Go check out Fuel For Fans' Black Friday Sale with the link in the description! Would love to hear what you ordered! Did you know these vortices were this important? It's an amazing thing to see! If you want to see more, go watch the 2020 Turkish GP again!
F1 Explained is one of youre best series almost as good as your driving school thing i watched 3 years ago when i heard about your channel. I also promoted your channel back then on some sim racers streams because it is such a great value for the (Sim) Racing world. Thank you very much for making me a much faster and better driver since then.
I did not like his phrasing at 0:56 about how a vacuum literally sucks the plane upward. A vacuum cannot exert a force. As an experiment, place your coffee cup on the table in front of you and place your hands either side just touching the cup. Move one hand away. Result - the cup stays where it was. Now put your hands back on the cup and push equally with each hand so that the cup stays still. While still pushing, move one hand away (this is easier to do with two people). Result - the cup moves towards the hand that is moving away (the low pressure side) - not because that hand is moving away but because now the other hand is exerting a force. In the same way, low pressure regions cannot exert a force on a wing - the force is applied by the high pressure region. It's contact with atmospheric gas molecules bouncing off the wing that is pushing it.
Standing trackside as an F1 car goes by you can totally feel the effect of the aero package and engine intake/exhaust! (Especially before turbo era) Unforgettable experience!
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@@shantanurawat1599 no such thing as "normal" driving style. Everyone has their touch. Schumi had brilliant throtle control. Alonso had this aggressive turn-in. Lewis likes the car more understeery. Kimmi likes the car more oversteery. And so on. I think Charles has a mixture of excelent throtle control and good understeer managment. But he has much more to learn, its just his 3rd season so he can grow into some other type of skillset.
@@arthurlima176 this is true but I also have heard about schumi being very helpfull to the rnd team with his feedback about the throtle response so thats why I said what I said
I just LOVE how PRECISE their engineering is! Those Vortex's are sooo tight, its insane how they control the airflow like they do. Every single CM of a wing or fin has a purpose.
I'm maybe mistaking but I think that the Lotus shown spinning were the one from around 1985 and had no ground effect of the same type has the one with skirts.
Not just control of vortices, but many technologies have been derived from Concorde. Carbon-ceramic brakes, active brake cooling, fly-by-wire, digital computer control from sensor inputs, active weight trimming, etc. Concorde really was the pinnacle of technology, dare I say, still is…
Your videos are really useful when trying to make my non F1/racing/technical friends understand these type of things haha, i do also occasionaly learn interesting stuff from you too
Nothing like take off in a 4 blade c130 in a cold, damp condition. The corkscrew was visible and very cool to watch and make sense to read the performance manual.
I had never bothered to think about exactly what causes vortices. Your explanation was clear and logical. Since we are talking about fluid dynamics, I have to wonder where anything clear and logical is actually correct but I like your explanation and I'll assume it's correct for the time being.
Vortex lift was actually only used to provide lift at take off and landing. Once above a certain speed the Concorde wing acted like a normal wing and generated lift in a normal convention :)
About the little curved tips on the airplane wings as seen on most modern big planes today, those are "vortex killers". I remember as a kid I used to create those tips on paper-planes to make them more stable.
You should check the Vortex that come off a dirt Sprint Car where the stream of white compressed air comes directly at cockpit and drivers helmet. Looks amazing from the seat!! 😁🤙🏁🏎
Great videos with good explanations. I would just add that vortices don’t create drag, they are a manifestation of the pressure difference. Drag is a combination of friction and pressure forces on rearward facing surfaces. Rw gills for example reduce drag by reducing high pressure on the wing upper surface. This means less pressure difference hence s smaller tip vortex is the result not the cause of less drag.
if you notice in the F2004’s rear wing you could see its moulded to slope down right beside the end plates in an attempt to minimize the drag and create less vortices. The second gen Ferrari powered A1GP cars also had this rear wing design as they are directly based off the F2004 specifically. Some F1 teams still use this too particularly Mclaren
Hey, Driver61! I really liked this video, because I’m into F1 and aerodynamics. Also, I’m an aerospace engineer, and during the video, I was hopping you would specifically explain how they induce the inverted vortices to cancel the other ones. Furthermore, I wanted to know if those vortices would reduce the downforce produced by the wings. I was hoping you could share with me those informations or tell me where did you get them, for me to discover a little more. Or even do a more detailed video. I thank you in advance and wish you good luck for the continuity of your great work! I’m a huge fan!
Well you can use turbulent air to control flow, but it has to be attached to the surface so you have to expedite transition the air from laminar to turbulent flow. This allows the turbulent flow to reattach post transition and can help!
Of course turbulent air can stay attached. It‘s much better at doing that than laminar airflow. However, dirty air and turbulence are two different things
Agree to an extent, but doesn't turbulent air generally form when attachment breaks down, often through too aggressive a shape or too high angle of attack?
