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F1 Technical Specification Discussion Centre
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At Suzuka Red Bull introduced another new front wing with an endplate
comprising only two pieces. Unfortunately Vettel destroyed his in his Friday
morning practice crash and the team decided to run with the old wing (lower
drawing) on both cars until new spares could be flown out from the factory,
arriving by helicopter just 20 minutes before qualifying.
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At Suzuka McLaren introduced at least the fourth edition of the new DRS
rear wing first seen at Silverstone. Compared the last update in Singapore,
it has a more efficient DRS phase, with a greater reduction in drag,
following the trend set by Red Bull and Ferrari.
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top team mclaren/ferrari/merc/RB byk update,modified..
tak byk dari team lain..
tetiap update ni bole tahan juga amaun duit yg dibelanja.. |
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merc tak byk buat modified berbanding 3 team ni...
pasal tu setiap race kene tinggal....
dlm F1 mmg setiap trak kene buat update kalo tak ketinggalan la jawap nyer... |
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buat banyak2 update pun kalau keta tak bertambah laju tak guna jugak...
ambik contoh lotus renault... bertambah teruk dah team nie... |
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Reply 545# satusembilan
key person technical dah blah ke team lain..
tu ada pernyumbang juga..tp kene ada pengganti yg sesuai dan berkelayakan..
fornt exhaust dah bagus..tp entah maybe takde idea lagi nak updatekan lagi |
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senang cite alonso tak de dlm renot...mento dah bla..yg lain2 mati kutu la |
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malulah tue sebab kena banhammer... |
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Berjuta gak maintainance dia, kos enjin sahaja 20 ribu pound sterling, diaorang dah banyak untung masih nak tamak lagi, tak nak turunkan harga minyak |
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Reply 550# Senyum86
ape kaitan ngan turunkan harga minyak ni? |
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ade desas desus nak haramkan diffuser.... |
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la ye ke..... aku baru bace berita tu kat espn tadi |
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lame dah di ban kan..
tahun ni ade la lagi sistem akan di ban kan.. |
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Reply 550# Senyum86
tak berape faham statement ni.. |
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FIA dah keluarkn 15 pekara yg berubah pada rules sediada.... |
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undang undang yg diubah tuk thn 2012
1) rule changes - rear-view mirror placement
FIA Technical Regulation
14.3.3 - All parts of the rear view mirrors, including their housings and mountings, must be situated between 250mm and 500mm from the car centre line and between 550mm and 750mm from the rear edge of the cockpit entry template.
2) rule changes - fixed weight distribution
FIA Technical Regulation
4.2 - For 2011 only, the weight applied on the front and rear wheels must not be less than 291kg and 342kg respectively at all times during the qualifying practice session. If, when required for checking, a car is not already fitted with dry-weather tyres, it will be weighed on a set of dry-weather tyres selected by the FIA technical delegate.
3) rule changes - ban on double diffusers
FIA Technical Regulation
3.12.9 - In an area lying 450mm or less from the car centre line, and from 450mm forward of the rear face of the cockpit entry template to 350mm rearward of the rear wheel centre line, any intersection of any bodywork visible from beneath the car with a lateral or longitudinal vertical plane should form one continuous line which is visible from beneath the car. When assessing the compliance of bodywork surfaces in this area the aperture referred to in Article 3.12.7 need not be considered.
3.12.10 In an area lying 650mm or less from the car centre line, and from 450mm forward of the rear face of the cockpit entry template to 350mm forward of the rear wheel centre line, any intersection of any bodywork visible from beneath the car with a lateral or longitudinal vertical plane should form one continuous line which is visible from beneath the car.
3.12.11 Compliance with Article 3.12 must be demonstrated with the panels referred to in Articles 15.4.7 and 15.4.8 and all unsprung parts of the car removed.
4) rule changes - blade-style roll hoops
FIA Technical Regulation
15.2.4 - The principal roll structure must have a minimum enclosed structural cross section of 10000mm2, in vertical projection, across a horizontal plane 50mm below its highest point. The area thus established must not exceed 200mm in length or width and may not be less than 10000mm2 below this point.
5) rule changes - doubled wheel tethers
FIA Technical Regulation
10.3.6 - In order to help prevent a wheel becoming separated in the event of all suspension members connecting it to the car failing provision must be made to accommodate flexible tethers, each with a cross sectional area greater than 110mm2. The sole purpose of the tethers is to prevent a wheel becoming separated from the car, they should perform no other function.
The tethers and their attachments must also be designed in order to help prevent a wheel making contact with the driver's head during an accident.
Each wheel must be fitted with two tethers each of which exceed the requirements of 3.1.1 of TestProcedure 03/07.
Each tether must have its own separate attachments at both ends which :
- are able to withstand a tensile force of 70kN in any direction within a cone of 45° (included angle) measured from the load line of the relevant suspension member ;
- on the survival cell or gearbox are separated by at least 100mm measured between the centres of the two attachment points ;
- on each wheel/upright assembly are located on opposite sides of the vertical and horizontal wheel centre lines and are separated by at least 100mm measured between the centres of the two attachment points ;
- are able to accommodate tether end fittings with a minimum inside diameter of 15mm.Furthermore, no suspension member may contain more than one tether.
Each tether must exceed 450mm in length and must utilise end fittings which result in a tether bend radius greater than 7.5mm. |
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6) rule changes - aero rims
FIA Technical Regulation
12.4.6 - When viewed perpendicular to the plane formed by the outer face of the wheel and between the diameters of 120mm and 270mm the wheel may have an area of no greater than 24,000mm2.
