Been crazy busy at university at the moment so unfortunately – whilst I tried to find time to write this exclusively for my blog – I’ve had to copy most of it over from my analysis piece I did for Richland F1. Quick update on YouTube things: very close to getting more videos out… 🙂
The Sochi circuit in Russia is a track of compromise – one of the longest straights on the year kicks the lap off, whilst the high speed S2 and technical final sector make for an aerodynamic headache. This sort of layout shows who has really done their homework and provides us the best chance of seeing the most efficient cars.
With not many more ideal opportunities to introduce new developments to the cars in 2015, Russia saw a number of various upgrades ranging from McLaren’s further revised power unit to an interesting tweak to the Mercedes front wing. Continue reading →
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!
Vortices. We hear about them all the time in modern F1 design and it goes without saying that there has been a lot of development in producing and utilising vortices for aerodynamic performance over the past decade. This piece aims to cover what they are, how they are formed and why they can be both advantageous and detrimental.
What are vortices?
Vortices, the plural of ‘vortex’, can form in two ways however let’s underline just what type of vortices we are looking at for this piece. A regular vortex is a region of air spinning around an imaginary axis and can easily be formed by simply stirring your tea with a spoon or pulling the plug from a sink filled with liquid and watching it drain.
What we are looking into here are wingtip vortices – vortices induced by the natural properties of air as it flows over a surface. They can be seen as spirals of air trailing behind the tips of a wing, be it on an airplane on a racing car. Due to their rotation they are often the biggest cause of induced drag as they are turbulent and slower than clean, laminar airflow. Continue reading →