Part 2 of mine and Matt Somerfield‘s eBook on how the Mercedes W05 dominated in 2014 is available to buy on the Google Play store for just over £4. It explains all the aerodynamic details of the (statistically) most successful F1 car to date and also runs over topics such as FRIC suspension (pictured above). Please purchase it – a lot of effort went into this part of the eBook so we would really appreciate your support.
Here it is! The first part of our eBook magazine series by myself and Matthew Somerfield is available to purchase on Google Play. Part 1 covers the team structure (highlighting key personnel), the history of the team, the fundamental changes to the F1 regulations for 2014 (including a comparison between the W04 and the W05) and a review of each race with explanations for any of the technical failures that occurred on the W05 throughout the year.
Click the link at the bottom of this post to purchase!
A desktop view of our eBook when read via Google Play
Unfortunately it is not going up on iTunes for the foreseeable future but if you own an Apple device then you can download the Google Play Books app and view it on there. Alternatively, it looks great on a desktop computer or laptop where you can also access the Google Play store.
Part 2 is already well under way. The next three issues will go through the aerodynamics/chassis, the award-winning Mercedes PU106A Hybrid power unit/complete drivetrain and a conclusive part tying all of these elements together.
You can ‘try before you buy’ if you wish to do so by reading the free sample, also available in the link below.
Sebastian Vettel has had his worst Formula 1 season to date, comprehensively beaten by his younger teammate and generally never getting to grips with the Red Bull RB10. A lot has been said as to why this is the case, so I decided to throw my thoughts up on Richland F1 from a technical perspective.
I don’t talk about the mind games or the internal politics in this piece: this is 100% looking at the potential reasons behind Vettel’s poor performances from a driver/car relationship perspective. It’s already had quite a few comments left by readers at the bottom and I’d love to see some more. Read it here – http://richlandf1.com/?p=31939
Apologies for the lack of posts up on here. I am primarily concentrating on the Mercedes W05 eBook (which is coming very, very soon by the way) and also revising for January exams!
I hope to get a post or two up before the end of the year, hopefully something on why some drivers are more sensitive to rear brake locking under the new regulations plus my 2015 prediction drawing.
A short message: thank you so much for reading this blog. I’ve had an amazing year and my following only continues to grow. I couldn’t really have imagined how far I would get with this blog and I hope this is just the start of something bigger. I always want to improve my content and I’ve got some ideas lined up for 2015 which you might enjoy.
Not for the first time in their short F1 history, Red Bull have caused controversy regarding flexible bodywork around the front wing area. In Abu Dhabi both RB10s were excluded from qualifying after the FIA discovered that the upper flap on the front wing was flexing far too much, induced by an illegal device that is believed to be in the form of a leaf spring.
Back-to-back events never really give teams a chance to bring anything new to the table at the second GP event and Brazil was a classic case of this as the F1 circus headed straight from Texas to Interlagos.
Much of the weekend’s practice sessions was spent analysing components ahead of 2015, using large pitot tube arrays to gather information about critical areas where airflow is passing. Whilst CFD and wind-tunnel testing are pretty reliable it is important to transfer the knowledge gained in the factory to the track, hence why the often-used C-word, correlation, is vital to the performance of an F1 car. Continue reading →
In terms of tech droughts it would be fair to say that the past month has certainly been through one. Thanks to customs regulations in Russia there were little new parts three weeks ago and the teams had to compensate in Japan. Thankfully after a healthy break and more relaxed laws over goods, the US GP was a perfect opportunity to bring developments. Some teams even brought 2015 prototype components for evaluation. The Circuit of The Americas is an ideal proving ground for such parts as the track tests aerodynamic performance to quite an extreme: high speed corners and long straights force teams to cut drag whilst retaining a high level of downforce. Continue reading →
Spa and Monza are two circuits that come at a convenient time on the F1 calendar as their place in the season – just two weeks apart from eachother – allows the teams to finalise their low downforce packages over the summer break.
Spa in particular has always represented a dilemma for the teams: do you go high downforce for the middle sector and compromise top speed, or opt for a low drag setup for S1 and S3 at a risk of losing out if it rains? It is for this reason that we see a mix-and-match of both low drag rear wings and high downforce front wings, although this year the teams had more unique combinations than usual thanks to the high top speeds these cars reach even with a high downforce package. Continue reading →