@@laurencedawson7754 no, that‘s detached flow. Air (or another liquid for that matter) becomes turbulent and more energetic above a certain Reynolds number. I think it‘s between 3 and 4k, but don‘t quote me on that. So if you have laminar flow and just make it way faster it‘ll become turbulent
@@Bl4ckDe4th88 kind of, if you are talking about the classic pipe situation or between two surfaces (for example the road and underside of a car) but the dimensions of the pipe or distance between the surfaces are factors and so you are back to the aggressiveness of the shape/ gap for the velocity range you are aiming to work in. The transistion is always related to dimensions, in a hypothetical pipe of infinite diameter, there would be laminar flow at any velocity.
@@laurencedawson7754 I guess that's right, but talking about realistic examples a fluid becomes turbulent above a certain Reynolds number, which is linked to the velocity. Going back to your fist statement, you're probably right, that turbulence forms, if there are aggressive shapes or a stall. But it (realistically) also happens above a certain speed. And that air can stay attached. It won't in the case of a stall, but generally turbulent air isn't being detached just because it's turbulent. And I don't even think dirty air can't stay attached, it's just hard to controll and creates massive amounts of drag. That together with the fact, that it's hard to calculate it's behaviour is most likely why F1 tries to get rid of it.
@@Bl4ckDe4th88 great chatting with you, I find the aero aspects fascinating.....I think I remember an Adrian Newey where he states that even through the slow corners at Monaco , aero is still the most important factor!
Isn't Fluid Dynamics great? Formula E and Indycar have done something about the wheel vortexs with the semi enclosed wheels on their cars, but F1 will be going the other way with the 18-inch wheels again.
The new regulations, delayed until 2022, will have blades running over the front tyres in a similar way to the Indycar design, in order to control the tyre wake while creating less dirty air. Many of the vortexes discussed in this video create dirty air, and make it hard for cars to follow closely behind each other, making overtaking much more difficult. You can read more about it here: motorsport.tech/formula-1/f1-2021-regulations-overview-by-craig-scarborough
F1 doesn't have a problem with developing fast cars. F1 has a problem with slowing down development enough with onerous restrictions to keep the sport relatively safe. The speed cars go at, velocities drivers are exposed to and the materials and shapes the cars are made up of can't outpace safety. That's the reason next year's F1 is going to have significant restrictions on how to generate downforce. Cars are getting too fast.
Thx really interesting that low pressure condensation and vortex also involves " Cavitation " but I'm not an aero engineer would be fascinating to understand blown diffuser ! Great stuff !👍
I know I’m just nitpicking but the clips of cars from the 80s used to highlight Ground Effect are mostly of the 1985 Lotus and Ground Effect was banned in 1983 so only the clip of the static lotus showing the skirts was a true Ground Effect car. As for the vortex it’s always amazing to see these coming off the cars particularly for real when at a race. Love the videos very informative as always (sorry to nitpic 😬)
The principle you describe at 0:50 is not the cause of wings generating lift & helping planes to fly. The only thing required to generate lift in any wing is an angle of attack. The Bernoulli principle only makes them more efficient.
It is actually not just the pressure that causes condensation. Air can only hold as much water at specific temperatures. As we know, accelerated air cools down (otherwise fans would lose their effect.) If you have a high relative humidity, and warm air, it can hold much more water. But when the air cools down, it loses the ability to hold that water. So the water needs somewhere to go and starts condensing and forming those droplets because the air cant hold the water anymore since it cooled down through the rapid acceleration over the wings. That is also why you see the "clouds" in front of the jet engines from planes because the air gets accelerated so fast.
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btw the biggest vortex come off the flaps (only deployed during takeoff & landing to increase the wing area -> lift in low airspeed) not "wing itself". Cruising speed the airplane has to be efficient, that's why new planes has winglets to reduce vortex off the edge of the wing.
Turbulent air in itself is not a bad thing to have, rather air that has gone through a boundary layer and has suffered a change in pressure compared to ambient air. Flow attachment is critical to avoid flow separation and wake, thus an increase in drag, that’s why in planes’ wings there are vortex generators, whose function is to increase drag and allow for better flow attachment as that is a function of the associated energy that the fluid has.
1:33 I would disagree with wing vortecies being unavoidable on planes as engineers put lots and lots time into getting rid of them. That landing plane in a sense has 2 sets of wings, one being the real wing and one being the flaps (meant to slow down the plane whilst greatly increasing lift). What we can see in that picture is that the only place these vortecies are made are the flaps of the airplane, as they can't have the parts wingtips can have to reduce these vortecies. There are lots of different ways to (mostly) get rid of these vortecies like tapered wings, wintgips that curve up or down or big bulging fuel tanks on the end of each wing that all stop high pressure air from the underside of the wing to get to the top of the wing around the wingtips
Wingtip vortices are unavoidable. The induced drag from them may be minimised but they can never be eradicated. Circulation is a fundamental part of lift generation and without the vorticity you have no lift. You see patented objects claiming to prevent them but it is all lies.
