Quote:
Originally Posted by some_other_dave
In the 60s, Porsche used a similar system on a couple of their race cars. In particular, the early 917 and one of the iterations of the 908. They had a split wing that had linkages to the rear suspension. When the suspension was unloaded and went into droop, the corresponding half of the wing tilted up into the air to push that side of the car back down. Under braking, the tail of the car tends to pitch upward, and both flaps went up, which produced more drag.
It was good for several seconds per (very long) lap at Le Mans, I believe.
"Active aerodynamics" was banned after some earlier wrecks, and Porsche agreed to fix the wings in place on the 908 but was able to get a one-year exemption for the 917.
This is a long way of saying: You don't have to control it with a computer, and it's already been done. 
-soD |
The first active aerodynamics use was the 1955 Mercedes 300 SLR, who was concerned about Jaguar's effective disc brakes so Mercedes added a huge air brake to assist slowing down their SLRs.
The first active split wing was Nissan's R381, winner of 1968 Japanese Grand Prix.
Jim Hall and the Chapparals had moveable rear wings that feather out when going on straights for top speed - as well as shutting off the front nose ducts!
OnInnovation: Cars as Wings with Jim Hall
Porsche 917 had moveable winglets controlled strictly by the suspension. Uneven road suspension loading and high speed transitions into turns made it unstable and after John Wolfe's fatal crash caused Porsche to remove the flaps and resorted back to fixed wings.