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.
Part 6 of the Tech files is now available on GoCar.gr, covering the basics of the driver’s controls; the steering wheel, pedals and brake bias.
(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.
Marussia not only had the revised exhaust\sidepods for Silverstone, but the nose of the car also came in for revisions. These changes comprised a chin section being added under the nose, revised turning vanes and a new rear wing.
For a few years now, teams have been extending the inner face of their brake ducts to reach forward towards the tyres forward edge. Up until recently teams placed the protruding vane as close to the tyre as possible, but latest solution offsets the vane from the tyres sidewall to allow airflow to pass in-between the tyre and vane. An inlet formed in the brake drum duct catches some of this air and redirects it towards the brakes for cooling. This year Williams went even further and removed the usual brake cooling scoop and have the brakes entirely cooled by an inlet between the tyre and vane.
http://www.gocar.gr/en/races/f1-tech-files/
Part 4 of the Tech files is now available on GoCar.gr, covering the basics of cockpit; the survival cell, footwell, seat, seatbelts and headrest, as well as the fire extinguisher
Marussia have not introduced any large upgrades so far this season. In season development being just small iterations of front wing and cascade design. For Silverstone the team have produced what Team Principal John booth called “our first proper wind-tunnel generated upgrade”. This being a reference to the new Technical team’s focus away from CFD only development. Booth also identified the upgrades as consisting of “new rear wing, exhausts, floor and side pods”.
This year McLaren have had the option to alter rear brake cooling during the pit stops in a race. As a result they can vary brake temperatures and potentially alter tyre temperature slightly. This latter effect being possible from the heat conducting from the red hot brake discs through the wheel and into the tyre. This system has been used at various races and each driver appears to have preference when to use it. This system has been especially useful this year, as the tyres dropping below their operating temperature window will see grip their levels fall dramatically. At the British GP one of the mechanical updates McLaren have brought, is the front brakes now also have this adjustability.
For years the F1 quick lift jack was a simple humble tool used around the garage and at pit stops. Since pit stops have become an ever greater part of the team’s performance during the race, the jack has come in for increasing levels of development. As powered jacks are no longer allowed, teams rely on a hefty pull from a mechanic to lift the car and gravity to return the car to the ground. Improving this process has lead to most teams adopting a similar quick-release swivel jack. At first a complicated looking piece of kit, the jack is still a simple device when reduced to its component parts.