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Craig Scarborough

Feb 19 • 4 tweets • 4 min read

@MercedesAMGF1

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

To be legal, the wing tips must meet the endplate in a specific orientation. Merc have done this with small legality parts connecting the two, as well as adding an extra fin.
Which all allows the large cut out.
#F1 #F1Tech

To the left is what the FIA envisage for this area, to the right is the big hole Merc have effectively created.
Allowing more airflow to pass down and outwards thru the cutout.
#F1 #F1Tech

This is useful is to control the front tyre wake.
A lot of turbulence in the form of vortices is formed around the tyre. These pass back along the car & ruin the diffuser performance.
The Merc cut out is aimed at the lower vortex.
While the strake & upper tip work on the others

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Craig Scarborough

@ScarbsTech

Jan 25

#F1 suspension has evolved massively over the years. Especially how the spring/dampers are mechanically operated.
From the Sixties till Today, I’ve drawn up a normalised & simplified set up to show the major variations over the years.
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1-Outboard
We start with the outboard mounted spring/damper. This worked as it's simple, plus the spring/damper travel was close to wheel travel.
Back in the day, the chassis was much wider than now, so short spring/dampers could fit in the narrow gap.
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2-Rocker Arm
The rocker arm set up became commonplace in the 70s & 80s. Creating a narrower monocoque and putting the spring/damper out of the airflow for the front wing & ground effects. The spring/damper travel was limited and the set up was bulky & heavy

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Craig Scarborough

@ScarbsTech

Oct 13, 2022

Ride height is critical for an #F1 car, adjustment may be only a by a millimetre. But, how do they adjust it?
Its most commonly done with the push (pull) rod length. By changing shims in the rod.
Thicker shims raise a pushrod ride height. The opposite for pullrod.
#F1 #TechTalk

The carbon rod and (typically) metal end are bolted together. Creating space for a shim.
Teams have a lookup table, relating a ride height change to a specific thickness of shim.
There's a box of different sized shims in the garage, matched to the list.
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With the car on its stands in the garage, the bolt can be loosened, to open up the joint, allowing the shim to be removed and new one added.
It's a bit trickier with pull rod as the gap is pressed closed by the weight of the suspension assembly.
#F1 #TechTalk

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Craig Scarborough

@ScarbsTech

Aug 16, 2022

2026 #F1 power unit regs are out. Summary, the same layout and power output (~1000hp).
But new; eFuel, less fuel flow, and greater ERS-K, to compensate for the loss of combustion power, the ERS-H & Variable trumpets.

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This means we keep the power, but more will come from the hybrid system, not quite 50/50.
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Without the MGUH and variable trumpets the combustion engine will be more laggy. With the reduced fuel flow exhaust-flaming hot antilag strategies won't be practical. Cold antilag and using the added output from the MGUK will be required.
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Craig Scarborough

@ScarbsTech

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@redbullracing

One of the most interesting cars, #BritishGP spec deep dives
@redbullracing #RB16
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@BremboBrakes

@BremboBrakes bespoke machined with metal bridges to add stiffness . Heated flow out of the brakes ducted back through the scoop outlet.
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