Vortex and condensed air or vapour trails are in a sense connected but not the same, like in that drag and downforce are not the same but have an indisputed relation. Aircraft and F1 both have to do with aerodynamics, although in different ways and with different goals.
Can you talk about the 22’ rules about aerodynamic and also about 21’ new rules ? What’s the difference between each other and how does that help or hurt?
I was always told that you needed about 8 cord distance between the bottom of a wing and another surface for the wing to think it's in clean air. When I watch these videos (great videos btw) I see that these f1 teams are not doing that, or at least they are maybe staggered enough that it doesn't matter? My thinking is in my world of winged sprint cars on dirt. We do have many rules on constricted construction of the wings (have to be one piece foil design) but the placement can very, like up or down in the nose wing which sits directly over body panels.
In fact, the vortices in F1 do much more than just a barrier. The so-called Y250 vortices drag the air above each of them to the centerline of the car, which will hit the vanes mounted under the front suspension (Front Turning Vanes). Due to the induced inwash and downwash by the Y250s, the FTVs has quite a large angle of incidence to the incoming flow, which would then act like plane wings and create a vortex on their tips, effectively forming a counter-rotating vortex pair with the Y250. The vortex pair pushes down the air between them, forming an optimum flow field for the bargeboard footplates. The 'nose cape', introduced in Spain 2017 by Mercedes, acts in a similar manner, only to be placed a little bit lower than the FTVs. Apart from the concepts above, F1 engineers would utilize vortices to induce some desired flow field close to the surfaces as well. By opening slots on the bargeboard footplates, the Y250 brings some air through them when being directed outboard by the bargeboards, effectively creating a virtual 'side skirt', preventing tyre wake from entering the undertray. Vortices shedding from upper and lower edges of the bargeboard would gradually fall onto both sides of the undertray, pushing air out as well. Aerodynamic designs of F1 cars are true magic that for most of the time can't be deciphered with eyes: even if the concepts mentioned above have become 'common sense' for F1 aerodynamicists, there are still a huge amount of details, such as the strength, exact position and length of vortices, as well as how they change through the entire aero envelope, that would be understood and manipulated very differently among each team. Making a precise simulation of those vortices is, if not, the biggest challenge in understanding the physical aspect of the car. Under this circumstance, one could say that F1 cars look almost the same only because of the regulations: the ideas and interpretations make each of them a whole different world inside.
Well this effect isn't just exclusive to the concord. Literally all jets can do this. Cool to see F1 being able to make this effect too, very interesting stuff.
No, actually it is the opposite, because winglets reduces vortexes. Winglets create more drag but makes the the wings more efficient and can lift more.
Would you please explain the second way of reducing the size of rear wing vortex that produces another vortex in opposite direction (the aero elements used in it)?
So check out a photo of the Merc rear wing, there is a second edge towards the rear of the end plate. It's slightly lower. The pressure below the wing elements are lower than atmospheric pressure, so air flows over this edge, from outside the end plate to inside. This creates an opposite vortex to the one we described in the video. These vortices oppose and partially cancel each other out. Hope that helps - Producer Callum
@@Driver61 Thank you for the reply. Are you talking about the three upward angled elements same as the two on the rear wing of RB? If so, then wont it create (3 small vortices merging into one big) vortex spinning in the same direction as the main one? If we want to create a counter spinning vortex, won't we have to angle the element downwards so as to create high pressure at the bottom so the air flows over the edge and create vortex spinning in clockwise direction on the left side of the wing when viewed from rear of the car, which will be opposite of the main (bad - no no) vortex? I am clearly wrong here, but I want to clarify the concept. Or is it that the two vortices (the bad and the good one) spinning in same direction, come in contact with just the walls (maybe intersect a bit more) of each other so at that point, the air molecules from each vortices are travelling in opposite direction of each other and so they both slow down eventually with time?
That's my goal in life 😂 I'm studying aerospace engineering in order to have a full knowledge of fluids mechanics and thermodynamics at the same time, applied to fast moving objects !
@@oceanerondeau2133 nice man! I’m currently doing a degree in Motorsport Engineering and we do a fair bit of aero and fluid mechanics in year 2 and 3 I think! And build cars of course 😂
@@oceanerondeau2133 good luck with that :D don't know about america, but in germany you have to wait, till you work in exactly that specific field after your Master to have "full knowledge". But with the Basics you get 70% of the way ;)
@@xSPARTANJ1x Nice one dude! Where are you studying? I studied in Swansea. I highly recommend spending as much time as possible in industry - e.g. volunteer with a race team (you never know, they might even pay you! They did me!). Club level race teams are often quite willing to take on an enthusiastic student who is prepared to do some work. All the best!
