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Question of the Day: What is the ultimate French toast topping?
F1 2022
- Thread starter Hamster
- Start date
- Status
V8 hybrid where they rev to 18000rpm again!
ToxicBunny
Oi! Leave me out of this...
I'm not necessarily sold on Miami, but there are elements of the track that could be interesting to watch at least. The portion going under the freeway could be cool to watch for a few laps I reckon.
Naks
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The upgrades Ferrari are set to unleash in their fight against Red Bull: https://racingnews365.com/the-upgrades-ferrari-are-set-to-unleash-in-their-fight-against-red-bull
"...As team boss Mattia Binotto outlined in Imola, a new rear wing - with a different main profile - will be introduced this weekend as a replacement for the versions used so far this season.
But this is not set to be the biggest change as, during the Pirelli tyre tests that followed the Emilia Romagna weekend, Carlos Sainz briefly drove with a new floor.
This floor was first trialled by teammate Charles Leclerc in practice in Australia, meaning Ferrari could bolt it onto their car again for the Pirelli test, as per F1's current regulations.
What's involved in Ferrari's new floor design?Featuring an updated lateral edge with an ogival cut, the new floor arrangement also offered a glimpse of an additional, vertical strip, placed diagonally (see image above) – a type of skid block that should prevent the floor from deforming in the area in front of the rear wheels.
Ferrari's update appears to be a similar concept to the same section on the floor of Red Bull's RB18, with the two teams at the start of an intriguing development war.
Apparently, these metal elements play a role in reducing the oscillations brought on by porpoising when the car is running along the straights, but above all, they greatly increase the trigger speed.
Simply put, porpoising would not only be softened in the final stage, but the phenomenon would appear much less frequently.
By increasing the speed at which the jolting begins, the overall effects of porpoising are shifted on, almost coinciding with the moment braking begins – the slowing down of the car 'turning off' any jolts.
Porpoising is inevitable, connected to the increase in speed and load generated by the floor, which causes the diffuser to stall. By controlling the stall, thanks to the adoption of the new floor, the jolts should be minimised and the drivers look set to enjoy a smoother ride.
Note the profoundly different conformation of the new floor, characterised by a deep, ogival cut, which reveals the underlying presence of a vertical strip - placed diagonally - aimed at preventing the deformation of the floor when the car bottoms at maximum speed. ..."
"...As team boss Mattia Binotto outlined in Imola, a new rear wing - with a different main profile - will be introduced this weekend as a replacement for the versions used so far this season.
But this is not set to be the biggest change as, during the Pirelli tyre tests that followed the Emilia Romagna weekend, Carlos Sainz briefly drove with a new floor.
This floor was first trialled by teammate Charles Leclerc in practice in Australia, meaning Ferrari could bolt it onto their car again for the Pirelli test, as per F1's current regulations.
What's involved in Ferrari's new floor design?Featuring an updated lateral edge with an ogival cut, the new floor arrangement also offered a glimpse of an additional, vertical strip, placed diagonally (see image above) – a type of skid block that should prevent the floor from deforming in the area in front of the rear wheels.
Ferrari's update appears to be a similar concept to the same section on the floor of Red Bull's RB18, with the two teams at the start of an intriguing development war.
Apparently, these metal elements play a role in reducing the oscillations brought on by porpoising when the car is running along the straights, but above all, they greatly increase the trigger speed.
Simply put, porpoising would not only be softened in the final stage, but the phenomenon would appear much less frequently.
By increasing the speed at which the jolting begins, the overall effects of porpoising are shifted on, almost coinciding with the moment braking begins – the slowing down of the car 'turning off' any jolts.
Porpoising is inevitable, connected to the increase in speed and load generated by the floor, which causes the diffuser to stall. By controlling the stall, thanks to the adoption of the new floor, the jolts should be minimised and the drivers look set to enjoy a smoother ride.
