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 →
At first glance, you may be fooled into thinking that this year’s Ferrari F1 challenger is no more extraordinary than the (rather ordinary) F14 T of last year. When I first saw the launch photos I was, at first, amazed by the apparent lack of change. Look closer, however, and – especially when comparing it with the 2014 car – the SF15-T becomes more logical and sophisticated.
Ferrari were winless for the first time in two decades in 2014. Ultimately, heads rolled and total restructuring across all departments was made during the early winter. Perhaps the fruits of the upheaval won’t be apparent until 2016 or even 2017, but I get the feeling that the SF15-T is the first Ferrari to really have James Allison’s influence stamped all over it entirely. Continue reading →
Mercedes are “out to win” this year’s championship rather than defend their crown, according to senior personnel and two-time World Champion, Lewis Hamilton. They are aware that the opposition – particularly given that in-season power unit development has been allowed – are likely to be making significant gains in performance to catch them. F1 can change very quickly and the seniors at Mercedes know all too well of this.
Improvements have mainly been made within the car to keep them at arm’s length although there are a number of aerodynamic tweaks that have been beneficial. Both drivers have confirmed that there is more downforce on the new W06 than last year’s dominant car, although Jerez is not really the ideal place to be making comparisons given its unique track surface and cool temperatures. Continue reading →
Yesterday Honda released a render of their 2015 power unit (PU), their first crack at the hybrid technology that has revolutionised F1. Whilst the image is not entirely – if at all – representative of their actual unit next year, I have nonetheless had an initial overview of it and also taken a look a the current rumour mill surrounding 2015 drivetrains.
It’s still very early days and things are developing very quickly, but here is the story so far regarding Honda and their position amongst Mercedes, Ferrari and Renault in the power battle for next year – http://richlandf1.com/?p=28880.
I was invited to see the unveiling of the world’s fastest car’s cockpit – Bloodhound SSC. On 13 June, I drove up to their facility in Bristol on a brilliantly warm, sunny day – a healthy revision break to say the least. I also took the opportunity to bring a very good friend, who also wants to take a career path similar to mine. We both love engineering, motoring in particular (obviously), so it would have been unfair to not let him come given that the opportunity was there.
2014 was all about a title push for Mercedes, and the W05 marks this intention. Outwardly more complex than its rivals at this stage, intriguing features are littered across the new Silver Arrow. With chassis and power unit developed under the same roof, could this new car be the fruition of a new dominant power in Formula 1?
Its appearance may be similar to the Ferrari F14 T, but the W05’s nose has a party trick up its sleeve.
The regulations require the tip of the nose to centre a point 185mm above the reference plane with a minimum 9000mm2 cross section. Normally, such is the demand for additional airflow beneath the chassis to produce rear downforce, a single cross section is formed to create the “finger” nose that we are widely seeing across the grid for this season.