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.
As you may (or may not) know, all of my technical analysis pieces for the 2016 F1 cars are up on F1 Fanatic this year. However I’ve made it really easy for you to find your favourite car/team by linking them all in this post! So here you are – enjoy!
- Mercedes W07 – Can the World Champions continue their winning streak?
- Ferrari SF16-H – Ferrari’s bold winter strategy could bring them a step closer to the Mercs
- Williams FW38 – The FW38 is arguably the most important car for Williams in a long time
- Red Bull RB12 – 2016 may be a stop-gap for the Bulls, but don’t discount them for a podium
- Force India VJM09 – Will Force India be able to keep pace with the bigger budget teams?
- Renault R.S.16 – It’s Renault’s first year back as a Constructor, so how will the R.S.16 fare?
- Toro Rosso STR11 – Arguably the boldest car on the grid, Toro Rosso mean business in 2016
- Sauber C35 – Sauber have their eyes on 2017, but the C35 is nonetheless a solid evolution
- McLaren MP4-31 – Time to step up, McLaren, and the new car shows it
- Manor Racing MRT05 – Now with Mercedes propulsion, can Manor fight for points?
- Haas VF-16 – Debutants Haas have gone down the listed parts strategy. And it could work!
Note: This post will be updated as the articles are released.
In my first proper YouTube video, I explain the basic design features of a modern F1 front wing. As you can see, it’s a bit rough round the edges, but I’m reasonably happy with my first attempt. Please like the video if you enjoyed it and subscribe to my channel for more!
Spa Francorchamps is a track with a very unique set of demands: top speed for the long Kemmel straight and the run through Blanchimont, whilst maximising grip in the high-speed middle sector. It’s a tricky balance – year after year we see teams bring multiple packages to this event to find the perfect tradeoff. 2015 is no different, and there were plenty of items to look at across the Belgian grand prix weekend.
This week’s Tech Highlights covers Mercedes’ impressive-looking rear wing, Ferrari’s low downforce package and McLaren-Honda’s continual woes (despite a power unit upgrade) amongst plenty of other tech news as the second half of the season kicks off. Continue reading
Pretty self explanatory – I’ve decided to branch out to YouTube! For now I’ll be based in the ‘studio’ that is my parents’ study, but I’ll set up something different when I’m back at university in Swansea next month.
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Bernie Ecclestone has to decide whether he wants Pirelli or Michelin (or perhaps both) to produce tyres for Formula 1 from 2017 onwards, but he has a few factors to consider. Michelin will only supply tyres if they are able to manufacture 18 inch wheels, rather than the current standard of 13 inches. Whilst Pirelli have tested the former wheel concept a few times over the past two years, they do not seem overly fussed as to which direction the sport takes and, to top it all off, the teams would rather stick with the current design.
So why are 18 inch wheels becoming an increasingly popular size in motorsport? Formula E tyres (which are supplied by Michelin) are wrapped around the larger sized alloy rim, but what difference does this make to the car’s performance? This blog post aims to answer these exact questions. Continue reading
As Le Mans 2015 kicks off today, a new competitor in the LMP1 category is making its debut – Nissan have entered the fiery pit that has belonged to Audi for many years. With Porsche coming in last year and Toyota sparking a resurgence against the dominant four rings, endurance racing has never been more popular in its entire history towards the front end of the grid.
Nissan’s challenger – the GT-R LM NISMO – is nothing short of the word different. It completely turns the philosophy of the modern high end endurance racer on its head, but Nissan are confident that in the future this will be a competitive design.
How is it different to the others?
The GT-R LM NISMO’s engine is a longitudinal front mounted 3 litre twin turbo V6, its power delivered to the front wheels via a 5-speed Xtrac sequential gearbox. The car also incorporates an epicyclic gear cluster to finetune final drive, much like you would find in an automatic transmission. Considering that there is a new fuel flow limit for this year’s World Endurance Championship, its power output of 500hp is pretty good.
As per the regulations, the Nissan is also equipped with hybrid technology in the form of two Torotrak flywheel energy stores, linked to a pair of motor generator units (MGUs – see more on these here) on each front wheel. These have an additional 750hp available so the total potential power output is a staggering 1,250hp.
The flywheel energy stores are also capable of sending energy to the rear wheels via two MGUs located inside each rear hub, which at times can make the Nissan an all-wheel-drive weapon. However it is unlikely they will run energy rearwards for this weekend as they have encountered some reliability issues in recent testing.
All of the car’s radiators are packaged tightly around the powertrain.
The front tyres are also larger than the rears at 360mm and 230mm respectively. This allows greater traction at the front driven wheels whilst reducing friction and creating more space at the rear for the diffuser. More on this in a moment… Continue reading