When the 2012 Technical regulations were published last year the biggest change was around the exhaust position. Since 2010 when Red Bull reintroduced the exhaust blown diffuser (EBD), teams had progressively lowered their exhaust outlets and pointed them at the diffuser to gain additional aerodynamic effect. For 2012 the exhaust position was mandated into a higher position with the exhaust tailpipe pointed upwards. On paper the rules appeared to prevent any exhaust effect on the diffuser. However two aerodynamic effects have been adopted to direct the exhaust plume downwards and recreate some of the blown diffuser effect; Coanda and Downwash. Although initially different teams adopted different solutions and differing amounts of these two effects. McLaren found a way of shaping the sidepod and exhaust fairing to use these effects, which were then able to consistently direct the exhaust plume at the gap between the diffuser and rear tyre. McLaren’s exhaust\sidepod solution has proven to be the most widely adopted and has been termed a ‘Coanda’ exhaust by the media. Even though it’s arguably an inaccurate term, as the downwash effect is probably greater than the Coanda effect in comparison to other sidepod shapes, such as Sauber’s or Red Bull’s.
Congratulations to Serene Tan for winning the prize and to all of you for getting the answer correct.
RED BULL RACING SPY APP BRINGS THE PADDOCK TO YOUR POCKET
Red Bull Racing brings a range of F1 knowledge, driver facts and tasty gossip direct to your phone in the run up to the Japan Grand Prix. If you want to know what’s going on in the Paddock, in the pitlane or on the track, then you need this free app. Bought to you by current F1 world champions’ man on the inside (knowingly dubbed the ‘Red Bull Racing Spy’) this app gives you everything, from results to parties, and behind the scenes pictures to gossip.
The Red Bull Racing Spy, who already has a following on Twitter, brings you closer to the real action in Formula One. The app is essential for any F1 fan who wants a little more information than the average spectator and who secretly loves a bit of grand prix gossip. If the Spy misses something out, you get the chance to quiz him; ask anything F1 related or lay down a challenge and see the responses in the feed.
As well as all the unique features, the Red Bull Racing Spy also brings you the information that you’d expect from any self-respecting F1 app including lap by lap track positioning, race specific facts and figures, driver and constructor championship standing and a full race calendar.
To celebrate, we’re giving one lucky F1 fan the chance to win a Red Bull Racing cap signed by Mark Webber himself, along with an official Red Bull Racing t-shirt. To enter, you simply need to download the app here http://bit.ly/LQlMx8 to find the answer to this question:
The 2012 season now ends with a string on seven flyaway races in; Asia, America and the Middle East. Even before this in this eleven week period kicks off, the Logistics team at McLaren are planning to ensure that everything needed gets to the circuit and is set up on time. To understand this huge and complicated task we spoke to McLaren’s Race Team Support Team Leader, Mark Baker.
As I’ve already blogged, I’m on my way to be Singapore for the F1 Grand Prix courtesy of Hilton HHonors. Its a long haul trip: Plane, Train and Automobile, so I’ve started up a road trip blog, that I’ll keep adding to…
LATEST UPDATE: Arrival and Thursday at the track
I’m very lucky to have been chosen as the Hilton HHonors Race Reporter for the Singapore GP. I’ll be helping out HHonors, the Vodafone McLaren Sponsor to report on the GP. I’ve already visited the McLaren Technology Centre and will post a report on that soon. Next I’ll be travelling to Singapore for a weekend of exclusive behind the scenes access into McLaren, the F1 Paddock and anything else that goes on at the night time GP.
So for the next week my blog will be focused on the trip and the insight I will gain over the course of the Singapore GP weekend. Although, I will continue reporting on the technical developments on the cars.
