If you are even remotely interested in Formula 1 you will be aware of the current debate being had over whether the current formula is just not up to scratch. Is it the speed of the cars? The tyre degradation? The power units? DRS? These are some of the many questions that have caused the FIA to reconsider the direction F1 is taking and how to alter it for the better.
This blog post is not going to go into the ins and outs of the debate (thank goodness), but I will now share with you and explain the ideas behind my 2017 – the year the FIA want to get things done by – F1 car concept using a couple of illustrations I did a few months’ ago. Seeing as F1 does not return until next weekend, now seemed like a good time to post this piece.
The general idea behind this car is to follow what the FIA is wanting to do, which is make them faster. Personally, this is not what I would do if I was in charge but I’d better get used to designing around regulations I don’t like! This car therefore represents an emphasis on ground effect and underfloor aerodynamic performance to improve laptime. It should also make following another car in turbulent air a bit less of a challenge as a result.
Bare in mind that these are my personal views on the subject and I am always very interested to hear your comments on this! Please leave them down below (pretty please).
This is my first interpretation of the very basic outline that the FIA have suggested F1 cars should look like come 2017. It is not overly aggressive as I’ve tried to be fairly realistic rather than display some crazy, wing-clustered machine! Continue reading →
Note: Due to a lack of time (as explained in my Announcements 5 blog post) most of this has been copied off my analysis piece for Richland F1, with some added extras that I worth noting.
Shanghai is a bit of a tricky track to set the car up for as the corners are predominantly medium speed with long traction zones (especially the large banked turn onto the huge back straight), but there are plenty of straights to make up time on.
It is for these reasons that we tend to see a compromised aerodynamic package which will later be seen in races such as Canada, where the trade-off between downforce and top speed is constantly being assessed throughout the weekend.
The lengthy corners also put a focus on front tyre life, particularly the front left, so you can’t take too much wing off the car or else you risk putting the tyres in jeopardy. Even if you have slightly too little downforce the tyres won’t stay in their optimum temperature because the straights cool them down before the driver even reaches the braking zone – you could say that it is one of the toughest rounds of the year regarding setup.
To solve these problems teams bring upgrades, which are ideally more efficient at producing downforce than the outgoing component. Continue reading →
As we all know, the noses caused quite a stir at the beginning of this year although, like the stepped noses of 2012, we have steadily become used to the ‘interesting’ solutions across the grid. Many fans – including myself – didn’t like this year’s noses (barring Mercedes, which I personally think looks great) although it was good to see varying approaches to the regulations rather than a generic design.
To prevent some of the aesthetically displeasing designs returning for 2015 the FIA have re-written article 15.4.3 in the technical regulations, supplying a new set of guidelines for the teams to create their front crash structure.
In this blog post we shall dissect the new regulations and consider design options for 2015. Continue reading →
Barcelona is often the place to bring plenty of new bits as not only is Spain closer to home for most teams, but it’s important to start the European leg of the season with additional performance. So it is quite a surprise to see so many new parts turn up in China, just before the Spanish GP in two weeks’ time, although we could perhaps see some more comprehensive updates for Europe.
The Shanghai International Circuit is one of the ultimate compromise tracks: straight-line speed versus down force. It is therefore important to bring parts that will still gain time in the corners but work efficiently to conquer drag down one of the longest straights in F1. It was interesting to note just how much time the Red Bulls were able to claw back in the middle sector relative to the Mercedes cars, only to lose this slight advantage in the third sector containing the aforementioned straight. Continue reading →