There is no such thing as complete rigidity. This is why we have load tests and specific rules. Obviously there is no load test in existence to prevent the cantilevered fixing of the wings.gilgen wrote:Does the rule not require that the wing is fixed rigidly to the nose?
So if it is working as described, then it would be a movable aero device, and thus illegal.
That is obvious. Past results will stand. The legality in Suzuka will depend of the load tests the FiA will conduct for the scrutineering during that weekend. We do not know how they will look like. So we can only speculate what will happen.Nando wrote:Can Mclaren and RBR be penalized even?
Right now they pass all tests so if FIA comes up with a new test then it´s just a matter of testing a new wing.
They can´t take a wing prior to test, do testing and then penalize them for having used it right?
Not sure if that made any sense..
Looking at this photo from SuzukaKiril Varbanov wrote:I guess we are talking about something like that? MP4-27 Front wing from Singapore:
P.S. @marcush. Personally I can't remember Benetton doing something like this, though I remember illegal fuel and electronics from this time.
FIA used the new test at the last race and everyone pasted. McLaren and RB performance will not be effected by this new test.WhiteBlue wrote: Alonso will be closer to Hamilton and Vettel than he was before.
Source?hardingfv32 wrote:FIA used the new test at the last race and everyone pasted. McLaren and RB performance will not be effected by this new test.WhiteBlue wrote: Alonso will be closer to Hamilton and Vettel than he was before.
Brian
something wrong here !!medeni73 wrote:
Before this weekend, a 100N (approximately 102kg) load test was applied
1000N = 102kgmedeni73 wrote:Before this weekend, a 100N (approximately 102kg) load test was applied
Code: Select all
3.17 Bodywork flexibility :
3.17.1 Bodywork may deflect no more than 20mm vertically when a 1000N load is applied vertically
to it 800mm forward of the front wheel centre line and 795mm from the car centre line. The
load will be applied in a downward direction using a 50mm diameter ram to the centre of area
of an adapter measuring 300mm x 150mm, the 300mm length having been positioned parallel
to the car centre line. Teams must supply the adapter when such a test is deemed necessary.
The deflection will be measured along the loading axis at the bottom of the bodywork at this
point and relative to the reference plane.
3.17.2 Bodywork may deflect no more than 10mm vertically when a 500N load is applied vertically to
it 450mm forward of the rear wheel centre line and 650mm from the car centre line. The load
will be applied in a downward direction using a 50mm diameter ram and an adapter of the
same size. Teams must supply the latter when such a test is deemed necessary.
3.17.3 Bodywork may deflect by no more than one degree horizontally when a load of 1000N is
applied simultaneously to its extremities in a rearward direction 925mm above the reference
plane and 20mm forward of the forward edge of the rear wing endplate.
3.17.4 Bodywork may deflect no more than 2mm vertically when a 500N load is applied
simultaneously to each side of it 200mm behind the rear wheel centre line, 325mm from the
car centre line and 970mm above the reference plane. The deflection will be measured at the
outer extremities of the bodywork at a point 345mm behind the rear wheel centre line.
The load will be applied in a downward direction through pads measuring 200mm x 100mm
which conform to the shape of the bodywork beneath them, and with their uppermost
horizontal surface 970mm above the reference plane. The load will be applied to the centre of
area of the pads. Teams must supply the latter when such a test is deemed necessary.
3.17.5 Bodywork may deflect no more than 5mm vertically when a 2000N load is applied vertically to
it at three different points which lie on the car centre line and 100mm either side of it. Each of
these loads will be applied in an upward direction at a point 380mm rearward of the front
wheel centre line using a 50mm diameter ram in the two outer locations and a 70mm diameter
ram on the car centre line. Stays or structures between the front of the bodywork lying on the
reference plane and the survival cell may be present for this test, provided they are completely
rigid and have no system or mechanism which allows non‐linear deflection during any part of
the test.
2012 F1 Technical Regulations 18 / 77 7 December 2011
© 2011 Fédération Internationale de l’Automobile
Furthermore, the bodywork being tested in this area may not include any component which is
capable of allowing more than the permitted amount of deflection under the test load
(including any linear deflection above the test load), such components could include, but are
not limited to :
a) Joints, bearings pivots or any other form of articulation.
b) Dampers, hydraulics or any form of time dependent component or structure.
c) Buckling members or any component or design which may have any non‐linear
characteristics.
d) Any parts which may systematically or routinely exhibit permanent deformation.
3.17.6 The uppermost aerofoil element lying behind the rear wheel centre line may deflect no more
than 5mm horizontally when a 500N load is applied horizontally. The load will be applied
950mm above the reference plane at three separate points which lie on the car centre line and
190mm either side of it. The loads will be applied in a rearward direction using a suitable
25mm wide adapter which must be supplied by the relevant team.
3.17.7 The forward‐most aerofoil element lying behind the rear wheel centre line and which lies more
than 730mm above the reference plane may deflect no more than 2mm vertically when a 200N
load is applied vertically. The load will be applied in line with the trailing edge of the element at
any point across its width. The loads will be applied using a suitable adapter, supplied by the
relevant team, which :
‐ May be no more than 50mm wide.
‐ Which extends no more than 10mm forward of the trailing edge.
‐ Incorporates an 8mm female thread in the underside.
3.17.8 In order to ensure that the requirements of Article 3.15 are respected, the FIA reserves the
right to introduce further load/deflection tests on any part of the bodywork which appears to
be (or is suspected of), moving whilst the car is in motion.What? the most behind and pathetic F1 news reporting anyone could ever do?adam2003 wrote:If this story is big surly it would have been posted on
http://www1.skysports.com/formula1/ already?
but its not
I understand the FIA test loads are applied with a piston at a point rather than the distributed load the wing sees from an aerodynamic load. If you apply a point load of the same magnitude as the aero loads, you are likey to punch a hole in the wing structure.radosav wrote:If FW generates 400 kg of downforce and if you split it on both sides of wing than you have 200 kg on each side of wing.
Then if you take that those 200 kg are pushing it in the centre of left/right
side of the wing you will see that 100 kg pressure on ends of each half of wing
is enough!
Oh i though as skysports took over they would have all the lastest updatesmzivtins wrote:What? the most behind and pathetic F1 news reporting anyone could ever do?adam2003 wrote:If this story is big surly it would have been posted on
http://www1.skysports.com/formula1/ already?
but its not
Stay away from that site, its awful. The stories are either copied from autosport or are stories made from what damon hill or someone else gave as an opinion and are reported as fact.
Going to sky sports news f1 for f1 news is like watching someones 50inch tv through their window from the street and calling it a cinema experience.
anyway rant over.
What are the FIA likely to do with this? wait untill qauli and ban everyone or wait until after the weekend? Either way something will be done, but seeing as two teams feel that the idea still meets with the letter of the regulation tells me that its merely just a loop hole, and you cannot punish people for that, only amend and close the loop hole in retrospect.