The Competition is now closed, The Correct answers are Goldie and Kate Spaughton
Congratulations to Norm Kwong for winning the prize
Tours of F1 factories are hard to come by, so its fantastic that Red Bull’s twitter alter ego @RedBullF1Spy has offered ScarbsF1′s readers a tour of the top secret Red Bull factory to promote their New IPhone\IPad app. The prize is a tour for two around the factory in Milton Keynes, UK on 16th October at 11am, even lunch is included at the end of the tour.
This following text was provided by the Renault Sport F1 Media Dept.
Deputy managing director, Rob White, sums up engine mapping and the latest developments.
What is a driver torque map?
The driver torque map represents the torque requested by the driver as a function of engine speed and accelerator pedal position.
What is an engine torque map?
The engine torque map represents the torque delivered by the engine as a function of engine speed and engine throttle position. In the SECU the engine torque map is used to position the engine throttles to match the drivers’ torque demand.
Are there any regulations that govern how you may control engine torque?
Yes; this is covered by Articles 5.5 and 5.6 of the technical regulations. The main points are:
Except for some specific exceptions, the engine torque must be controlled by the driver. These exceptions include: downshifts, pit lane speed limiter, anti-stall function and the end of straight limiter strategy. Note that this list is not exhaustive.
The driver may only control the torque by means of a single accelerator pedal.
At zero per cent pedal (off throttle), the torque demand must be less than or equal to zero; at one hundred per cent pedal (full throttle), the torque demand must match or exceed the maximum torque output of the engine in its current state (Article 5.5.3).
There are limits on the shape of the torque demand as a function of pedal position and engine speed (to prevent engine characteristics that could be driver aids).
Respecting these restrictions, the torque demand is shaped against throttle position and engine speed to deliver the desired response for the driver and car.
Can maps change from race to race?
Yes. Driver pedal maps can change as a function of the circuit characteristics. For example, drivers might want more precision during initial pedal application at Monaco. Similarly, some drivers insist on a wet weather pedal map.
The engine torque maps are also adjusted to take account of the engine’s power output according to the ambient conditions. The engines will all produce more torque on a cold day at Silverstone than at Interlagos (low pressure) or Malaysia (high specific humidity). This ensures that the drivers feel the same engine response at part load, regardless of weather.
Torque maps may also change as a consequence of changes to exhausts or air inlet (if teams introduce a new exhaust design or new air box).
This week’s new technical directive from the FIA requires us to submit reference map from one of the first four races of 2012, from which we can only vary ± 2%.
What was the issue with maximum torque in Hockenheim?
The FIA questioned the magnitude of difference between the maps from Silverstone and Hockenheim, where the maximum engine torque in the mid-range (10000-14000 RPM) was lower.
Why would would you want to generate less torque in the mid revs range?
The trade-offs concern driveability (the response of the engine to the driver requested torque), acceleration (less torque = less acceleration, except if grip limited) and fuel consumption. In general, reducing the torque is achieved by igniting the fuel later in the cycle by means of the ignition map. This may improve driveability smoothing out the torque curve which may help the driver manage his tyres. This is not in any way a forbidden driver aid or an attempt to mimic the behaviour of a forbidden system (eg closed loop traction control)
Reducing the maximum torque curve increases the amount of exhaust gas produced at lower torque levels very, very slightly, but does not change the exhaust gas flow at full throttle. Furthermore the scope to use the engine to generate exhaust gas is extremely limited by the specific mapping restrictions introduced for the 2012 season also by the performance trade-offs mentioned above
After two sessions today, has this made any difference?
Not significantly, but the workload for the trackside engineers has increased to ensure we maintain the same level of performance from the engine.
(This post will be updated over the GP weekend)
In contrast to the past few seasons, McLaren have had a quick car out of the box this year. Having this head start on pace has meant their in-season development has not been as acutely obvious as in previous years. Detail work around the nose and front wing have been one area of development, whereas the sidepods raced since Melbourne, have largely been the same set up used since the early testing spec sidepod was updated. One half of the update package was introduced at the British GP and now the second half with new sidepods has been brought to Germany.