Like any aero surface, rear wing profiles used on F1 cars are a closely guarded secret. Teams will constantly develop their own profiles and not base the designs on the commonly available NASA profiles or similar. While complete and recent F1 rear wings will appear on the market, they are expensive and leaves the technical fan unable to gain any data from them. However, the simple rear wing slot gap separator, mandated to deter the teams from flexing their rear wing profiles for an aero-elastic stalling effect, are ideal for gaining basic 2D geometries. I have just such a component from a Red Bull RB6.
Active and driver aid technologies were banned in 1993, however the use of hydraulic controls was not fully outlawed. Exposed by Peter Wright’s excellent book on the 2000 Ferrari, teams were still using a hydraulic brake bias control post 1993.
As an avid collector of F1 car parts (have you got any for sale?) I noticed a Japanese Collector selling a Jordan 197 brake pedal, I could immediately tell it wasn’t any ordinary pedal, as the bias mechanism had hydraulic lines hanging from it.
Once purchased for my collection, I was able to inspect and research the item. It was an electronically controlly brake bias mechanism. Gary Anderson was understated about the item, simply replying to me “you’d be surprised what technology we had at Jordan in those days” but other people behind the scenes told me a lot more about this hydraulic bias mechanism.
This 2014 Caterham front upright shows some of the key design features of F1 uprights, although as you can see it is both a 3D printed mock up part and also part of a pull rod front suspension set up. F1 Uprights are the part that completes the front suspension geometry, connecting the axle to the wishbones, whilst also providing mounting points for the brake caliper, pull rod and steering track rod.
Last year I was able to acquire a piece of the PS01B and one of the last developments Brunner and his team put on the Minardi, the blown diffuser. Blown diffusers were not new; indeed they had gone out of fashion that very year, as the periscope design was the trend.
Toro Rosso have released a youtube video of a complete factory tour. Both informative and in depth, the video shows us some detail of the car we do not usually get to see.
Streamed live on Jun 27, 2013
The first of a special live double-header from the British Grand Prix at Silverstone from the Abu Dhabi/F1 Racing Fan Village near Becketts corner, where over 12,000 people are camping for the weekend. All the usual TRE guest stars will be on the panel, including Craig Scarborough (analysing the F1 tech developments since the Canadian GP), Rob Wilson (F1/GP2GP3 driver coach), Anthony Rowlinson (Editor, F1 Racing magazine) and Richard Cregan, CEO of Yas Marina Circuit and the former Toyota F1 Team Manager, and special guest Sam Bird, winner of the Monaco GP2 feature race this year and Third Driver for AMG MercedesF1. Together with Scarbs (and a Mercedes F1 steering wheel) Sam will be talking us through an F1 start procedure, right down to the smallest detail.
In 2010 the key technical development was the F-Duct, a legal driver controlled system that stalled the rear wing for more top speed. During the course of the season, as more of the system was uncovered by prying cameras in the pit garages, I attempted to cover the workings of the F-Duct in several posts. But just a couple of years later I was able to buy a Force India F-Duct assembly from one of the teams licensed parts sellers. With this complete F-Duct and some background from people at the team involved with the project, we are now able to explain the solution in more detail.
Whenever an F1 car runs on track, the team will have planned what parts are fitted and the set up of every facet of the car. Now over a year and a half old and with an even older car, this set up sheet appeared on the Lotus Media site. It was from Kimi Raikkonen’s debut test at Jerez for the team in a R30 (from 2011). It shows some of the set up detail that the teams go into. This also gives us some insight into the spring\damper configuration modern F1 cars run.
Every time an F1 car comes to a halt or pulls away, the clutch needs to be operated. In an F1 car this is not cable operated, but controlled by the cars high pressure hydraulic control system. Converting the drivers demand for clutch movement into motion at the clutch spring is the Clutch slave cylinder. With an outwardly simply task to accomplish, the unit hides a lot of complexity.