It wasn't about fuel economy - it was about energy efficiency, which has always been critical in F1. What's the difference between a 2.4 V8 that made 760 hp and one that made 775 hp? 2%, and a lap time advantage on track. What's the advantage for an MGE-H unit that is 2% more efficient? More power, and a lap time advantage. Further, a V8 that was 2% more efficient was either faster or carried less fuel, giving a lap time advantage and elapsed race distance time advantage either way. This is just a new form of efficiency in translating energy to speed. It's been a long, long time since F1 teams didn't care about fuel/energy efficiency and would just throw in a few extra gallons to make up for a thirstier engine. When did Ferrari give up V12s voluntarily and switch to V10s? In the late 90s - and it wasn't because of greater power, it was because of greater efficiency. But hey, you can enjoy the new F1 your own way, don't let me ruin all the moaning and complaining for the next few months for you!
Omnisport wrote: LA FIA BOCCIA LA PUNTA DEL MUSO? Lo stesso direttore tecnico nel comunicato emesso il 6 gennaio scorso ha ammesso che la E22 dovrà ancora essere sottoposta al crash-test anteriore. Come mai? Si dice che il naso studiato dagli aerodinamici di Enstone sarebbe stato bocciato dalla FIA nell'interpretazione di legalità del muso in fase di omologazione. Se la scocca 2014 nella parte anteriore deve avere unaltezza di 525 mm (contro i 625 mm del 2013), la punta del muso deve spiovere a 185 mm. I creativi della Lotus si sono inventati una sorta di naso alto con un manico di scopa sulla punta e piloni destinati a reggere lala anteriore molto spessi. Il punteruolo sarebbe stato molto più piccolo di quello finora mostrato nelle animazioni che prefigurano le vetture 2014 e sarebbe stato considerato pericoloso da Jo Bauer e colleghi in caso di urto. Gli ingegneri, quindi, avrebbero dovuto ridisegnare il muso per superare il test frontale. Si capisce, quindi, perché ci sia un ritardo partial translation: If the front of the crash structure must be 525mm high (compared to 625mm on 2013) the point of the nose must fall to 185mm. The creative minds at lotus invented a type of tall nose with a "broom handle" on the tip with very thick pylons designed to hold the front wing. The "point" (punteruolo) is said to be a lot smaller than those that we have seen in animations of 2014 cars and was deemed to be dangerous by Jo Bauer and his colleagues in urge event of a crash. So I'm thinking the nose looks like a sideways Y with the bottom piece being very very thin with really thick pylons connecting to the wing. Just an extreme version of what we have already seen or possibly something different? It was also said in the article that lotus has gotten back to the same levels of downforce of 2013 with the 2014 car.
From PlanetF1.com-----http://www.planetf1.com/driver/18227/9114189/Drivers-need-to-adapt-to-difficult-cars Gary Paffett reckons this year's cars will be "a lot more difficult to drive" as they have "a lot less" downforce. Although the McLaren test driver has yet to put this year's MP4-29 through its paces out on track, he has been in action in the simulator. Getting a feel for the changes, which mandate the use of only a single exhaust pipe that cannot be used to influence aerodynamics, Paffett says drivers will need to adapt their style to the new regulations. "It is going to be exciting, the cars are very different to what we have had for the last few years," he said in an interview with Sky Sports Online. "The downforce level in particular is a lot less than we have had - in the past the FIA have tried to reduce that, but this year they seem to have successfully done that. "The cars are a lot more difficult to drive, especially with the different power unit and the amount of torque that the turbo engines produce - even the medium to high speed corners are difficult without the blown downforce we have had in the last few years. "The cars are definitely a lot more difficult to drive, so it is going to be exciting to see how the drivers get on with it." He added: "They are definitely going to have to change. I have worked in the simulator a long time on these cars and when I swapped back and forth from the (MP4-) 29 to the 28, you do have to change your style, the way you drive the car. "Working with Jenson (Button) as well, the first time he came to drive the car I spent a bit of time talking him through it and you could physically see him having to think about how to drive the car. "So the drivers are going to have to think about it and try and think how to get the best out of it because it is not just how the car handles and the balance of the car, but the way to use the tyres and use the fuel and all of the devices we have on the car now as well with regards to the KERS and everything else, it takes a lot more thought from the driver this year." As for the possibility of a McLaren fight back in the wake of a podium-less 2013 campaign, Paffett is confident the team has resolved their issues. "I think if we had fully identified it we would have been a lot more competitive at the end of the year," he said. "We accepted that we made mistakes and there are areas of the car we know were problematic, but I think the problem was some of the areas were too big to fix during the season. "So I am pretty sure we have a good idea of where we went wrong, but you can never say for sure until you build another car that you know exactly how it went wrong, but we have an idea of what we are doing with this year's car. "It is a different car totally anyway, we have learnt from last year's car areas we need to avoid going down, but it is a different car anyway - it is a different challenge and it is a challenge for everybody. We certainly feel it is a bit of a fresh start for everybody and we are pushing very hard to make sure we get on top of it from the start. "However, you can set your targets, but we are never going to know where we are until we get out testing and in the first race - because it is such a big regulation change, you really don't know where you need to be. "The lap times in the simulator mean nothing as you don't know what everyone else is doing and with such a big change in the design of the car for this year, until we get to the first race, I don't think we are really going to know where we are."
