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Williams are another team bringing a big update to their car.
The FW45 has had a thorough aero review, with one set of bodywork readied for #AA22 at the #CanadianGP.
#F1 #F1Tech
The FW45 has had a thorough aero review, with one set of bodywork readied for #AA22 at the #CanadianGP.
#F1 #F1Tech
The first big update to the AMR23.
Heavily revised sidepods, floor edge and cooling outlets.
#F1 #F1Tech #CanadaGP
Heavily revised sidepods, floor edge and cooling outlets.
#F1 #F1Tech #CanadaGP
Corner entry deceleration issues for RBR persist.
#F1 cars 'brake' in several ways. There's the hydraulic brakes, hybrid braking and engine braking. All affect how the car slows & rotates into a turn. From inputs at the pedals, calculated by the ECU.
#F1Tech #AustralianGP
#F1 cars 'brake' in several ways. There's the hydraulic brakes, hybrid braking and engine braking. All affect how the car slows & rotates into a turn. From inputs at the pedals, calculated by the ECU.
#F1Tech #AustralianGP
Simply lifting off the throttle gives engine braking. This map can be varied from the steering wheel button (EB or Torque). Altering the throttle/fuelling at that moment.
More EB (up to a point) gives stability/understeer. Less EB gives more rotation.
More EB (up to a point) gives stability/understeer. Less EB gives more rotation.
Confusing things more are the differential settings, that gave a similar balancing effect on corner entry.
Speaking to guests after #AustralianGP Quali, Lawrence Stroll revealed part of the reason for AMR's pace & why LS was a little slower than FA, but much closer today
The bulged sidepods are driven by exhaust vibrations to ease boundary later build up over and the car
#F1 #f1tech
The bulged sidepods are driven by exhaust vibrations to ease boundary later build up over and the car
#F1 #f1tech
Boundary layer is a phenomena where there's a layer of air stuck to the car. Over long surfaces it builds up & upsets the aero.
AMR tech director Dan Fallows discovered at Red Bull, during the exhaust blown diffuser era, that vibrating the bodywork reduces this. As used on planes
AMR tech director Dan Fallows discovered at Red Bull, during the exhaust blown diffuser era, that vibrating the bodywork reduces this. As used on planes
So, the large sidepod flanks are built internally, to be vibrated by the exhausts, not using the exhast gasses, just their movement
The large flanks to the sidepods each house a large internal volume called the 'Resonant Tank'. This shakes the waterslide tunnel and the underfloor
The large flanks to the sidepods each house a large internal volume called the 'Resonant Tank'. This shakes the waterslide tunnel and the underfloor
Given the initial success, here's a closer at what probably the most changed car in the grid, the @AstonMartinF1 AMR22.
#F1 #F1Tech
#F1 #F1Tech
During the unveiling of all the new #F1 cars, the terminology of all the shapes and features gets out of hand.
Here's a simple overview of some of the sidepod jargon we use.
Starting with 'coke bottle' this is the way the sidepods slim between the rear wheels
#F1Tech #F12023
Here's a simple overview of some of the sidepod jargon we use.
Starting with 'coke bottle' this is the way the sidepods slim between the rear wheels
#F1Tech #F12023
I had to draw the @WilliamsRacing #FW45, such nice lines and livery. It's much more conventional this year, which is probably a good idea.
#F1 #f1tech #F12023
#F1 #f1tech #F12023
Here's my closer look at the @redbullracing #RB19
Very much a RB18+ with lots of evolution of the 2022 car. No bad thing given its success and the aero testing limits for RBR this year.
#F1 #F1Tech #F12023
Very much a RB18+ with lots of evolution of the 2022 car. No bad thing given its success and the aero testing limits for RBR this year.
#F1 #F1Tech #F12023
Other details on the @MercedesAMGF1 #W14 the front wing endplate.
For 2022 the endplate was made larger and straighter to reduce the outwash turbulence it created for the car behind.
So Merc created a cutout to create outwash, but this was banned over the winter.
#F1 #F1Tech
For 2022 the endplate was made larger and straighter to reduce the outwash turbulence it created for the car behind.
So Merc created a cutout to create outwash, but this was banned over the winter.
#F1 #F1Tech
Let's talk about F1 front tyre wake!!
