F1 Technical Specification Discussion Centre

ShadowChaser

tidaaaaaaaaaaaaakkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkkk there goes the excitement:geram::@

weta_studio

aku lebih suka if design kereta balik kepada tahun 2008

ShadowChaser

182# weta_studio

wing blakang lebih besar kan

ShadowChaser

Technical Talk: How will Button cope without 'Shove'?

Brawn GP has confirmed that race engineer Andrew Shovlin (pictured, on the left) will not be following Jenson Button to McLaren - so how will the loss of such a long-term partner affect the Briton's chances of success in 2010?

Button has worked with Shovlin for seven years, going through reams of race and test session data to find the performance improvements needed to make the best of whatever car they were given.

After years with poor equipment, they got the car they needed to compete at the front in 2009 and beat Rubens Barrichello and his engineers to win the title.

Every race driver will admit the relationship with his race engineer is one of the most vital to get right, and a good one can certainly gain a driver precious seconds.

Starting with an analysis of historical data on the particular circuit, a race engineer will look for patterns in traffic and overtaking for the upcoming race and, using simulation packages at the factory, develop a running plan for the race weekend.

At the track, Friday is spent with one eye on the team's cars and one eye on the competition. After the practice sessions, the engineers will join the drivers and run through data at a team meeting.

The driver will often then join the engineer to discuss how to improve the set-up and plan a strategy ahead of qualifying, including what tyres to use and, in 2009, several different scenarios of fuel levels to run in the final session, depending on their competitors' relative performance.

This year Shovlin and his opposite number in Barrichello's garage, Jock Clear, discussed race scenarios with team boss Ross Brawn on the Sunday morning to develop a plan for each car's pit stop timing, fuel levels and tyre choice to use if all went to plan, along with alternative plans to use in reaction to different events during the race.

And once the lights go out, the race engineer is in control, continually instructing the driver what to do when - including how fast to go and how to manage the tyres.

In modern day F1, victory is more down to successful race management than seat-of-the-pants racing and it is clear that having a good relationship in such a close competitive working environment is vital to make the in-depth analysis and instant decision-making processes run smoothly, which is why after so many years of practice it is not surprising things went well for the pair this year.

However, there were rumours mid-way through the season that Barrichello and Clear were keeping their data secret because for some reason Button and Shovlin were not able to get the best out of the car and needed help from the other side of the garage.

Barrichello is understood to provide good technical feedback, while some claim this is not the case with Button and pointed to a lack of data distribution during the middle of the year as the reason the Briton struggled at times.

It is hard to judge how important the relative skills are within a race team. The attention to detail, complex technical knowledge and sheer hard work of the engineer, who will sit for hours in front of the computer screens analysing data, is clearly important but he still needs to be led in some ways by a driver's feel for the car.

When he moves to McLaren, Button will have to get used to a new partner and a new team, and he will have to learn quickly how to communicate with his new race engineer.

If he is not able to immediately provide clear feedback, and if Hamilton's engineers do not help him out, then it could be a tough start for the reigning world champion in 2010.

weta_studio

183# ShadowChaser
yup yg besar tu..baru la cantik tak tak terlalu bruk banding skrg

weta_studio

184# ShadowChaser
tak pandai pujuk..kena belajar dari schumi

ShadowChaser

186# weta_studio

schumy-brwan remain the best

weta_studio

187# ShadowChaser
yup..agaknya boleh tgk kembali brawn-schumi  next season

ShadowChaser

187# ShadowChaser
yup..agaknya boleh tgk kembali brawn-schumi  next season
weta_studio Post at 21-12-2009 10:43 AM

kemungkinan besar tu

harunakill

180# weta_studio

pemansuhan refuelling ni akan menjadikan f1 agak boring. sebab strategi x ada. tp agak menarik sbb kereta akan jadi berat dan lebar di bahagian belakang.menjadikan f1 engineer pening nak solve this prob...

weta_studio

tak jugak la depend dgn track yg diaorang race nanti

akughi

weta... ko tepek la sikit gambo sketching design

yg berubah tuk thn ni...

ShadowChaser

kalu sesapa leh carik spec detail / changes utk musim ni pun bagus

yastross

kalu sesapa leh carik spec detail / changes utk musim ni pun bagus
ShadowChaser Post at 10-1-2010 16:09

Kat web site rasmi ade...tp x leh kopi arr..kene ngeteh (tengok) jerr!!!

weta_studio

192# akughi
skrg blum ade lagi la

aku pun tgh cari2 gak..

weta_studio

weta_studio

Formula One Double Deck Diffuser explained
Only two rounds into the 2009 FIA Formula OneWorld Championship and the largest number of rule changes in thehistory of the sport have well and truly reshuffled the deck. We took aclose look at the Kinetic Energy Recovery System(KERS) before the opening round got underway in Melbourne, Australia,but it turns out the biggest news in Formula One at the start of theseason is the rear diffusers being used by the Brawn, Toyota andWilliams teams to improve aerodynamics. The diffusers in question werecleared by the FIA as long ago as January but the matter will again beconsidered by the FIA's International Court of Appeal on April 14.

