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Craig Scarborough

@ScarbsTech

Feb 27

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

This year a new term and popular design feature is 'waterslide', also described as downwash sidepods.
It's where the top surface slopes down the rear.
#F1Tech #F12023 #F1

An old featymure, but one that gets more extreme every year is the 'undercut'.
It's where the front corner of the sidepod tucks in
#F1Tech #F12023 #F1

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Craig Scarborough

@ScarbsTech

Feb 26

@redbullracing

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

Suspension follows last season, which has seen other teams follow its raked wishbone set up and low steering rack/trackrod position.
#F1 #f1tech #F12023

The front wing is heavily loaded in the middle, despite being higher off the ground. Plus, a simpler take on the wing/endplate tricks adopted by Merc and others.
#F1 #f1tech #F12023

Read 6 tweets

Craig Scarborough

@ScarbsTech

Feb 19

@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

Read 4 tweets

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.
/long thread...
#F1 #techTalk

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.
#F1 #TechTalk

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

Read 13 tweets

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.
#F1 #TechTalk

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

Read 4 tweets

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.

#TechTalk

This means we keep the power, but more will come from the hybrid system, not quite 50/50.
#F1 #TechTalk

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.
#F1 #TechTalk

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