Note the profoundly different conformation of the new floor, characterised by a deep, ogival cut, which reveals the underlying presence of a vertical strip - placed diagonally - aimed at preventing the deformation of the floor when the car bottoms at maximum speed. ..."
Naks
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Mercedes: unloaded front wing and 3 kg of lightness: https://it.motorsport.com/f1/news/f1-mercedes-ala-anteriore-scarica-e-3-kg-di-leggerezza/10287593/
"... For the Mercedes technicians the main difficulties derive from the exaggerated frequency of porpoising that brings the nefarious hopping almost to the corner, while on the Ferrari it runs out much earlier when the maximum speeds drop.
While waiting to find out what Mike Elliott's engineers have prepared for the fifth seasonal event (we are talking about a weight reduction of 3 kg), we must be content with observing the front wing of the W13 which was designed for the Miami straight. almost 2 kilometers long.
The image of Giorgio Piola taken in the paddock highlights how the adjustable flap has been redesigned to reduce drag: in particular, the incidence in the portion that goes from the nose to the support brackets has been reduced, while the trailing edge it has been reshaped with clearly visible material removals that make the profile very shaped."
"... For the Mercedes technicians the main difficulties derive from the exaggerated frequency of porpoising that brings the nefarious hopping almost to the corner, while on the Ferrari it runs out much earlier when the maximum speeds drop.
While waiting to find out what Mike Elliott's engineers have prepared for the fifth seasonal event (we are talking about a weight reduction of 3 kg), we must be content with observing the front wing of the W13 which was designed for the Miami straight. almost 2 kilometers long.
The image of Giorgio Piola taken in the paddock highlights how the adjustable flap has been redesigned to reduce drag: in particular, the incidence in the portion that goes from the nose to the support brackets has been reduced, while the trailing edge it has been reshaped with clearly visible material removals that make the profile very shaped."
Naks
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The Red Bull F1 'ice skate' that could be its porpoising cure: https://www.motorsport.com/f1/news/...e-that-could-be-its-porpoising-cure/10287419/
"... And with porpoising remaining such a headache, and the role the floor aero plays in this being critical, there has been some intrigue since Imola about a concept Red Bull is using on the underside of its RB18.
Red Bull's floor features an 'ice skate' strake - a metal strip with holes in it - which sits in the rear outer corner of the floor and appears to offer numerous performance advantages.
The most obvious suggestion is that the metal strake inhibits the floor's flexion under load, so stops porpoising being triggered too early.
This could be achieved in two ways: firstly by adding some stiffness directly to that region of the floor, but secondly by it acting as a skid of sorts, in stopping the floor flexing any more once it has touched the track itself. This will be why the component is metal rather than carbon so doesn't wear away as much.
It's worth nothing that whilst many of Red Bull's rivals have been forced to add metal stays on the upper surface of the floor to prevent the floor from flexing too much, Red Bull has not - suggesting it has the matter under control.
That's not to say it won't eventually, but it is clear the team's current arrangement doesn't require one in order to satisfy its performance needs.
As we've seen from Alpine, which introduced a new floor at Imola, the inclusion of a stay can be beneficial in terms of saving weight, as there will be less material needed in the floor to meet the same strength targets.
Going back to the Red Bull 'ice skate' strake – there are also some aerodynamic benefits to be had with its inclusion. The surface is not only closely aligned with the floor edge drop off, it also takes an abrupt turn towards the rear edge, which will result in the propagation of a vortex.
However, it's also worth bearing in mind that the strake has some holes placed along its length which might be considered significant from an aerodynamic point of view.
Whilst studying this image, thanks to the Red Bull mechanics setting it aside in the garage, it's also worth taking note of a few other features of the RB18's floor, such as the metal insert used in the floor edge cut-out, which limits its flexing, whilst the shaping of the central hull is also of interest.
Not only is there a steep outward curvature in the forward section, there's also an interesting Z-shaped stepped geometry as the boat tail reduces in cross section at the rear and meets with the diffuser.