For open wheel race cars, the wake from the front tyre is a very important thing to understand. It can impact many of the aerodynamic elements downstream. The complex structures around the tyre are 3D, and very complex #F1Tech 🧵
For open wheel race cars, the wake from the front tyre is a very important thing to understand. It can impact many of the aerodynamic elements downstream. The complex structures around the tyre are 3D, and very complex #F1Tech 🧵
There are many research papers and articles studying this very phenomena. What you should know is that the wake is not stagnant but influenced by many factors like tyre rotation speed, wheel covers/no covers, tyre deflectors, etc.. #F1Tech 🧵
Previously the F1 wheels were exposed to the flow, but with the updated technical regulations using wheel covers, the aim was to reduce the dirty air from this interaction. The aim of the wheel covers was to clean up the width of the wheel wake. #F1Tech 🧵
The brake-bias is one of the adjustments more often tweaked by the drivers🕹
The 5️⃣7️⃣.0️⃣ in the picture means the front brakes will have 57% of the braking force and the rears the remaining 43%.
But do you 🫵🏼 know does it really work? Let's discover it! 🧵🏎 #F1Tech
The 5️⃣7️⃣.0️⃣ in the picture means the front brakes will have 57% of the braking force and the rears the remaining 43%.
But do you 🫵🏼 know does it really work? Let's discover it! 🧵🏎 #F1Tech
(You might benefit from some technical concepts explained here ⤵️. Consider taking a read first!)
A decelerating tire needs to roll slower than the free-rolling tire rate, v/R. In this case, the longitudinal slip ratio is negative.
In Formula 1, performance is dictated by the tires. But how do they work? How drivers extract their maximum grip? Let's learn about it! #F1Tech
A tire is free-rolling when it rotates at a rate, ω, such that the points at the contact patch move with the same velocity of the tire hub, v. This rate is ω=v/R. Under these assumption, and if we neglect the rolling resistance, the tire produces zero grip and its speed stays...
... unchanged. If we roll a carpet around the tire, we would see that it is left on the road perfectly unwrinkled. The velocity of the contact point, vc = v-ωR, will be zero. Under real conditions, tires need to violate this condition to generate grip.
A very useful computation in vehicle dynamics is the g-g diagram. What the heck is that? Well... ⤵️ #F1Tech 🏎
Given a car, its set-up, and a velocity, the g-g diagram represents its acceleration envelope: the maximum acceleration the car can perform.
Higher longitudinal accelerations mean the car has more traction and it can brake harder, whereas higher lateral accelerations mean the car can squeeze through tighter corners
“Adding power makes you faster on the straights. Subtracting weight makes you faster everywhere.”
—Colin Chapman
The best answer to this version of the “10% problem” is 4) Worst Car/Less Weight. Let's see why I think so... (a 🧵)
#F1Tech #F1
—Colin Chapman
The best answer to this version of the “10% problem” is 4) Worst Car/Less Weight. Let's see why I think so... (a 🧵)
#F1Tech #F1
First of all, what exactly is being asked here? 🤔 The fastest car on the grid is slowed (by increasing weight or decreasing power), and the slowest car on the grid is made faster by the same variables (less weight/more power). The race is ONLY between these four modified cars.
Since there's no limit to how much time a bad driver can cost you[1], we suggest using the best qualifying lap from each team as a metric for “pure” car performance. In Melbourne, this gives the following results:
LEC - 1:17.868
VET - 1:21.149 (+3.281s)
formula1.com/en/results.htm…
LEC - 1:17.868
VET - 1:21.149 (+3.281s)
formula1.com/en/results.htm…
During Pre-season testing many people wondered how powerful the slipstream might be with these new wake friendly aero regulated cars. Some also wondered how powerful the DRS might be following in the slipstream. I did a post on this some time ago.#F1Tech
The battle between @Max33Verstappen and @Charles_Leclerc was really fun to watch. Not only did we see the new regulations working quite well, but we saw just how powerful DRS still is. #F1Tech
📸 (@XPBImages) #AMuS
📸 (@XPBImages) #AMuS
The best comparison to use comes from the battle along the the pit lane straight where Max had a few goes at Charles. In this first image MV has DRS and stays in the slipstream before stepping out late and reaches a peak speed of 331 kph. #F1Tech
The rumors about the @MercedesAMGF1 being updated without a side pod and comments to @ScarbsTech mad scientist Merc drawings, showed me some explanation of the aero influence side pods have is worthwhile. So let's dig more into this #F1Tech thread.
📸(Stefan Baldauf) #AMuS
📸(Stefan Baldauf) #AMuS
For open wheel racers, one especially problematic geometric element is the front tires. A source of drag, and wake turbulence, the control of the front tire wake is essential for aero efficiency. A great study of this can be found below racecar-engineering.com/articles/wheel…
#F1Tech
#F1Tech
There are three primary turbulent structures around a rotating wheel. From the referenced study, the influence of the front wing can not be ignored, so the results presented are generally present but can be different as teams design the front wings differently. #F1Tech
