The problem is that if Ferrari is wrong, but choose to go down such a path, then they might get blindsided by a mid-season regs change.
All wings flex to some extent, front and rear. I noticed there were discussions on RB18 and W13 threads about which flex more, but I didn't pay too much attention. It might be plain wrong and pure baseless gossip, I'm just forwarding some info I find that makes sense to me.
It has always been a problem with Ferrari that they go without a Plan B on loophole exploitation. If some team gets a sniff and then get the FIA to act on it, Ferrari loses performance and cannot compensate. Pure gambling. They need to evolve on this and should weigh the cost, benefit, secresy and maintainability of such loop hole exploitation.
Vanja #66 wrote: ↑16 Jan 2023, 11:03Not sure I agree with this section, others seem ok. Bellow the inlets sidepods were really blunt and clearly induced outwashing. They certainly provided better front wheel wake outwash than RB18, which provided none of it with sidepods, only with floor boards.Andi76 wrote: ↑16 Jan 2023, 08:40***
In an effort to reduce drag, efforts have been made to clean up the flows surrounding the side pods. In this regard, it should be noted that the bulky sidepods that characterized the F1-75 are not the major cause of the drag generated by the car. On the contrary, wider sidepods can help ward off turbulence generated by the front wheels.
But then why couldn't the Maranello car produce an adequate aerodynamic penetration coefficient? The simplest explanation is to associate the greater drag with less effective wake management with regard to the front wheels, which was certainly better than the W13, but inferior when compared to that generated by the RB18.
From such a context we can extrapolate a reasoned consequence, which prompted the engineers in red to rectify the lower area where the "old" bargeboards were positioned, to be clear. The purpose is to increase the outwash effect, a neuralgic theme in today's Formula One cars.
***
There’s also, in my opinion, another consideration related to the shape of the undercut; on F1-75 the section change (where the undercut widens)—and so the development of a low pressure area—happens farther upstream than on the RB.Andi76 wrote: ↑18 Jan 2023, 02:04Vanja #66 wrote: ↑16 Jan 2023, 11:03Not sure I agree with this section, others seem ok. Bellow the inlets sidepods were really blunt and clearly induced outwashing. They certainly provided better front wheel wake outwash than RB18, which provided none of it with sidepods, only with floor boards.Andi76 wrote: ↑16 Jan 2023, 08:40***
In an effort to reduce drag, efforts have been made to clean up the flows surrounding the side pods. In this regard, it should be noted that the bulky sidepods that characterized the F1-75 are not the major cause of the drag generated by the car. On the contrary, wider sidepods can help ward off turbulence generated by the front wheels.
But then why couldn't the Maranello car produce an adequate aerodynamic penetration coefficient? The simplest explanation is to associate the greater drag with less effective wake management with regard to the front wheels, which was certainly better than the W13, but inferior when compared to that generated by the RB18.
From such a context we can extrapolate a reasoned consequence, which prompted the engineers in red to rectify the lower area where the "old" bargeboards were positioned, to be clear. The purpose is to increase the outwash effect, a neuralgic theme in today's Formula One cars.
***
Completely agree. The high pressure zone under the sidepod inlets gave Ferrari an advantage over Red Bull in terms of tyre management. And because of that, this was exactly the section of the article i doubted.
Here's an article that talks about a change to the new car that I think is correct, but also pretty obvious because always a goal:
https://scuderiafans.com/f1-ferrari-let ... radiators/
Will look out for & post the article when it appearsIf the Maranello Simulator isn't giving off the wrong numbers, the Ferrari 675, which will finally be presented in attendance on Valentine's Day in Maranello, will start off strong. Tomorrow article on
@formu1a__uno
with
@GiulyDuchessa
1 second faster
The italian press really is one of the problems of Ferrari. The 2023 cars were said to be around 0.5 secs slower and the 675 should be one second faster? These numbers are definetely made up, i agree.
Formu1a.uno and its lead writers (Duchessa/Donadoni) are very well connected with Ferrari and very reliable sources on this particular team, and aren't simple hype merchants (also see last year with TD039, when their initial reports on Ferrari being affected by the sharper tests on flexi planks turned out to be more accurate than vaunted AMuS').
Either made-up or missing context, e.g 1s faster than same time last year (pre-season) or something like that. 1s faster than F1-75 in AD is absolutely mad.
To be honest, I think it's small number for me. RB was faster than Ferrari so italians should find near two seconds per lap if they want to be safe. Be faster than F1-75 means 0.5 - 0.7s faster than RB18 so it's not the number I want to see in 2023