Interestingly, this brings to mind the kind of design you might associate with the hull design in the boat industry, rather than F1's usual association with aerospace.
Having opted for this design feature, Red Bull has yet to express an interest in pushing the diffuser kick line forward, as the regulations allow, with some of its rivals having used multiple advancements in this respect to increase the diffuser's volume from a vertical perspective.
Instead, Red Bull has opted for a more gradual vertical transition, which could be helping it when we consider the ramifications posed by porpoising. ..."
"... And with porpoising remaining such a headache, and the role the floor aero plays in this being critical, there has been some intrigue since Imola about a concept Red Bull is using on the underside of its RB18.
Red Bull's floor features an 'ice skate' strake - a metal strip with holes in it - which sits in the rear outer corner of the floor and appears to offer numerous performance advantages.
The most obvious suggestion is that the metal strake inhibits the floor's flexion under load, so stops porpoising being triggered too early.
This could be achieved in two ways: firstly by adding some stiffness directly to that region of the floor, but secondly by it acting as a skid of sorts, in stopping the floor flexing any more once it has touched the track itself. This will be why the component is metal rather than carbon so doesn't wear away as much.
It's worth nothing that whilst many of Red Bull's rivals have been forced to add metal stays on the upper surface of the floor to prevent the floor from flexing too much, Red Bull has not - suggesting it has the matter under control.
That's not to say it won't eventually, but it is clear the team's current arrangement doesn't require one in order to satisfy its performance needs.
As we've seen from Alpine, which introduced a new floor at Imola, the inclusion of a stay can be beneficial in terms of saving weight, as there will be less material needed in the floor to meet the same strength targets.
Going back to the Red Bull 'ice skate' strake – there are also some aerodynamic benefits to be had with its inclusion. The surface is not only closely aligned with the floor edge drop off, it also takes an abrupt turn towards the rear edge, which will result in the propagation of a vortex.
However, it's also worth bearing in mind that the strake has some holes placed along its length which might be considered significant from an aerodynamic point of view.
Whilst studying this image, thanks to the Red Bull mechanics setting it aside in the garage, it's also worth taking note of a few other features of the RB18's floor, such as the metal insert used in the floor edge cut-out, which limits its flexing, whilst the shaping of the central hull is also of interest.
Not only is there a steep outward curvature in the forward section, there's also an interesting Z-shaped stepped geometry as the boat tail reduces in cross section at the rear and meets with the diffuser.
Interestingly, this brings to mind the kind of design you might associate with the hull design in the boat industry, rather than F1's usual association with aerospace.
Having opted for this design feature, Red Bull has yet to express an interest in pushing the diffuser kick line forward, as the regulations allow, with some of its rivals having used multiple advancements in this respect to increase the diffuser's volume from a vertical perspective.
Instead, Red Bull has opted for a more gradual vertical transition, which could be helping it when we consider the ramifications posed by porpoising. ..."
Düber
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The track layout itself I don't think is too bad it's all the cringey American siht on the side of it that's putting me off.
JerryMungo
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Yeah, it's not the worst looking track for sure, but that long straight is going to separate the field something chronic. Let's hope for showers.
quovadis
Honorary Master
thestaggy
Honorary Master
A twink and a cub?
Speedster
Honorary Master
Straight from the LH school of fashion
JerryMungo
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Would never have happened in Ron's day lol.
JerryMungo
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What? Their tribute to Max?
Craig_
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I normally hate these late night races but this weekend is fully booked and I won't be home during the day at all, so it suits me perfectly.
sand_man
Honorary Master
Yeah, I can work with that…
Mike Hoxbig
Honorary Master
Way better than early mornings. Everyone asleep and nobody to bug me while I'm watching...
JerryMungo
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It all depends on the race outcome and how exciting it was. At least with mornings you have a Sunday to look forward to of your man DNFs at turn 1.
Night race you now have to go to bed late and look forward to work the next day after a depressing race lol.
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