Red Bull Racing's technical chief Adrian Newey has admitted to concern that the new lower nose regulations introduced in Formula One may have uninentionally made driver safety worse.
It does. More in the form of mass flow variations (bad for GE).godlameroso wrote:Does wake affect air travelling underneath the car as well?
"Maneuvers liable to hinder other drivers, such as more than one change of direction to defend a position, deliberate crowding of a car beyond the edge of the track or any other abnormal change of direction, are not permitted," the new rules state. The regulations also said that drivers benefiting from leaving the track could face penalties.
"Drivers must use the track at all times. For the avoidance of doubt, the white lines defining the track edges are considered to be part of the track but the curbs are not. A driver will be judged to have left the track if no part of the car remains in contact with the track.
"Should a car leave the track for any reason the driver may rejoin. However, this may only be done when it is safe to do so and without gaining any advantage."
I think that will be unlikely. Presumably they will scrap the stepped bottom rule and allow tunnels for 80% of the downforce. The side pots are supposed to come more forward to generate front downforce and protect the driver. There will also be a mandatory chassis section to enable front wheel KERS.Blackout wrote:Do you think if ground effect returns, the cars will keep the 'coke bottle' shape?
Do you merely propose a downforce limit or do you (a) downforce limit(s) at specific speed(s)? With a downforce limit only, teams would still use aerodynamic packages differing from circuit to circuit.WhiteBlue wrote:The solution is simple. Limit downforce to 1.25 tons or even less and produce it mainly from the floor. Use small and flat wings like the Monza spec for stability and fine tuning only.Pingguest wrote:What solution do you propose, WB?
It is not so important to worry about individual race configurations if you get the basic aero config right. Lets say they generate 80% of a significantly lower downforce with the GE floor by using tunnels. There would still be small wings necessary to provide fine tuning and some stability of downforce in yaw conditions.Pingguest wrote:Do you merely propose a downforce limit or do you (a) downforce limit(s) at specific speed(s)? With a downforce limit only, teams would still use aerodynamic packages differing from circuit to circuit.WhiteBlue wrote:The solution is simple. Limit downforce to 1.25 tons or even less and produce it mainly from the floor. Use small and flat wings like the Monza spec for stability and fine tuning only.Pingguest wrote:What solution do you propose, WB?
Let me make myself clear with the following. At Monza the downforce limit will be reached at a far higher top speed than in, for example, Monaco. Therefore teams would race with relatively more downforce and drag in Monaco than on Monza.
Ok Thanks.WhiteBlue wrote:I think that will be unlikely. Presumably they will scrap the stepped bottom rule and allow tunnels for 80% of the downforce. The side pots are supposed to come more forward to generate front downforce and protect the driver. There will also be a mandatory chassis section to enable front wheel KERS.Blackout wrote:Do you think if ground effect returns, the cars will keep the 'coke bottle' shape?
With the tunnel diffusor between the gearbox and the wheels they need more height than they have now. This should effectively finish the coke bottle design. At least that is my interpretation. Perhaps there are other opinions.
