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 →
Over the summer I asked if there was anything that you wanted explaining on the technical side of F1, via my social media outlets. I received a few questions and – now that I have got my new laptop – they shall be duly answered in this blog post. So let’s crack on…
“Ferrari’s front brake ducts seem larger than necessary, even without any blown wheel nuts. What’s your opinion on them?” – Andrea Solimini, via Facebook Continue reading →
Unlike any other circuit on the F1 calendar, the streets of Monte Carlo traditionally bring the field a little closer together than anywhere else due to the lower impact of aerodynamic performance. With an average speed of roughly 100mph, mechanical grip and driveability are the dominant performance parameters, although teams will cram on as many downforce producing devices to generate further laptime.
Whilst the Principality is not necessarily the ideal place to bring upgrades, the development race never ceases, plus we also got a better look at the Ferrari power unit on Thursday – an item that has been kept in a cloud of secrecy for some time now. Continue reading →