Barcelona 2003
Barcelona 2003 meant the first signs of a coming team, and maybe even more a coming star, under the form of Renault and young spaniard Fernando Alonso. A fast qualifying lap with no errors brought him on third spot, right behind the two new F2003-GA Ferrari's and just in front of his teammate.
New stars and more competition is what F1 needs, and what is likely to come this year, and next year even more. But I guess that's not enough! What makes IRL drivers popular? They gather with fans, and are a lot more close to them. Soccer players are popular because they just go for it. In fact it's everywhere the same, but kindness and friendlyness instead of the big business is one other thing. Briatore and Alonso show what I mean in the picture. It's just wonderful to be able to forget for only a moment that Formula One is in fact one big business!
The F2003-GA has arrived!
Ferrari has once more produced a car that is most likely capable of winning the championship. When the F2002 was a completely new car, the brand new F2003-GA (named after the late Gianni Agnelli - Fiat boss) is more like an evolution of the F2002. Although only some differences at the barge boards and side pods can be noted, the new car has changed considerably. Here is an overview of the main changes and novelties introduced by the new 'shark', Ferrari's 2003 contender.
Rather expected were some changes at the barge board. At the introduction of the new car in januari, the F2003-GA was still equipped with single layered boards like on its predecessor, but a double barge board has been introduced at the Barcelona GP (see picture). The main part of the barge board is nog made a little longer, because the sidepods are moved a little to the back. This should allow a better airflow towards the radiators in the sidepods (covered by the bargeboard on the picture is the plitter, which 'splits' air flowing under the nose to on of the sidepods. This element has also been updated to increase airflow into the sidepod).- To allow better aerodynamics behind the driver's helmet, the fuel tank has been made thinner and longer, but not smaller. Because this caused the engine to have less place where it was needed, the wheelbase has been stretched and made 5cm longer than it was on the F2002. This allows for a better acceleration and braking and limits the diving effect under heavy braking.
Note that on the following picture, Ferrari has also created a wheel protector, which hides rotating air around the wheel from the more or less 'clean' air that flows towards the rear wing. This elements prevents the central airflow to be disrupted by the rotating wind around both rear wheels.
Rather expected were some changes at the barge board. At the introduction of the new car in januari, the F2003-GA was still equipped with single layered boards like on its predecessor, but a double barge board has been introduced at the Barcelona GP (see picture). The main part of the barge board is nog made a little longer, because the sidepods are moved a little to the back. This should allow a better airflow towards the radiators in the sidepods (covered by the bargeboard on the picture is the plitter, which 'splits' air flowing under the nose to on of the sidepods. This element has also been updated to increase airflow into the sidepod).
Note that on the following picture, Ferrari has also created a wheel protector, which hides rotating air around the wheel from the more or less 'clean' air that flows towards the rear wing. This elements prevents the central airflow to be disrupted by the rotating wind around both rear wheels.- As everything had to be improved, no matter how much, the sidepods have been made even sleeker and smaller. This is very visible at the front of the sidepods, where the underside is like bumped in, decreasing air resistance. This enabled the Ferrari engineers to get more air towards the center of the car at the back, which encouraged even more the further development of the cokebottle-shape. These enhancements to side pod aerodynamics improve the overall efficiency of the rear of the car, namely the rear wing and the diffuser. The main sideeffect of these aerodynamic optimisations is the decreased space inside the car, particularly for the radiators. We already knew the radiators are located in a angle of attack different than 0° like with the other teams. This wasn't enough anymore and forced engineers to round the outer two corners of the radiators. This decrease in radiator surface creates a possible decrease in cooling, which can only be solved by an increase of air passing through the heat exchangers. Though this should not be underestimated, the real problem is to get rid of that hot air as quickly as possible. We have seen several teams making extra holes in the bodyworks in hot areas before, and Ferrari does the same under the form of 'kews' (which is why the car is sometimes called a shark - see image).
- The diffuser, located under the rear wing also got an update. It is one of the aerodynamic parts of a car that can greatly change the driveability of a car. It is used to pull air from under the car, by decreasing the pressure and consequently increasing its speed (called the venturi effect). The image shows how it is shaped, in combination with the air outlet from the rear wheel brakes (brakes are cooled by air, and need therefore an airinlet and an outlet (visible in the red circle on the following image). The new diffuser has an added vertical element to guide air as much as possible.
And the other teams...
Sauber introduced (well they closely watched other teams) an inner flap on the front wing end plate. I don't know if it helps a lot, but it won't be enough to fight for a win I'm afraid. The team looks like having lost the road a little. Let's hope they'll get back on track soon (see image).- After a meeting of the teambosses and FIA-boss Mosley in London right before the GP, parties agreed on the one-engine-per-weekend rule from 2004 on. Furthermore they decided not to ban traction control in 2004, because it would generate too much costs in search for replacing technologies. Launch control on the other hand will be banned, which should make the Grand Prix starts more exciting again.
- Michelin F1 boss Pierre Dupasquier noted that Barcelona is a very demanding circuit for tyres, with the long and fast sweeping bends, pushing the outer wheels to the limit. A Barcelone spec tyre good for about 20 laps at the Circuit de Catalunya, would be good to drive several races at a circuit like the A1-ring. You can imagine how important changes in tyre-compounds are from Grand Prix to Grand Prix.
It seems to become a hype this year, as you can't deny all the cuts being made in the rear wing end plates. Since BAR introduced this cutout at the top, to suck (a little) air onto the last rear wing element that would normally flow aside the end plates, teams like Toyota, Ferrari, Williams, Minardi and now also Jordan have copied it. At first there was doubt it this novelty would make any difference, but apparently more and more teams get convinced of the advantages (see image). - Antonio Pizzonia got cought speeding twice in Barcelona's pitlane, not improving his position in the team.
- Jordan has a new testdriver! Adam Langley-Khan was born in 1985 and is considered a great talent by Eddie Jordan. The 18-year old drives Eurocup Formula Renault at the moment and is has shown himself to be a good student at the British driving school BRDC during 2 years.
Williams has tried to make the sidepods as low as possible this year, to get more clean air onto the rear wing, which would improve its efficiency. In that effort, the engine bonnet came out a little too high, which is why they 'cut a slice' of towards the end (see image).
Sauber introduced (well they closely watched other teams) an inner flap on the front wing end plate. I don't know if it helps a lot, but it won't be enough to fight for a win I'm afraid. The team looks like having lost the road a little. Let's hope they'll get back on track soon (see image).
It seems to become a hype this year, as you can't deny all the cuts being made in the rear wing end plates. Since BAR introduced this cutout at the top, to suck (a little) air onto the last rear wing element that would normally flow aside the end plates, teams like Toyota, Ferrari, Williams, Minardi and now also Jordan have copied it. At first there was doubt it this novelty would make any difference, but apparently more and more teams get convinced of the advantages (see image). 
Williams has tried to make the sidepods as low as possible this year, to get more clean air onto the rear wing, which would improve its efficiency. In that effort, the engine bonnet came out a little too high, which is why they 'cut a slice' of towards the end (see image).
