Ferrari go low drag with their Monza front wing. This new simplified wing removes the winglet cascade elements, but retains the vertical fin like elements. The wing also uses a single piece flap and the nose cone sees a return of the downforce producing chin.
Firstly the Monza spec front wing only needs to produce enough downforce to balance the low drag rear wing, thus the its size is dictated by the car’s rear aero. As much as the front wing is a downforce producing device, the cascades and fins are all about vortex generation to influence the turbulence produced by the front tyre. The wings downforce is therefore mainly reduced by the smaller single element flap (Santander logo) and less by the missing cascade winglet.
As airspeeds are so high at Monza, the cascades do not need to be as aggressive as at lower speed tracks, thus the winglet is removed, but vortices are still produced by the two vertical fins. These will trail spiralling vortices over the upper edges of the front tyre, these reduce the vortices and airflow separation that the wheel forms over the top of the tread.
Under the nose the stepped chin shape has returned, this is an efficient means of creating a little front end downforce for very little drag. Creating load via this device means the front wing can be correspondingly smaller, creating less drag and disruption to the airflow over the rear of the car.
This wing bears many resemblances to the Lotus wing which also employs similar shaped vertical fins. with James Allison arriving at Ferrari in recent weeks, there could be the assumption that the new design is some how related to him. However such is the time it takes to design, run in CFD, wind tunnel test and manufacture aero parts (c6 weeks), this is unlikely to have had his input.
The latest version of the 2014 Technical Regulations have been posted on the FIA website. Here’s my first view of how the new cars may look. I’ll post a more in depth review of the regulations, but here’s a summary:
Front wing reduced front 1800mm to 1650mm wide
Nose tip centered at 185mm high
Front Bulkhead maximum height 525
Chassis height maximum 625mm
Vanity panels still allowed
Engines now 1.6l V6 turbo, Direct injection, fuel flow limited, 15k max RPM
Energy Recovery systems to add +150hp from Kinetic and Turbo harvesting
Race Fuel limited to 100kg
Gearboxes to have 8 forward ratios, those ratios are fixed for the season
Single central exhaust pipe exiting 17-18.5cm behind rear axle line and 300-525mm high
Last 150mm of tail pipe must point 5 degrees upwards
During the midday pit lane walkabout on Friday at the 2013 British GP, a lot of technical detail can be seen. Even through the team try to hide as much as they are allowed. The top teams put their front … Continue reading →
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.
Having tested at Duxford at the start of May, Force India returned to the aircraft museum and ex-WW2 airfield for another straight line test, after the Canadian GP. Being the run up to the British GP and the summer run of European ‘handling’ circuits, the test appeared to be about, gathering aero data on the cars usual aero set up, rather than a trial of major new parts. This approach has been the way FIF1 have gone about the business for the past year. Gaining speed and consistency form fully understanding their package, rather than throwing lots of new parts at it.
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.
An F1 clutch is a tiny piece of engineering that completes an amazing job of transmitting the 800+ horsepower from the powertrain through the gearbox. Weighing less than 1.3kg and just 97mm in diameter, the tiny clutch is tortured every time the car pulls away at; race starts, pit stops and leaving the garage. Here we can have a close look at contemporary Clutch technology with this AP Racing clutch.