teams constantly evolving the curved area removed from the Endplate just behind the Wing profiles.
Posts
0 comments