Mobil 1 and Vodafone McLaren Mercedes offer a unique, tongue-in-cheek explanation of how engine lubrication is an essential ingredient of success..!
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
- No bodywork behind the tail pipe axis
- No lower beam wing
- Space still allowed for Y75 winglet (monkey seat)
- Top rear wing a little shallower
- Minimum weight 690Kg
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.
Keeping an engine that spins at up to 18,000rpm for nearly two hours lubricated and cooled is the job of the oil system. Rarely seen or talked about the pumps, tanks and plumbing are a critical part of an F1 cars packaging.