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The Canadian Grand Prix at Circuit Gilles Villeneuve was won by Red Bull's Max Verstappen. The Dutchman fought off a challenging Carlos Sainz who finished a close second as Lewis Hamilton completed the podium for Mercedes.
Watch the KyleEngineer video on YouTube. It’s not the only way you can get porpoising.saviour stivala wrote: ↑17 Jun 2022, 07:20Porpoising (the jumping) starts when suspension travel stops/ends - when they hit the ground. Once that happens, the car loose all under-the floor down force pull which results in the suspension suddenly pushing the car up. The harder the suspension the faster the jump up. At high speed it, the process gets so frequent (fast) it is called oscillations. The less the floor generates downforce the lower the ride height need to be. Those that needs run their car lower to generate downforce will be the hardest hit by the new directive.
No this is Mercedes drivers complaining because there car is the one that runs the lowest to the ground and suffers the most from porpoising and bottoming. If the FIA bought in a rule that said the car had to be a certain distance to the road then I think you would find that Red Bull, Alpine and Mclaren would probably already fit within those parameters or be very close to them. So why should they have to run there car an extra say 50mm higher as well if there car is already in the envelope for floor clearance.Hammerfist wrote: ↑17 Jun 2022, 01:46Uh? This td is meant to push merc down. Will it have the desired effect is still unknown but i struggle to see how this cannot be viewed as the fia saying fu to mercs complaints.
Will be very interesting to see who actually benefits or not.
the 'gforce impacts' are neither huge nor sustainedlangedweil wrote: ↑17 Jun 2022, 03:49...it's about protecting drivers from huge & sustained gforce impacts caused by porpoising ....
It is being enforced from Canadian GP. While the known mechanism are being discussed across websites, what remains to be published is the parameter values.
How will the FIA monitor bouncing in Canada?
The FIA will monitor the bouncing of cars using an Aerodynamic Oscillation Metric (AOM), calculated using the accelerometers already fitted to F1 cars. These accelerometers can measure, among other things, vertical oscillations (bouncing).
The FIA will then view the data and determine whether a car is bouncing too severely or too often and, therefore, whether it is safe to go racing.
Based on the data collected by the accelerometers, the FIA will draw up an AOM matrix to determine a prescribed parameter. Teams must calculate the AOM for their car based on three laps in FP3, without using DRS.
Once the car's AOM has been determined, set-up decisions such as ride height, vertical stiffness and aerodynamic configurations will be locked in place for the remainder of the weekend.
There are some exceptions, however, including the raising of a car's ride height, altering tyre pressures, and adjusting front wing flaps. Should a team wish to change their set-up, this can only be done by submitting a new AOM calculation.
If the team cannot meet the requirements of the FIA, the ride height must be increased by (minimum) 10 millimetres.
That's already happening. The race has not even started and you already have both parties:henry wrote: ↑17 Jun 2022, 11:12I love “the FIA will draw up an AOM matrix to determine a prescribed parameter” . Cue for commentator and fan meltdown. Boo boo, my team, driver, has been cruelly hampered by my misunderstanding of what an AOM is, and look, your team, driver, has cheated in making changes to the AOM between FP3 and qualy. This is going to be fun.