@Eff yore Feelings Hey buddy. There are literally hundreds of race teams in the UK alone. However most are very small and run by the driver and a couple of mates (for example) and possess only basic equipment. Volunteering with such a team can still be a lot of fun and be greatly rewarding. Many championships, even at the lower end of sophistication, contain teams which run multiple cars and/or drivers. Such teams will employ mechanics etc and may take on volunteers to generally help. Then there are British championships such as BTCC, Clio Cup, F4, F3, GT's etc in which a lot of money is involved. As such there are often openings for competent folk and you can get paid for positions such as data engineer, race engineer, logistics, trucky as well as mechanic and general help. Facilities such as wind tunnels, due to costs, are limited to the top tier championship teams such as F1 and WEC and are also found at companies such as Lola, Prodrive, MSport, WIlliams Automotive etc. To be honest, the majority of employees at such companies will have progressed through higher education and have experience. But I'm sure that someone who displays the aptitude and determination does have a chance. Good luck and enjoy!
If only I would have a teacher like Scott to explain the concepts in high school. Should have studied cornering of an F1 instead bending of cyclist....Amazing video!! keep them coming. Have a question though..Wouldn't this vortex affect the car behind me in slipstream, I mean negatively ?
Go check out Fuel For Fans' Black Friday Sale with the link in the description! Would love to hear what you ordered!
Did you know these vortices were this important? It's an amazing thing to see! If you want to see more, go watch the 2020 Turkish GP again!
Nice content, very informative
F1 Explained is one of youre best series almost as good as your driving school thing i watched 3 years ago when i heard about your channel.
I also promoted your channel back then on some sim racers streams because it is such a great value for the (Sim) Racing world.
Thank you very much for making me a much faster and better driver since then.
Even on the road im much more aware of my surroundings. 👍👍👍
Why this video no subtitles?
Is the code still valid?? I ve noticed that in the checkout it s accepted but the price remains the same
F1 technology is just a whole other level of magic in automobile
Koenigsegg tech is like close to or on par with F1 tech, they’re always just pushing engineering to its sheer limits wherever they can.
They’re deamons, just like David Blaine.
@@tony_5156 Aston Martin made a car that laps as fast as an f1 car (exploiting the technology that’s BANNED in f1) Valkyrie
Unless the FIA bans that tech
@@rouge5140 Ain't that the truth.
Shout out to whoever did the animations and models ...
LOVE this kind of content! It’s these kind of details that make this sport so fascinating imo.
T BZ tosser
@@tonywright8294 ...weak. If you’re gonna troll someone at least make an effort.
coming from a flight instructor, well explained on how aerodynamics and the vortices work! drag is always a byproduct of lift! (induced drag that is)
You probably just got your student pilot cert - calm down buddy.
@@gypsykingg someone's jealous anyone else has more ratings than them
@@dannenp3110 - I don't know of many active flight instructors with multiple, if any at all, type ratings. Yeah, I'm jealous.
Contrails!
/s
I did not like his phrasing at 0:56 about how a vacuum literally sucks the plane upward. A vacuum cannot exert a force. As an experiment, place your coffee cup on the table in front of you and place your hands either side just touching the cup. Move one hand away. Result - the cup stays where it was. Now put your hands back on the cup and push equally with each hand so that the cup stays still. While still pushing, move one hand away (this is easier to do with two people). Result - the cup moves towards the hand that is moving away (the low pressure side) - not because that hand is moving away but because now the other hand is exerting a force. In the same way, low pressure regions cannot exert a force on a wing - the force is applied by the high pressure region. It's contact with atmospheric gas molecules bouncing off the wing that is pushing it.
The aero of a f1 make something like a nascar seem like fred flintstone's car lol
Hey, don't knock old Fred now !
Top league actually uses fuel injection now but all lower classes are carbed. Kinda pathetic considering most cars were f.i. in the mid to late 80s
@SD Alexander in 2012 they started running it
what do you mean "seems like" - IT IS!
@SD Alexander and push rod engines lol
transition to the ad was smoother than the air over the center of the wing
Standing trackside as an F1 car goes by you can totally feel the effect of the aero package and engine intake/exhaust! (Especially before turbo era)
Unforgettable experience!
How old are u? Turbos are very old in f1 u mean hybrid era?
@@MeatBallFreak333 Yes, I meant the current PU. ✌️
@@MeatBallFreak333 turbos were banned from 89-2013
wow what a segway. linus would be proud.
Segue* from latin
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Yeah that was pretty good, but you know what else is good? Ridge wallet
@@MudhaffarAdhwa This segway is on another level, just like me on Ark: Survival evolved
SEGUE* not SEGWAY. The latter is a two-wheeled self-balancing personal transporter.
Could you make a video on Leclerc's driving style? Would be interesting for me.
Or maybe analysis of what has happened to Bottas this season hehehe.
What happened to Bottas was he was never meant to be a second driver
he has a normal one i guess
@@shantanurawat1599 no such thing as "normal" driving style. Everyone has their touch. Schumi had brilliant throtle control. Alonso had this aggressive turn-in. Lewis likes the car more understeery. Kimmi likes the car more oversteery. And so on. I think Charles has a mixture of excelent throtle control and good understeer managment. But he has much more to learn, its just his 3rd season so he can grow into some other type of skillset.
