Williams have enjoyed a resurgence this year, with new management, a revised car which now sports a Renault engine and competitive drivers. The FW34 won a race on merit in Spain, with Barcelona being a track well known to be tough on tyres and demanding on aerodynamic efficiency.
I’ve been lucky to have been given permission from Ionut Pascut to post these detailed pictures taken at Monaco, to allow us to take close look at the 2012 Williams.
At the European GP in Valencia we saw the unusual circumstance of two ‘leading’ cars both retire within a few laps of each with a related fault. It was confirmed by Renault that there were alternator failures on the Renault Engines of Vettel’s Red Bull and Grosjean’s Lotus. Typically the alternator in a Modern F1 car is unseen and causes almost no issues, so this is an opportunity to look at this component and the failures in Valencia.
In conjunction with the Motorsport Industry Association (MIA), and National Motorsport Week 2012, M-Sport – the company behind Ford’s assault on the World Rally Championship (WRC) since 1997 – will open its doors for students to attend a unique engineering seminar on Monday 2 July.
Courtesy of Terri Michienzi
Such is the pace of development, Lotus had made at least two changes from the specification I described in my last analysis of the Lotus E20.
The teams have further modified the front wing with a revised cascade winglet and the sidepod fronts have reverted to an old shape without the peaked visor below the sidepod inlet.
Picture courtesy of Terri Michienzi
Over the past three races Mercedes have produced a near “B” spec car, with a new gearboxrear suspension, new sidepods and a new nose. The cars specification was also altered to suit the low drag demands of Montreal with a shallower rear wing and modified front wing.
Part 3 of the Tech files is now available on GoCar.gr, covering the basics of the Front Wing; Multiple Elements, Cascades, Endplates, Flexing and DDRS
Every year High Power Media, who publish ‘Race Engine Technology’ (RET) Magazine, produce a number of magazine format Race Technology Reports. Covering F1, Moto-GP, Nascar, Drag racing and 24-hour racing.
Just out is the current F1 Race Technology issue, covering Technical subjects from 2011 and 2012.
Coming straight after another Technical Directive from the FIA, Red Bull have again had one of their designs ruled on by Charlie Whiting. It’s now the Front hub design that has stretched the rules to the point where a clarification was required. Uniquely Red Bull duct air through the front hub to vent it out through the wheel for aerodynamic benefit. This appears to contravene the regulations on air ducts forming part of the brake system.
Every year at low Drag circuits some teams will try a more radical way to reduce downforce and drag from their rear wing. It’s rare these solutions get to race, as teams invariable end up running more downforce than the barest minimum these special wings provide. This year Williams bucked that trend and have an all new low drag rear wing. Williams have gone for an opposite strategy to last years (http://scarbsf1.wordpress.com/2011/06/11/renault-wiliams-complex-low-drag-wings-for-canada/) and have created the wings downforce towards the tips of the wing and not the centre.
Having revised their exhaust position throughout the opening races, Ferrari had found some stability with their Mugello package. However, for the Canadian GP the team brought what will probably be their definitive set up for the year. Like most teams Ferrari have followed McLaren’s practice of a exiting the exhaust pipe out of the side and housing it within a duct to help the flow to be redirected inwards and downwards towards the diffuser footplate. This solution diffusers from McLaren’s in several areas, but like other teams who have followed the McLaren exhaust set up, the differences are a pragmatic approach to save having to redesign the entire sidepod package. The team have also brought revised brake ducts, turning vanes and a Canada specific wing package to Montreal.