Why do I bother numbering my announcements? Anyway…
Quick update on what’s happening on theWPTformula blog for what hopes to be an exciting year of motorsport, particularly F1. Alongside my studies I am pleased to say that I’m currently writing for Motorsport Week and with that I will sometimes feature in their partner eMagazine, Motorsport Monday. In fact, you can already find something of mine in this week’s issue, here. It’s a triple-page guide to the 2017 regulations (preview below) and it’s free to read.
If you haven’t heard already, F1 is set to ban the hydraulic heave springs that many teams (notably Mercedes) have been playing with over the past 12-15 months. Although it is not an official ban as yet, a technical directive has been issued to the teams addressing the claims that Ferrari raised in a recent letter to the FIA. Ferrari claims that the component can be classed under the ‘moveable aerodynamics’ catch-all phrase in the regulations, and although it has been discussed in great length over the year it is only now that the Scuderia have chosen to make a formal move against the competition. In this blog post we will aim to cover what the hydraulic heave element does and why a ban at this stage of the 2017 developments could have an impact on the pecking order. Continue reading →
I don’t know about you but since the news that Red Bull’s F1 design guru Adrian Newey was teaming up with Aston Martin for a ‘new project’, I’ve been waiting with bated breath for what kind of machine the two could produce together. Despite the lengthy wait, nothing could quite prepare any of us for what we saw when the AM-RB 001 prototype was showcased in early July.
Once launched the codename will be changed to something more elegant (and probably beginning with a ‘V’) but no doubt the bold body shapes that make it the eye catching will remain. It’s a little Marmite (personally I love it) however every carbon fibre-formed surface has been meticulously sculpted on CAE software to produce a car that meets Newey’s intense focus on aerodynamics. Continue reading →
Time to kick this blog back into life a little now that I’m free for summer, and what better a way of doing so than looking at some of the great tech on display at the Goodwood Festival of Speed. This year’s festival was probably the best one I’ve been to out of the four or five times I’ve visited, not least because we had a great spot on the hillclimb to view the cars – on the inside of Molecomb corner along the braking zone right by the hay bales. Mercedes brought the W05 F1 car too, making them the first team to use a new hybrid-era car for demo purposes.
First stop was the FIA stand, which was filled with some interesting information about motorsport in general as well as a few desirable racing cars.
I knew what was going to be on display there, too – the halo concept that F1 wants to introduce next season was the first thing that caught my attention as I approached. Unfortunately, rather than putting in the effort of actually integrating the halo with the car, the structure had clearly been pinched from Ferrari (they tested it pre-season) and quite literally been stuck to an old monocoque.
It’s been a while since I’ve posted (lots of university assignments/exam preparations going on lately) but I’ve once again teamed up with F1 Fanatic to inform you about the 2017 F1 technical regulations overhaul.
The changes are pretty widespread: bringing back the 2 metre overall width from pre-1998; larger tyres; delta-shaped front wings – there’s a lot to talk about! You can find this fairly comprehensive analysis about all the changes here. Thanks to their helpful image sliders we are able to compare the 2016 car with next year’s in a side-by-side comparison too, which looks pretty cool.
I don’t think there are many other people who have done something similar since the regulations were officially published at the end of April, so go check it out and let me know what you think about the rule changes in the comments!
One of the key design features of this year’s Mercedes W07 is the introduction of an S-duct. The S-duct was first seen in 2012, with Sauber using it as a way to manage airflow over the stepped nose. The idea was that airflow would be less likely to detach from the chassis if air was introduced behind the step. This was done by channeling airflow from underneath the car to a vent exiting backwards above the front bulkhead via an s-shaped duct in the nosebox, hence the term S-duct.