@@qvor1996actually schumi controlled the steering wheel, doing a Lot of micro corrections per Second, and Senna was recognized for his throtle control
@@arthurlima176 this is true but I also have heard about schumi being very helpfull to the rnd team with his feedback about the throtle response so thats why I said what I said
I just LOVE how PRECISE their engineering is! Those Vortex's are sooo tight, its insane how they control the airflow like they do. Every single CM of a wing or fin has a purpose.
talks about how vortex makes the car faster.
shows an image of a mclaren slower than a gp2
Nice one mate
It still has the aerodynamics to produce the vertices
Gp2 engine... nice
I'm maybe mistaking but I think that the Lotus shown spinning were the one from around 1985 and had no ground effect of the same type has the one with skirts.
This channel keeps getting better and better
dude, your transitions into the ads get smoother and smoother. Bravo.
Not just control of vortices, but many technologies have been derived from Concorde. Carbon-ceramic brakes, active brake cooling, fly-by-wire, digital computer control from sensor inputs, active weight trimming, etc. Concorde really was the pinnacle of technology, dare I say, still is…
The editing is just incredible!
I can't believe I've only not found this channel. I'm hooked. Such brilliant (and actually informative!!) content !
Awesome - takes me back to my thermo/fluids lectures when I was at Uni.......love it to see how the theory has been applied
Uni europe
Congratulations man!! You have the specific way of speaking of the person that understands completely what are talking about... saludos desde México.
This was one of the best techinical F1 videos i have ever seen in my life! Awesome explanation !
Your videos are really useful when trying to make my non F1/racing/technical friends understand these type of things haha, i do also occasionaly learn interesting stuff from you too
These was a magnificent collection of exquisite high speed footage capturing a hard to capture physical phenomenon! Brilliant work!
I already knew that F1 engineers were very smart, but i never thought that they were THAT smart
That's incredible, shows vortex in Interlagos, they also produce a particular sound when you are there
i'm hoping on designing cars when i'm older and your videos help me so much. please keep making these videos
Nothing like take off in a 4 blade c130 in a cold, damp condition. The corkscrew was visible and very cool to watch and make sense to read the performance manual.
I had never bothered to think about exactly what causes vortices. Your explanation was clear and logical. Since we are talking about fluid dynamics, I have to wonder where anything clear and logical is actually correct but I like your explanation and I'll assume it's correct for the time being.
Vortex lift was actually only used to provide lift at take off and landing. Once above a certain speed the Concorde wing acted like a normal wing and generated lift in a normal convention :)
AMAZING video!!! I love aviation and Formula 1. I always saw this particular similarities between aviation and F1 when we talk about the wings.
"F1 Engineers - The Last Airbenders"
Nickelodeon should make a TV series out of it :D
Great Video as always, Scott!
About the little curved tips on the airplane wings as seen on most modern big planes today, those are "vortex killers". I remember as a kid I used to create those tips on paper-planes to make them more stable.
That is some serious magic there!! Thanks for explaining some of those concepts. And the examples/animations in the video were awesome.
You should check the Vortex that come off a dirt Sprint Car where the stream of white compressed air comes directly at cockpit and drivers helmet. Looks amazing from the seat!! 😁🤙🏁🏎
Great videos with good explanations. I would just add that vortices don’t create drag, they are a manifestation of the pressure difference. Drag is a combination of friction and pressure forces on rearward facing surfaces. Rw gills for example reduce drag by reducing high pressure on the wing upper surface. This means less pressure difference hence s smaller tip vortex is the result not the cause of less drag.
That video was so we'll made, the explanation were simple with a good pace and somehow they managed to go in depth.
Excellent video, You did a perfect job explaining how the individual elements work.
Thanks for these wonderful videos . Understanding the physics behind these incredible machines fascinates me .
if you notice in the F2004’s rear wing you could see its moulded to slope down right beside the end plates in an attempt to minimize the drag and create less vortices.
The second gen Ferrari powered A1GP cars also had this rear wing design as they are directly based off the F2004 specifically.
Some F1 teams still use this too particularly Mclaren
Excellent FlugSnug aircraft used footage here, Birmingham Airport is a great place to see vortices in action.
Hey, Driver61!
I really liked this video, because I’m into F1 and aerodynamics. Also, I’m an aerospace engineer, and during the video, I was hopping you would specifically explain how they induce the inverted vortices to cancel the other ones. Furthermore, I wanted to know if those vortices would reduce the downforce produced by the wings. I was hoping you could share with me those informations or tell me where did you get them, for me to discover a little more. Or even do a more detailed video.
I thank you in advance and wish you good luck for the continuity of your great work! I’m a huge fan!
You found the answer?
