Yup.xpensive wrote:This what you get when you ask a Lawyer to do an Engineer's job, we will have another 1979-80 with cornering-speeds off the clock.
Hmmm...xpensive wrote:Kilcoo: Problem is that CW is NOT an engineer, just a still very loyal former spanner-man from MrE's old Brabham-team.
Nothing wrong with such an experience, but perhaps not exactly the desireable CV for the job-description you suggest?
xpensive wrote:Unless I spend the day rambling on F1Technical of course.
The double decker can fit. They just have to move the inlet holes more to the outside and have them entering the upper deck of the diffuser at a steeper angle. Brawn GP put bevels on the back of their gearbox housing to accommodate it so Redbull will have to add that to the list.Metar wrote:How about this: One recently-retired engineer, one recently-retired driver, and one ex-management guy - each an expert in his own field - to head the "race management" bit? The driver will have the knowledge regarding driveable conditions, the engineer will be able to understand the technical regs, and the management guy can deal with legalities?
As for the RB5's integration of a double diffuser... How much of an effort would it be to repackage the rear as a pushrod again? From what I gather, it's not too different, as a system. Of course, it would mess up the whole point of the RB5's rear aerodynamics - but they're already going to go down the drain when a DDD is installed...
To take full advantage of the load transfer effect when braking you would ideally want them placed at the 9 o'clock position, plus that would make it easier to bleed them but I'm sure they all use pressure bleeding systems.Henning wrote:Interesting point about the low mounted brake calipers. I wonder if this any more/less efficient at being cooled than the "standard" location used by other teams. Maybe it can all be overcome with ducting and wheel covers. If so why don't other teams use the same location?