Analysis: 2014 – General Summary

2014 side & plan

Although I have started my in depth posts on 2014, some viewers have suggested that I do a quick, bitesize summary post. This will be a short overview of the changes in the technical regulations for next season, informing you of all the facts and figures that you will want/need to know before the season commences in Australia, four months away.

For further information on any of items below, simply click on the sub-titles below for a more in depth analysis!

Front Wing and Front Bulkhead

front wing comparison

– The width of the front wing will be reduced from 1800mm (the current width of the car) to 1650mm, trimming the length down my 75mm each side.

– The height of the nose tip must be 185mm above the reference plane and no less than 750mm forward of the front wheel centre line (forward from a point just behind the front wing main plane).

– The cross sectional area of the crash structure nose must have a minimum area of 9000mm² at a point 50mm behind the tip of the nose, to a point 250mm above the reference plane (in line with the base of the front bulkhead).

– After the latter point, the crash structure must eventually diverge to a width no greater than the width of the front bulkhead (about 300mm).

– Vanity panels are still allowed.

Orange = 2013

Orange = 2013

Image courtesy of @techF1LES (techf1les.wordpress.com)

Image courtesy of @techF1LES (techf1les.wordpress.com)

– The maximum height of the front bulkhead (A-A line) must be 525mm above the reference plane.

– The maximum height of the top of the chassis (B-B line) must be 625mm above the reference plane.

Rear Wing

Red = 2013; Yellow = 2014

Red = 2013; Yellow = 2014

– The profile of the rear wing is shallower for 2014. The base of the main plane was 730mm above the reference plane, whereas from next year it must be higher at 750mm above the reference plane.

– No beam wings are permitted.

– Y100 (Monkey Seats, previously Y75) winglets are still allowed.

– The DRS flap may now open up to 65mm, an increase of 15mm over last year.

Power Units

– 1.6 litre V6 turbo engine (max revs 15,000rpm; 600bhp), replacing the naturally aspirated 2.4 litre V8 (max revs 18,000rpm; 750bhp).

– Race fuel is limited to 100kg (in 2013 a typical fuel load was 160kg).

– The new power units must contain a new Energy Recovery System (ERS). The ERS will give an additional 160bhp for 33 seconds per lap. This is not a button activated system (like KERS was), it is mapped into the system to give optimal lap time. It will contribute around 2 seconds to the overall lap time.

– The batteries for the system must weigh 20-25kg and will be placed just beneath the fuel cell as a single unit – the battery pack may not be split into two (as Red Bull have been exploiting, either side of the gearbox).

– The ERS consists of two devices to recover energy:

  • ‘Motor Generator Unit – Kinetic’ (MGU-K) – braking
  • ‘Motor Generator Unit – Heat’ (MGU-H) – heat from the turbo unit

Gearbox

– 8 forward ratios + reverse

– The ratios must be selected before the season commences. The teams have one opportunity to change the ratios if they wish to.

Exhaust System

– Only one exhaust pipe, exiting along the centre line of the car.

– Must exit between 170-185mm behind the rear wheel centre line, 350-550mm above the reference plane.

– The final 150mm of the pipe must point 5 degrees upwards.

– Bodywork is not permitted behind the exhaust exit axis.

2014 update

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4 thoughts on “Analysis: 2014 – General Summary

  1. Chris

    “slightly forward of the front wing endplate leading edge (750mm forward of the front wheel centre line)” – I don’t think this is right, 750mm is behind the front of the front wing.

    Reply
  2. Morris Dancer

    Thanks for writing this, it’s really useful to have all the info in one place.

    I didn’t realise the ERS would be automatic. Presumably the narrower front wing will make it harder for teams to divert the air around the sides of the tyres.

    Reply
    1. thewptformula Post author

      I should have done this at the start to be honest!

      The drivers didn’t like the idea of pressing a button for 33 seconds so it will be mapped into the engine.

      Definitely, but I’ve heard that this is still the preferred method compared to an in-wash design.

      Reply

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