7) rule changes - starter hole clarification
FIA Technical Regulation
3.12.7 - No bodywork which is visible from beneath the car and which lies between the rear wheel centre line and a point 350mm rearward of it may be more than 125mm above the reference plane. With the exception of the aperture described below, any intersection of the surfaces in this area with a lateral or longitudinal vertical plane should form one continuous line which is visible from beneath the car.
An aperture for the purpose of allowing access for the device referred to in Article 5.16 is permitted in this surface. However, no such aperture may have an area greater than 3500mm2 when projected onto the surface itself and no point on the aperture may be more than 100mm from any other point on the aperture.
Additionally, any bodywork in this area must produce uniform, solid, hard, continuous, rigid (no degree of freedom in relation to the body/chassis unit), impervious surfaces under all circumstances).
8) rule changes - no sprung plank fixings
FIA Technical Regulation
3.17.5 - Bodywork may deflect no more than 5mm vertically when a 2000N load is applied vertically to it at three different points which lie on the car centre line and 100mm either side of it. Each of these loads will be applied in an upward direction at a point 380mm rearward of the front wheel centre line using a 50mm diameter ram in the two outer locations and a 70mm diameter ram on the car centre line. Stays or structures between the front of the bodywork lying on the reference plane and the survival cell may be present for this test, provided they are completely rigid and have no system or mechanism which allows non-linear deflection during any part of the test.
Furthermore, the bodywork being tested in this area may not include any component which is capable of allowing more than the permitted amount of deflection under the test load (including any linear deflection above the test load), such components could include, but are not limited to :
a) Joints, bearings pivots or any other form of articulation.
b) Dampers, hydraulics or any form of time dependent component or structure.
c) Buckling members or any component or design which may have, or is suspected of having, any non-linear characteristics.
d) Any parts which may systematically or routinely exhibit permanent deformation.
9) rule changes - restrictions on front chassis height
FIA Technical Regulation
From 15.4.4 - The maximum height of the survival cell between the lines A-A and B-B is 625mm above the reference plane.
10) rule changes - restrictions on rear crash structure
FIA Technical Regulation
From 15.5.3 - Furthermore, when viewed from the side, the lowest and highest points of the impact absorbing structure between its rear face and 50mm aft of the rear wheel centre line may not be separated vertically by more than 275 mm. |
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11) rule changes - rear wing simplification
FIA Technical Regulation
3.10.2 - Other than the bodywork defined in Article 3.10.9, any bodywork behind a point lying 50mm forward of the rear wheel centre line which is more than 730mm above the reference plane, and less than 355mm from the car centre line, must lie in an area when viewed from the side of the car that is situated between the rear wheel centre line and a point 350mm behind it.
With the exception of minimal parts solely associated with adjustment of the section in accordance with Article 3.18 :
- when viewed from the side of the car, no longitudinal cross section may have more than two sections in this area, each of which must be closed.
- no part of these longitudinal cross sections in contact with the external air stream may have a local concave radius of curvature smaller than 100mm.
Once the rearmost and uppermost section is defined, 'gurney' type trim tabs may be fitted to the trailing edge. When measured in any longitudinal cross section no dimension of any such trim tab may exceed 20mm.
The chord of the rearmost and uppermost closed section must always be smaller than the chord of the lowermost section at the same lateral station.
Furthermore, the distance between adjacent sections at any longitudinal plane must lie between 10mm and 15mm at their closest position, except, in accordance with Article 3.18, when this distance must lie between 10mm and 50mm.
12) rule changes - shortened shark fins
FIA Technical Regulation
3.9.1 - No bodywork situated between 50mm and 330mm forward of the rear wheel centre line may be more than 730mm above the reference plane.
13) rule changes - F-duct ban
FIA Technical Regulation
From 3.15 - Aerodynamic influence - With the exception of the parts necessary for the adjustment described in Article 3.18, any car system, device or procedure which uses, or is suspected of using, driver movement as a means of altering the aerodynamic characteristics of the car is prohibited.
14) rule changes - adjustable rear wing
FIA Technical Regulation
3.18 - Driver adjustable bodywork :
3.18.1 The incidence of the rearmost and uppermost closed section described in Article 3.10.2 may be varied whilst the car is in motion provided :
- It comprises only one component that must be symmetrically arranged about the car centre line with a minimum width of 708mm.
- With the exception of minimal parts solely associated with adjustment of the section, no parts of the section in contact with the external airstream may be located any more than 355mm from of the car centre line.
- With the exception of any minimal parts solely associated with adjustment of the rearmost and uppermost section, two closed sections are used in the area described in Article 3.10.2.
- Any such variation of incidence maintains compliance with all of the bodywork regulations.
- When viewed from the side of the car at any longitudinal vertical cross section, the physical point of rotation of the rearmost and uppermost closed section must be fixed and located no more than20mm below the upper extremity and no more than 20mm forward of the rear extremity of the area described in Article 3.10.2 at all times.
- The design is such that failure of the system will result in the uppermost closed section returning to the normal high incidence position.
- Any alteration of the incidence of the uppermost closed section may only be commanded by direct driver input and controlled using the control electronics specified in Article 8.2.
3.18.2 The adjustable bodywork may be activated by the driver at any time prior to the start of the race and, for the sole purpose of improving overtaking opportunities during the race, after the driver has completed a minimum of two laps after the race start or following a safety car period.
The driver may only activate the adjustable bodywork in the race when he has been notified via the control electronics (see Article 8.2) that it is enabled. It will only be enabled if the driver is less than one second behind another at any of the pre-determined positions around each circuit. The system will be disabled by the control electronics the first time the driver uses the brakes after he has activated the system.
The FIA may, after consulting all competitors, adjust the above time proximity in order to ensure the stated purpose of the adjustable bodywork is met. |
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Post time 10-10-2011 11:41 AM
