It’s a low downforce wing though so it’s already going to be on the minimum side of any deflection.
It’s a low downforce wing though so it’s already going to be on the minimum side of any deflection.
The article implies that RB, Mclaren, and Ferrari are not impacted by the TD.Red Bull F1 boss Christian Horner said: "It's not something that affects us, but we've seen a few rubbery nose boxes, shall we say? So, we'll see those get addressed, I guess, in Singapore."
A flexible nose cone would allow the whole assembly to pivot.AR3-GP wrote: ↑01 Sep 2023, 16:52This is quite a plot twist....
Sources are now citing "rubbery nose cones" as the issue. So the flap flexing may have been a diversion from the true funny business?
https://us.motorsport.com/f1/news/f1-te ... 20boxes%22.
The article implies that RB, Mclaren, and Ferrari are not impacted by the TD.Red Bull F1 boss Christian Horner said: "It's not something that affects us, but we've seen a few rubbery nose boxes, shall we say? So, we'll see those get addressed, I guess, in Singapore."
It also substantiates the subtle clue from the Wache interview before the summer break where he said Aston and Mercedes were playing with deflection.
Thanks, Just fo refference if someone is reading this who also just graduated with no work experiecne, I can't remember we learnt this in our course. This is new to me.PlatinumZealot wrote: ↑31 Aug 2023, 20:23You could use "memory metal" wires weaved in between the carbon fibre strands. With increased temperatures the wing will be more flexible. Or even actively deforming.
Mod note:
This is pure speculation…
Thanks. I could get grasp on this, I think. It could be understandable to me. Altought we didnt go that deep in composites. We just learnt the basics of composites. Those are detailed things and finesses.TimW wrote: ↑01 Sep 2023, 14:59One thing they use is 'bend twist coupling'
With composites, by playing with fibre angles in your laminates, you make structures that deform torsionally when you bend them(you can do other things as well). By doing so, you can e.g. make a front wing that twists the outer part under load, such that the angle of attack for the wing profile reduces.
But since the front wings are swept back, it will have this tendency to twist anyway. And gut feel I'd expect that the geometrical coupling effect is bigger than teams want. So they will all be playing with fibre angles to get the right amount of twist. Therefore I doubt the clampdown is for this.
I also read somewhere the suggestion that they were using elastomer fillets in the connection to the nose. But that would be a clear breach because the only possible intend of using an elastomer there would be to allow deflection.
in principle ...majki2111 wrote: ↑01 Sep 2023, 23:59PlatinumZealot wrote: ↑31 Aug 2023, 20:23You could use "memory metal" wires weaved in between the carbon fibre strands. With increased temperatures the wing will be more flexible. Or even actively deforming .....How do you guys know about this stuff?
I don't think so, but those turning vanes on the floor have a pretty thick minimum thickness I believe.
I hadn't yet read such a succinct description of what the flexing floors were. Supposedly this was already addressed last year with the floor deflection ram location specs i.e. measuring both with the rams passing through the plank and resting on the plank. What's knew with the Singapore tests in this regard?-wkst- wrote: ↑11 Sep 2023, 17:16https://www.auto-motor-und-sport.de/for ... nterboden/
Michael Schmidt with an article about the TDs.
- Teams found ways that the floor plank doesn't wear out too much (insulating material between chassis and plank, or with fastening screws in the plank)
- That's over now with Singapore
Maybe the floor Wore through on track, and left some debris that someone picked up and analyzed.
TD018 is about fairing parts in the broadest sense, but is actually about the wings at the front and rear. The FIA inspectors apparently caught some teams exploiting the regulations.
It doesn't affect the wings themselves, but rather the bending of the entire wing in relation to other parts of the car.
The front wing of the Aston Martin is said to have twisted too much at the point where it attaches to the nose.
Other teams have discovered rear wings that have deformed too much compared to the support or end plates. Everyone still remembers the wobbly wing from Alpine at the Canadian GP.
The latest Technical Directive warns teams not to take things to extremes. The FIA is therefore banning wing elements that can flex or rotate in any direction relative to other parts of the fairing from the Singapore GP onwards.
Elastic fillings or carbon structures that twist at connection points or "soft" materials on the edges of the wings are prohibited.
Aston Martin has already had to make improvements to its nose because there was too much play in the connection to the wing elements.
Haas reported that the rear wing needs to be slightly improved. At Williams the focus is on the floor.
Wolff mentioned that Aston Martin had already taken a step back & it will now be interesting to see who still needs to improve. And how that affects the lap times in Singapore.
This issue is quite easy for the FIA to deal with - mandate how the plank is fixed to the car. Anything other than that method - additional layers, clever fixings, etc., is automatically illegal and a DSQ ensues. Job done, move on. Of course, that would be too easy for F1.vorticism wrote: ↑11 Sep 2023, 17:40I hadn't yet read such a succinct description of what the flexing floors were. Supposedly this was already addressed last year with the floor deflection ram location specs i.e. measuring both with the rams passing through the plank and resting on the plank. What's knew with the Singapore tests in this regard?-wkst- wrote: ↑11 Sep 2023, 17:16https://www.auto-motor-und-sport.de/for ... nterboden/
Michael Schmidt with an article about the TDs.
- Teams found ways that the floor plank doesn't wear out too much (insulating material between chassis and plank, or with fastening screws in the plank)
- That's over now with Singapore
I wonder how anyone deduced there was foam between the plank and the chassis. Not exactly easy to directly observe.