Ferrari 150° Italia

[Goran2812]

nah,not sure at all... just went by what forty-two wrote... could be that you're right!

Who is the bigger fool, the fool, or the fool who follows him?

Seriously though, I too now think that I was wrong.

haha lucky for us marcush. is here to save the day!

http://www.flickr.com/photos/f1photos/5 ... otostream/

Now I'm sure I'm being paranoid here, but with all the heat shielding, heat-reactive stickers and the hole at the bottom of it, are ferrari passing something through the lower half of their rear crash structure? Exhaust gases would be impossible, right?

first of all, that's a damn good and detailed photo! \o/

but to be honest, I really can't see what would they gain by passing something through the lower half of the RCS... if they really are channeling something there, what are the benefits? it's not feeding or pressing the diffuser in any way... creating dirty air behind the car then maybe
the heat protection on the cables is gone now, does that mean that they're channeling the exhaust gas somewhere else? (RCS )
and look at how the carbon is having some shades of brown from the heat... HOT

[Poleman]

http://www.flickr.com/photos/f1photos/5 ... otostream/

Now I'm sure I'm being paranoid here, but with all the heat shielding, heat-reactive stickers and the hole at the bottom of it, are ferrari passing something through the lower half of their rear crash structure? Exhaust gases would be impossible, right?

Nice catch there and nice photo as well...Something interesting going on there.

[murtoidf1]

http://www.flickr.com/photos/f1photos/5 ... otostream/

Now I'm sure I'm being paranoid here, but with all the heat shielding, heat-reactive stickers and the hole at the bottom of it, are ferrari passing something through the lower half of their rear crash structure? Exhaust gases would be impossible, right?

they are channelling the air through there..

If you look at the fire when the engine blew, it took the exact same route..

In fact thats why that whole area had to be repaired..

[forty-two]

http://www.flickr.com/photos/f1photos/5 ... otostream/

Now I'm sure I'm being paranoid here, but with all the heat shielding, heat-reactive stickers and the hole at the bottom of it, are ferrari passing something through the lower half of their rear crash structure? Exhaust gases would be impossible, right?

Good find Chalke.

It actually looks to me like the bottom and sides of that crash structure are lined with metal. Perhaps the Massa's "oil leak fire" was actually more of a "CF got too hot" fire?

Can anyone tell by zooming what temperatures have been recorded on the sensor strips? I can see red lines on them but can't make out any scale, and I imagine that the manufacturers of those strips offer them in various temp-range models?

If anyone knows, I suspect Jumbo might?

As for the hole in the bottom of the crash structure, I've certainly not noticed that before. Looks too small to be of much use for freestream air, so perhaps they're wafting exhaust gases through there?

[forty-two]

Note the temperature stickers inside the brake light.

Sorry IMBW, I hadn't seen your post. Looks like they've been concentrating on something clever there for a while! And the hole at the bottom of the crash structure is no longer covered up (with what looks like a blob of black mastic)?

[Robbobnob]

The outlet on the RCS seems to small to handle the full volume flow of the full exhaust system, IMO.

but they could be running some sort of venturi system? creating flow through the RCS and therefor a low pressure zone somewhere.... not exactly thought out just a hunch

[747heavy]

I can see red lines on them but can't make out any scale, and I imagine that the manufacturers of those strips offer them in various temp-range models?

Yes they do, as an example a set of 5 labels covers a temperature range from ~40°C - ~250°C
AFAIK the max temp is ~260°C, with other temp stickers ~290°C,
at higher temps the adhesive suffers, and the sticker will fall off, perhaps a reason why Ferrari puts some clear tape on top of them.

http://www.temperature-indicators.co.uk ... ators.html

[HampusA]

Note the temperature stickers inside the brake light.

Rain light you mean?

[zgred]

[ringo]

I have a hunch this car is quickest in a straight line.

>> The sidepod inlet shape and the profile from the top view.
They may have used some of their production car experience in designing the inlets.
I can't pluck a side pod inlet close up right now to demonstrate. I need to find one first.

[zgred]

[ringo]

I have a hunch this car is quickest in a straight line.

>> The sidepod inlet shape and the profile from the top view.
They may have used some of their production car experience in designing the inlets.
I can't pluck a side pod inlet close up right now to demonstrate. I need to find one first.

The inlet's edge location relative to the leading edge of the side pod.
Ferrari have had this design from the 2009 car; a kind of swollen look to the front of the pods.
It does a lot for the pressure fields at the leading edge. Thin leading edge radius can be problematic, causing flow separation at various pitch angle.
The fatter leading edges have delayed separation and are less sensitive to angle changes.
Not only that but there is also a drag benefit as it relates to vortex formation.
Vortices are not desirable on the side pods, they are accompanied by increase in drag. This is what i think anyway.
The F150th is deceptively simple. Ferrari's wind tunnel time shouldn't be taken lightly.

[Formula None]

[Lorenzo_Bandini]

I have a hunch this car is quickest in a straight line.

>> The sidepod inlet shape and the profile from the top view.
They may have used some of their production car experience in designing the inlets.
I can't pluck a side pod inlet close up right now to demonstrate. I need to find one first.

[Image removed by Tomba]

The inlet's edge location relative to the leading edge of the side pod.
Ferrari have had this design from the 2009 car; a kind of swollen look to the front of the pods.
It does a lot for the pressure fields at the leading edge. Thin leading edge radius can be problematic, causing flow separation at various pitch angle.
The fatter leading edges have delayed separation and are less sensitive to angle changes.
Not only that but there is also a drag benefit as it relates to vortex formation.
Vortices are not desirable on the side pods, they are accompanied by increase in drag. This is what i think anyway.
The F150th is deceptively simple. Ferrari's wind tunnel time shouldn't be taken lightly.

Just for recall, Ferrari said many time that this car is the launch car.

[Lurk]

if you remember ferrari had by far the most milage during winter testing 2010. Dont get me wrong the car itself was nearly bullet proof... but with all their high milage testing they did not see the pnuematic system giving problems which caused quite a few failures for them and sauber in particular.

Sure you could say it was an oversight with the new rules but regardless, they didnt pick it up.

It's only because the issue was a voluntary one. They were looking to a engine upgrade and find a way to get it. Scuderia Ferrari only broke 1 engine during a race and it was caused by the gearbox. Others were customer engine.

If they really had a problem and wanted to fix it, they could just add a gaz cylinder. All F1 engines have one for their pneumatic system.


For the pullrod and downforce question, could it be because pullrod has a better control in bump than pushrod? If it better controls bump, it better controls ride height under downforce too?