Due to the performances of the German and team-mate Kimi Raikkonen, the Italian outfit have pressed Mercedes at the top of the Constructors’ Championship, and are now down to 10/3 in the F1 betting to secure the crown this season, which may represent good value when used in conjunction with bookmakers’ £50 free bet offers. The quality of the teams and drivers involved will ensure that the battle will go down to the wire.
Perhaps the most important aspect of the race for both awards will be the reliability of the vehicles, which has already played a significant role thus far. Continue reading →
If you haven’t heard already, F1 is set to ban the hydraulic heave springs that many teams (notably Mercedes) have been playing with over the past 12-15 months. Although it is not an official ban as yet, a technical directive has been issued to the teams addressing the claims that Ferrari raised in a recent letter to the FIA. Ferrari claims that the component can be classed under the ‘moveable aerodynamics’ catch-all phrase in the regulations, and although it has been discussed in great length over the year it is only now that the Scuderia have chosen to make a formal move against the competition. In this blog post we will aim to cover what the hydraulic heave element does and why a ban at this stage of the 2017 developments could have an impact on the pecking order. Continue reading →
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
On the very first test outing of the current generation V6 turbo hybrid power units back in February 2014, photographers and journalists got their first taste of the sound of the future of F1. Needless to say, the paddock was split. They are far from the screaming naturally aspirated engines of the past but do arguably offer a much deeper and richer blend of tones, albeit at a substantially lower volume.
There have been complaints from a lot of fans about the lack of decibels over the past year and a half, which is why the FIA have decided to take action ahead of the 2016 season. This involves splitting the wastegate and engine exhaust gases into two separate systems.
At the moment, the exhaust gases from the engine (via the turbocharger) and from the wastegate system all exit through a single exit pipe at the back of the car. The single exhaust pipe layout allows the wastegate gases to escape the bodywork cleanly and prevent internal overheating although this does slightly hinder the overall volume of the exhaust tone.
For 2016 the FIA have decided to divide the ICE and wastegate gases into two sets of pipework, whereby the teams must retain the single, large exhaust exit for the former and up to two smaller outlets – straddling either side the central exit – for the latter. The motorsport governing body think that by splitting the two systems the engine sound will be louder than before, although it is actually more likely to change its tone. Regardless of whether it works or not, at least we won’t be seeing the ‘trumpet’ exhaust tested last year!
Another interesting topic that has emerged from the regulation change is whether it will have any aerodynamic benefits. We have witnessed the power of exhaust gases when it comes to generating downforce when Red Bull pioneered the EBD (exhaust blown diffuser), but will we something similar next year? 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.