Red Bull appeared in Monza was a further development of their diffuser. Changes largely appeared to be focussed on the treatment of the trailing edge of the bodywork. For Monza the diffuser gained a flap around almost the entire periphery of the trailing edge.
This flap has been used above the diffuser since the start of the season, but the flap has been narrower, being only fitted in-between the rear wing endplates. As explained in my analysis of the floor as seen at Monaco (https://scarbsf1.wordpress.com/2011/06/08/red-bull-monaco-floor-analysis/ ).
Many pictures were taken of the flap now extending around the sides of the diffuser, which I tweeted about during the Monza GP weekend. But it was the fan video taken during the race, as Mark Webbers stricken RB7 was craned off the track that has shown the floor in greater detail. The video posted on Youtube.com by atomik153 and seen here (http://youtu.be/swoomrzECdM ). This clearly shows the floor from about 3m 40s into the clip. Obviously this must have been unpleasant for Red Bull as the floor is so clearly visible, I know that the other teams have seen this clip. Many fans having seen the detail at the back of the diffuser and suggested the slot created around the diffuser was some form of double diffuser or cooling outlet. While the pictures might suggest this, the slot is merely the gap between the aerofoil shaped flap and the diffuser. This following illustration shows how the flap is actualy shaped. There are two parts; the new curved side sections and the pre-existing top sections.
Diffuser trailing edge theory
Few ideas in F1 are new, merely older ideas reinterpreted and expanded upon. This flap is not a new idea, its merely an extension of the gurneys teams have been fitted to the trailing edge of downforce producing devices since the sixties. Gurneys have been added to the end of a diffuser to aid the low-pressure region above and behind the diffuser. This practice has been increasingly important with the limit on diffuser height and other rules banning supplementary channels such as the double diffuser. As far back as the late nineties teams replaced this gurney with an aerofoil section flap. Notably Arrows and latterly Super Aguri used flaps placed above the diffusers trailing edge.
The need for this sort of treatment at the back of the diffuser might at first be confusing. A diffuser is a part of the underfloor, by accelerating air under the floor, low pressure is created and thus downforce is generated. With so many restrictions on the geometry of the floor and diffuser, teams cannot simply enlarge the diffuser for more performance. So they are forced into working different areas of the device harder for the same effect. One area is maximise pressure ahead of the floors leading edge, the other is the lower the pressure behind the trailing edge. This helps flow out of the diffuser, to maintain mass flow under the floor. Although the rules limit the height of the diffuser, this is only the height below the tunnels to the reference plane. Teams have a small amount of space above the diffuser for bodywork and the common gurney fits into the area. Gurneys work by creating a contra rotating flow behind the upright section, this creates low pressure and helps pull airflow from beneath the wing. On a diffuser this has the same effect as a slightly higher diffuser exit.
The gurney can work above the diffuser, as teams have been paying so much attention to getting high pressure air over the top of the diffuser. This airflow is used to drive the vortices spiralling behind the gurney flap. The better the airflow over the diffuser to the gurney the more effective it can be. However Gurneys cannot be infinitely increased in size and still maintain their effect. As the gurney gets too large the dual vortices break up and the low pressure effect is lost. Many teams have found this limit this year and have moved to the next solution which is a perforated gurney.
This is a similar vertical device fitted to the diffusers trailing edge, but there is a gap between the bottom of the gurney and the diffuser. Airflows through this gap to create the distinctive contra rotating airflow behind the gurney. Again this has the same effect as creating a larger diffuser exit and hence creates more downforce.
While the gurney is a relatively blunt solution, Such is the quality of the airflow over the diffuser now that teams are able to fit a more conventional aerofoil shaped flap above the diffuser for a similar effect. Without the contra rotating flow of the gurney this solution can be scaled up, as long as the flow to the flap is maintained. Many teams have this solution fitted along the top edge of the diffuser. Although Red Bull are the only teams to have fitted to the side of the diffusers trailing edge. Increasingly teams are seeing the diffuser exit as a 3D shape, the diffuser not only diverges vertically at the exit , but also laterally. No doubt exhaust blowing does allow some of these devices to be effective.
We can expect its use to be expanded for next year with larger flaps above the diffuser and flaps around the entire periphery of the diffuser. A long with Rake this will be a critical design feature for 2012, as a result sidepod design will become one of the critical factors in aero design, making sure the top of the diffuser is fed with good airflow. As so few other areas provide potential gains for improving aero efficiency.
Other notes on the Red Bull Floor
Red Bull fit three fences in each side of the diffuser, these prevent different pressures regions migrating from one side of the diffuser to another. They help maintain downforce and sensitivity. Its interesting to note the fences are not triangular in side profile, I.e. that they don’t meet at the kick line between the floor and diffuser, instead they start a few centimeters behind the axle line with a rounded vertical leading edge.
Starter Motor Hole
As mentioned in the Monaco RBR floor analysis the starter motor hole is blown by ducts in the upper side of the floor. This injects some energy into the flow in the middle of the diffuser. This so called boat-tail section is where the steeped underbody merged with the higher step plane. With the lower centre section and plank, getting airflow into the area is difficult and separation can easily occur if the angle of the floor is too steep. Having the starter motor hole blown helps maintain airflow in this area.
Exhaust Blown Diffuser Flow