The controversy surrounding these devicesstems from a clever interpretation of the rules by the three teams inquestion and the fact that they obviously have a clear on trackadvantage, Brawn having claimed both poles and won both races so farthis year. The 2009 regulations were designed to reduce downforce andincrease overtaking and this included a smaller diffuser in a morerearward position. With an estimated 50% reduction in downforce becauseof these changes, teams have been working hard to regain the lostdownforce.

McLaren, Ferrari, Renault and Sauber have allmade very literal interpretations of the revised 2009 rules regardingthe rear diffuser. The new regulations now limit the main part of thediffuser to a width of 1000mm, a length of 350mm and a height of 175mmso all of the channels on these cars are the same height and length,with no difference in height between the main central section and theside channels.

The Brawn, Williams and Toyota diffusers haveexploited a loophole in the rules as did most teams last year. The reardiffuser regulations are simply a section of the wider bodyworkregulations, which also include sections which allow bodywork in areasnot intended for the diffuser. More important is the fact that allthree designs use a 'window' or hole to feed the top side of thediffuser. That hole is horizontal in the case of the Williams, verticalfor the other two teams, and is located where the flat floor meets thediffuser. The Brawn and Williams cars have 'double deck' diffuserswhile the Toyota has a 'triple deck' version.

The area of contention surrounds the centralcrash structure at the rear of the car. Where the literalinterpretation suggests a single 1 meter wide channel the same heightall the way across, the three diffuser teams have split that into 3channels using the crash structure as a central channel.

Toyota’s diffuser exploits regulations thatallow extra bodywork within a 150mm zone in the center of the car, theteam has cleverly shaped the TF109s rear crash structure so that iteffectively lengthens and heightens the diffuser’s central section,which also features a very low splitter at its base. The same area hasbeen exploited in recent years with small winglets mounted atop andbelow the rear crash structure.

Additionally there is an ambiguous rule whichappears to allow more than one surface to exist in this area. All threeteams have been able to create a double decker diffuser, their maindiffuser is as long, wide and tall as the rules allow, but they havemade the middle section stop short of meeting the flat floor - insteadthe floor extends into the upper diffuser creating an opening to allowairflow above the main diffuser which creates more diffuser exit area,and the higher expansion of the flow through the diffuser creates moredownforce.

The cars from McLaren, Ferrari, Renault andBMW Sauber don't have these holes in the diffuser and the main point ofdebate is whether the diffuser's three channels can be considered asseparate entities, or whether they must be considered as one whole.Given the wording of the regulations, one can argue a case either way,though the majority of teams apparently took the spirit of the rules tomean that all three channels must have the same height and length, withno holes to feed them.
Paul Evans

Yo-Ya

Ni spec bagi kereta F1 tahun 2010

2010 regulation changes - 2009/2010 front comparison




From the front, the 2010 cars will look distinctly different to their '09 predecessors due to the narrower front tyres (1) and the wider rear bodywork needed to accommodate the larger fuel tank (2) required following the ban on refuelling. The slimmer front tyres - which address the imbalance of front and rear grip that resulted from the reintroduction of slicks last year - will widen the space between tyre and chassis, thus making this area even more important aerodynamically, so expect to see it featuring some interesting aero components.

Yo-Ya

2010 regulation changes - 2009/2010 overhead comparison

The changes for 2010 are perhaps most striking from overhead. As a result of the ban on refuelling, the fuel tank (4) will be longer and wider. The wheelbase is likely to be about 15 cm longer than in '09 to accommodate this larger tank (6), though teams could opt to move the driver forward slightly (3) or build shorter gearboxes (5) to minimise this increase. At the front, the narrower front tyres (2) will change the handling characteristics and weight distribution of the car, while the driver has control of the front wing flap angle (1) from the cockpit.

Yo-Ya

2010 regulation changes - 2009/2010 side comparison



   
Althoughthe refuelling ban for 2010 is a change to the sporting regulations, ithas technical implications too. The fuel tank's capacity (2) has almostdoubled from around 120 litres to at least 235 litres, while the car'sminimum weight has been increased from 605kg to 620kg. To accommodatethe larger tank, the car's wheelbase will likely be increased by around15cm (3). Another 2010 change is that wheels covers (1) have beenbanned. This is primarily to avoid problems during pit stops which,with no refuelling, will be incredibly fast. It's been estimated thatpit stop times will be cut to under four seconds.