Well you can use turbulent air to control flow, but it has to be attached to the surface so you have to expedite transition the air from laminar to turbulent flow. This allows the turbulent flow to reattach post transition and can help!
Driver61 thank you for explaining the concept I'vee always wanted to know why f1 car do that and you've helped thanks!!!!!!
All this knowledge of aerodynamics and the way they use it is actually the art.
Segway to sponsor was on point this video. Well done sir.
i call this edutainment . its educational yet entertaining thanx mate
Art of aerodynamics. Really great explanation and straight to the point!
5:15 that masterful segue would make Linus from Linus Tech Tips proud! 🤣
You explain in fantastic clarity brilliant vids
best Teacher I learned a lot ❤️
You should learn where are comma and period on your keyboard.
Awesome graphics!
Very good knowledge amongst other TH-cam.
Keep up the good work!
Vapour trails are also McLaren’s logo.
I believe they're also the "apostrophes" sometimes seen around the 'Tyrell' logo.
McLaren's logo is a hyper-stylized kiwi bird, like they used to put on Bruce McLaren's cars, since he was from New Zealand.
Of course turbulent air can stay attached. It‘s much better at doing that than laminar airflow. However, dirty air and turbulence are two different things
Agree to an extent, but doesn't turbulent air generally form when attachment breaks down, often through too aggressive a shape or too high angle of attack?
@@laurencedawson7754 no, that‘s detached flow. Air (or another liquid for that matter) becomes turbulent and more energetic above a certain Reynolds number. I think it‘s between 3 and 4k, but don‘t quote me on that. So if you have laminar flow and just make it way faster it‘ll become turbulent
@@Bl4ckDe4th88 kind of, if you are talking about the classic pipe situation or between two surfaces (for example the road and underside of a car) but the dimensions of the pipe or distance between the surfaces are factors and so you are back to the aggressiveness of the shape/ gap for the velocity range you are aiming to work in. The transistion is always related to dimensions, in a hypothetical pipe of infinite diameter, there would be laminar flow at any velocity.
@@laurencedawson7754 I guess that's right, but talking about realistic examples a fluid becomes turbulent above a certain Reynolds number, which is linked to the velocity.
Going back to your fist statement, you're probably right, that turbulence forms, if there are aggressive shapes or a stall. But it (realistically) also happens above a certain speed. And that air can stay attached. It won't in the case of a stall, but generally turbulent air isn't being detached just because it's turbulent.
And I don't even think dirty air can't stay attached, it's just hard to controll and creates massive amounts of drag. That together with the fact, that it's hard to calculate it's behaviour is most likely why F1 tries to get rid of it.
@@Bl4ckDe4th88 great chatting with you, I find the aero aspects fascinating.....I think I remember an Adrian Newey where he states that even through the slow corners at Monaco , aero is still the most important factor!
Great videos. Very well presented and discussed. It’s great getting your insights. Thanks.
Isn't Fluid Dynamics great? Formula E and Indycar have done something about the wheel vortexs with the semi enclosed wheels on their cars, but F1 will be going the other way with the 18-inch wheels again.
Thats the rim, but the tyre size is the same
The new regulations, delayed until 2022, will have blades running over the front tyres in a similar way to the Indycar design, in order to control the tyre wake while creating less dirty air. Many of the vortexes discussed in this video create dirty air, and make it hard for cars to follow closely behind each other, making overtaking much more difficult. You can read more about it here: motorsport.tech/formula-1/f1-2021-regulations-overview-by-craig-scarborough
@@ThePgR777 Which means that they will have to a suspension again instead of depending on the tires to be the suspension.
F1 doesn't have a problem with developing fast cars. F1 has a problem with slowing down development enough with onerous restrictions to keep the sport relatively safe.
The speed cars go at, velocities drivers are exposed to and the materials and shapes the cars are made up of can't outpace safety. That's the reason next year's F1 is going to have significant restrictions on how to generate downforce. Cars are getting too fast.
@@Chuck59ish Driver61 made a video about f1 suspension th-cam.com/video/FNepYY7KxaA/w-d-xo.html
Thx really interesting that low pressure condensation and vortex also involves " Cavitation " but I'm not an aero engineer would be fascinating to understand blown diffuser ! Great stuff !👍
Thanks for this video. It is pure gold
You are an EXCELLENT teacher.
I love the way you do sponsering! great work
I remember seeing that effect around 1969 at Ingliston with Willie Forbes F5000 car on the back straight.
I know I’m just nitpicking but the clips of cars from the 80s used to highlight Ground Effect are mostly of the 1985 Lotus and Ground Effect was banned in 1983 so only the clip of the static lotus showing the skirts was a true Ground Effect car. As for the vortex it’s always amazing to see these coming off the cars particularly for real when at a race. Love the videos very informative as always (sorry to nitpic 😬)
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Cool video, simple explanations and basic diagrams made it easy to understand. Love this type of content
Oh this is what those fins and little blades on the floor are for. Wow, that is impressive!
