ing. wrote: ↑01 Mar 2024, 05:28
atanatizante wrote: ↑28 Feb 2024, 18:08
One could question why they didn't do the same trick at the rear suspension as they did at the front one ... or just anti-squat effect is not so important on the F1 car as it is on the slower single-seater formulas? then how about the rear tyre management due to the anti-squat setup, could you please enlighten us with some info ...
The fact they didn't design in adjustability at the rear for anti-squat (reaction to thrust load at axle height) or anti-rise (reaction to braking loads at the contact patch) doesn't mean they have not considered these or designed in their effects--they just didn't design in adjustability, either because they understand what the have, or have no room for multiple pick-ups with the existing suspension configuration.
Why they designed-in adjustability at the front is a bit of a mystery as no one else has. Maybe they don't have a good understanding of the dynamics and need to test it on track. It is well known that anti-dive reduces compliance to bumps as well as driver steering feel under braking.
I think James Allison has just remembered what was not unusual 20 to 30 years ago. It was not unusual back then that a car had 2 or even 3 different mounting points for the wishbones, as can be seen here in Piola's drawing of the Williams from 2003:
The Williams from these years are the best source to see this, because Williams did not tape them. Ferrari, for example, always taped them off for aerodynamic reasons, as did McLaren, but back then it was nothing unusual and it was really about being able to "play" with different anti-dive values. I think that Allison has realized that the suspension and a certain amount of flexibility in its settings has become more important again on these cars, so he reintroduced the second mouting point. Going back to the greater adjustability seems a logical step to me with these cars/suspensions. Of course, it is also conceivable that this is purely about aerodynamics and that they want to be more flexible in terms of downwash. Especially in conjunction with different front wing settings, this could open up new possibilities in terms of aerodynamic car set-up.
