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Continuing our series analysing the biggest changes in the 2019 bodywork regulations changes, we take a look at the new restrictions for the front brake cooling ducts.
They don't go up the banking any more, there's an extra complex of turns before the S/F straight.Brenton wrote: ↑12 Apr 2018, 02:26The road course at Indianapolis does use the banked turn 1 of the oval as part of the front stretch. A very memorable corner in F1 history because its banking was the whole reason why there was the debacle 12(?) years ago at the US gp... The Michelin tires couldn't handle it.
Good question. Short answer is it's impossible to tell, however, how active suspension helps for F1 is by maintaining a consistent ride height for the aero. So teams can design a narrower band on their aero-maps, where now they have to compromise peak downforce to prevent sudden changes in balance as the attitude changes. This would more likely help the lower teams more than the top teams, as a lot of the complexity in the design is to get this consistent downforce as the car squats/dives/rolls.
so they probably have to change less. The problem is you can't force teams to unlearn what they've learned. In the late 90's CFD was still in relative infancy, so the majority of aerodynamic testing was performed in wind tunnels or on track (testing was unlimited back then). The advantage of CFD is being able to visualize the flow field around the car - which is where teams started playing with vortices to influence the rest of the car. Having that extra detail is when the car's started to sprout the extra aerodynamic features - as the teams really started manipulating and controlling the air around the car for net gains. The regulations between 2016 and 2017 weren't all that different really, conceptually, basically the car's were stretched to make them wider - the longer diffuser and wider rear wing were the main differences (for the design concept).NL_Fer wrote: ↑24 Apr 2018, 21:31Looking at the current f1 car, it looks like an evolution starting in 1998 with narrow cars and grooved tyres, to 2008 big front wing, small rear wing, to 2014 no diffusor. Again in 2017 going up in DF with all sorts of little added wings.
Can we not continue from 1997 with the current track width and tyres. Narrower less fragile frontwing and get rid of the fragile barge boards and winglets and underfloor sticking out under the sidepods.
an aerofoil is a surface defined by a cambered pair of arcs whose intent is to generate a force perpendicular to the direction of travel (vertical or horizontal). Aerofoils can only be present in the boxes defined in section ... as 'front wing' and 'rear wing', each consisting of a maximum of 2 elements named the 'mainplane' and 'flap'.
I'm yet to be convinced an in-wash wing endplate is inherently better for following than an out-wash endplate - every other open-wheel series used out-wash and following is easier than F1. My understanding of the proposal is a standardised endplate - which of course is going to be better for following if it's simpler in design. (I will add I prefer the look of the car when the front wing is the same width as the bodywork behind!)CriXus wrote: ↑29 Apr 2018, 12:47[media]https://twitter.com/ScarbsTech/status/9 ... 3165465600[/media]
[media]https://twitter.com/adamcooperF1/status ... 5380847617[/media]
Hmmmmm... not sure about that. Even if the wing isn't doing it then the bargeboards still have to create outwash - because you don't want the front wing or tyre wake under the floor or in the sidepod inlets. A wide front wing is inherently better aerodynamically because the low pressure under and behind reduces the pressure on the front face of the tyre (put another way the circulation (negative) from the front wing cancels the circulation (positive) of the wheel). There's also how the FWEP and lower tyre vortices merge, which is again better with a wide front wing - the outer tyre vortex merges with the wing tip which helps pull the tyre wake outboard.godlameroso wrote: ↑30 Apr 2018, 15:21The biggest problem with the outwash FW is it makes it really hard to race side by side. Verstappen tried to overtake Hamilton and was caught out in his outwash, and lost all downforce.
Yes it's called the "effective frontal area", which for an F1 car is significantly wider and taller than the car's frontal area.godlameroso wrote: ↑30 Apr 2018, 15:21The vortecies surrounding the car amount to virtual bodywork.