0:11 I bet the mosquito got so mad about you calling it a fly, that it didn't let you sleep for a week
The principle you describe at 0:50 is not the cause of wings generating lift & helping planes to fly.
The only thing required to generate lift in any wing is an angle of attack. The Bernoulli principle only makes them more efficient.
It is actually not just the pressure that causes condensation. Air can only hold as much water at specific temperatures. As we know, accelerated air cools down (otherwise fans would lose their effect.) If you have a high relative humidity, and warm air, it can hold much more water. But when the air cools down, it loses the ability to hold that water. So the water needs somewhere to go and starts condensing and forming those droplets because the air cant hold the water anymore since it cooled down through the rapid acceleration over the wings. That is also why you see the "clouds" in front of the jet engines from planes because the air gets accelerated so fast.
btw the biggest vortex come off the flaps (only deployed during takeoff & landing to increase the wing area -> lift in low airspeed) not "wing itself".
Cruising speed the airplane has to be efficient, that's why new planes has winglets to reduce vortex off the edge of the wing.
the 3D footage where so good/informative ! i like it
Turbulent air in itself is not a bad thing to have, rather air that has gone through a boundary layer and has suffered a change in pressure compared to ambient air. Flow attachment is critical to avoid flow separation and wake, thus an increase in drag, that’s why in planes’ wings there are vortex generators, whose function is to increase drag and allow for better flow attachment as that is a function of the associated energy that the fluid has.
Thanks so much!!! Great video as always!
As always, super interesting and easy to understand content!
1:33 I would disagree with wing vortecies being unavoidable on planes as engineers put lots and lots time into getting rid of them. That landing plane in a sense has 2 sets of wings, one being the real wing and one being the flaps (meant to slow down the plane whilst greatly increasing lift). What we can see in that picture is that the only place these vortecies are made are the flaps of the airplane, as they can't have the parts wingtips can have to reduce these vortecies.
There are lots of different ways to (mostly) get rid of these vortecies like tapered wings, wintgips that curve up or down or big bulging fuel tanks on the end of each wing that all stop high pressure air from the underside of the wing to get to the top of the wing around the wingtips
Wingtip vortices are unavoidable. The induced drag from them may be minimised but they can never be eradicated.
Circulation is a fundamental part of lift generation and without the vorticity you have no lift. You see patented objects claiming to prevent them but it is all lies.
Porsche made the gemballa turbo inlet stock. It was just so good when came out. Cold air intakes had just become popular
This was an awesome explanation. Thanks
Con trails
makes sense. good stuff mate
Vortex and condensed air or vapour trails are in a sense connected but not the same, like in that drag and downforce are not the same but have an indisputed relation. Aircraft and F1 both have to do with aerodynamics, although in different ways and with different goals.
great video here! can you also make one that explains the yellow paint procedure f1 teams do in free practise?
Be careful with how you use the word "turbulence." Technically turbulent flows (higher reynolds number) increases L/D
Wish Fuel for Fans and Alfa Romeo had a partnership. Love Alfa's merch, but they aren't available over at FFF.
Brilliant. Using vortices to block air from leaking from underneath the floor. 🤓
Can you talk about the 22’ rules about aerodynamic and also about 21’ new rules ? What’s the difference between each other and how does that help or hurt?
The reason why you can see the vortices in humid weather is the moisture is being squeezed out of the air. cool huh
I was always told that you needed about 8 cord distance between the bottom of a wing and another surface for the wing to think it's in clean air. When I watch these videos (great videos btw) I see that these f1 teams are not doing that, or at least they are maybe staggered enough that it doesn't matter? My thinking is in my world of winged sprint cars on dirt. We do have many rules on constricted construction of the wings (have to be one piece foil design) but the placement can very, like up or down in the nose wing which sits directly over body panels.
This channel is so good
In fact, the vortices in F1 do much more than just a barrier. The so-called Y250 vortices drag the air above each of them to the centerline of the car, which will hit the vanes mounted under the front suspension (Front Turning Vanes). Due to the induced inwash and downwash by the Y250s, the FTVs has quite a large angle of incidence to the incoming flow, which would then act like plane wings and create a vortex on their tips, effectively forming a counter-rotating vortex pair with the Y250. The vortex pair pushes down the air between them, forming an optimum flow field for the bargeboard footplates. The 'nose cape', introduced in Spain 2017 by Mercedes, acts in a similar manner, only to be placed a little bit lower than the FTVs.
Apart from the concepts above, F1 engineers would utilize vortices to induce some desired flow field close to the surfaces as well. By opening slots on the bargeboard footplates, the Y250 brings some air through them when being directed outboard by the bargeboards, effectively creating a virtual 'side skirt', preventing tyre wake from entering the undertray. Vortices shedding from upper and lower edges of the bargeboard would gradually fall onto both sides of the undertray, pushing air out as well. Aerodynamic designs of F1 cars are true magic that for most of the time can't be deciphered with eyes: even if the concepts mentioned above have become 'common sense' for F1 aerodynamicists, there are still a huge amount of details, such as the strength, exact position and length of vortices, as well as how they change through the entire aero envelope, that would be understood and manipulated very differently among each team. Making a precise simulation of those vortices is, if not, the biggest challenge in understanding the physical aspect of the car. Under this circumstance, one could say that F1 cars look almost the same only because of the regulations: the ideas and interpretations make each of them a whole different world inside.
5:50 is deployed flap and wing blend issue. 4:06."wing fence?"
Great content but how does low pressure help in condensation? Isn’t that the opposite?
Fantastic info. Thanks!
Fascinating, and super graphic effects!
Here's an interesting fact: Drag forces increases with the square of velocity which makes aerodynamics so much more important in F1 cars.
Well this effect isn't just exclusive to the concord. Literally all jets can do this. Cool to see F1 being able to make this effect too, very interesting stuff.
ah, finally i find something that explain this phenomenon, i have been trying to sort it out for a lot of time
This is also why you see those upwards fins at the wingtips of passenger airliners .
Winglets
didnt they add the winglet because of an xb-70 collided with an f-104?
No, actually it is the opposite, because winglets reduces vortexes. Winglets create more drag but makes the the wings more efficient and can lift more.
Its a GREAT Video! Good job!
Would you please explain the second way of reducing the size of rear wing vortex that produces another vortex in opposite direction (the aero elements used in it)?
So check out a photo of the Merc rear wing, there is a second edge towards the rear of the end plate. It's slightly lower. The pressure below the wing elements are lower than atmospheric pressure, so air flows over this edge, from outside the end plate to inside. This creates an opposite vortex to the one we described in the video. These vortices oppose and partially cancel each other out. Hope that helps - Producer Callum
@@Driver61 Thank you for the reply.
Are you talking about the three upward angled elements same as the two on the rear wing of RB? If so, then wont it create (3 small vortices merging into one big) vortex spinning in the same direction as the main one? If we want to create a counter spinning vortex, won't we have to angle the element downwards so as to create high pressure at the bottom so the air flows over the edge and create vortex spinning in clockwise direction on the left side of the wing when viewed from rear of the car, which will be opposite of the main (bad - no no) vortex? I am clearly wrong here, but I want to clarify the concept.
Or is it that the two vortices (the bad and the good one) spinning in same direction, come in contact with just the walls (maybe intersect a bit more) of each other so at that point, the air molecules from each vortices are travelling in opposite direction of each other and so they both slow down eventually with time?
Such great content, keep it up!
To grasp this you need to have a degree in Fluid Mechanics!
That's my goal in life 😂 I'm studying aerospace engineering in order to have a full knowledge of fluids mechanics and thermodynamics at the same time, applied to fast moving objects !
@@oceanerondeau2133 nice man! I’m currently doing a degree in Motorsport Engineering and we do a fair bit of aero and fluid mechanics in year 2 and 3 I think! And build cars of course 😂
@@oceanerondeau2133 good luck with that :D don't know about america, but in germany you have to wait, till you work in exactly that specific field after your Master to have "full knowledge". But with the Basics you get 70% of the way ;)
@@xSPARTANJ1x Nice one dude! Where are you studying? I studied in Swansea.
I highly recommend spending as much time as possible in industry - e.g. volunteer with a race team (you never know, they might even pay you! They did me!). Club level race teams are often quite willing to take on an enthusiastic student who is prepared to do some work.
All the best!
@Eff yore Feelings Hey buddy.
There are literally hundreds of race teams in the UK alone. However most are very small and run by the driver and a couple of mates (for example) and possess only basic equipment. Volunteering with such a team can still be a lot of fun and be greatly rewarding.
Many championships, even at the lower end of sophistication, contain teams which run multiple cars and/or drivers. Such teams will employ mechanics etc and may take on volunteers to generally help.
Then there are British championships such as BTCC, Clio Cup, F4, F3, GT's etc in which a lot of money is involved. As such there are often openings for competent folk and you can get paid for positions such as data engineer, race engineer, logistics, trucky as well as mechanic and general help.
Facilities such as wind tunnels, due to costs, are limited to the top tier championship teams such as F1 and WEC and are also found at companies such as Lola, Prodrive, MSport, WIlliams Automotive etc. To be honest, the majority of employees at such companies will have progressed through higher education and have experience. But I'm sure that someone who displays the aptitude and determination does have a chance.
Good luck and enjoy!
Idea for video. If a modern F1 engineer when back in time to say 1960 what’s the best car they could make with older materials but with newer ideas ?
If only I would have a teacher like Scott to explain the concepts in high school. Should have studied cornering of an F1 instead bending of cyclist....Amazing video!! keep them coming. Have a question though..Wouldn't this vortex affect the car behind me in slipstream, I mean negatively ?