These engines MAY not have a throttle butterfly. Everything will be controlled by the MGU-H and fuel controlled via the ECU. This means the throttle pedal will only control the ECU and how it delivers fuel and affords the MGU-H to control airflow by way of turbo spool control.
Ferrari still don't know what suspensions they'll have Ferrari not abandoning 'pullrod' layout for 2014 | News | Motorsport.com And Raikkonen's Kabbalah would scare Nostradamus'
Scuderia Ferrari 2014 car Remember to vote for the name of this years F1 car. The alternative are: - F14 T - F14 Maranello - F14 Scuderia - F166 Turbo - F616
ESPN F1 @ESPNF1 Ferrari will reveal its new car on January 25, with the name to be chosen by fans by January 24 #F1 5 minutes ago I like F166
That's a good sign. I'm so glad they brought the nose down. The cars have looked ungainly the past few seasons. Cheers, Geo
Analysis: F1's biggest hopes and fears in 2014 By Jonathan Noble Wednesday, January 15th 2014, 10:46 GMT Formula 1 is in the final stages of its countdown to the opening test at Jerez in Spain, with excitement mounting about the arrival of the all-new 2014 cars. The dramatic change in regulations this year has left speculation at fever pitch about what will happen this year, with even leading drivers admitting this week that they are clueless about what to expect. F1 is indeed in a unique situation in trying to predict what impact arguably the biggest regulation in change in history will have, with the optimists expecting the most open season in years, and the pessimists concerned it could be a step too far. Having garnered insight from those in the know about the current state of affairs, and with less than two weeks to go until the first test, AUTOSPORT outlines the biggest hopes and fears that F1 faces in 2014. THE HOPES 1. UNPREDICTABILITY The change in rules is so great from 2013 to this year, with all areas of the car new, that it is impossible to be sure who is going to come out on top. There is talk of some major teams struggling to match the performance of last year's cars, or having major reliability concerns in areas like the gearbox. After Sebastian Vettel's total dominance at the end of last year, such unpredictability heading into the season is refreshing. 2. A MORE LEVEL PLAYING FIELD Last year, Red Bull proved masters in the final season of the old regulations, with its RB9 dominant once Pirelli's tyres had changed. For 2014 there are so many elements of the package that can influence performance that there is every chance the battle for wins will be much more closely fought. 3. AERO NO LONGER KING Adrian Newey and his design team's genius at blown floor aerodynamics meant Red Bull was streets ahead of their rivals because that area of the car had such a big influence in performance. For 2014, that will no longer be the case, with engine performance and fuel economy now just as important as aero. That should serve to mix up the competitive order more because different teams have varied strengths. 4. CUTTING EDGE TECHNOLOGY F1's V8 engine freeze has meant much of the technology development in the sport has been hidden beneath the surface of the car. For 2014 the new turbo engines and energy recovery systems will bring the technical battleground to the forefront - good news as this is an area that has always excited F1 fans. 5. DRIVERS MAKING A DIFFERENCE The need to manage fuel in 2014, allied to best use of ERS, means top-line drivers will need to think more this year if they are going to win races. They also need to understand how best to get performance from a car in qualifying that must be driven very differently to the races. That should help spice up the action and bring variety to the show. FEARS 1. TOO RANDOM While the potential return of regular reliability woes could make races more exciting, there is a danger that it could go too far. While the odd shock winner from the back of the grid would be exciting, it could damage the image of the sport if random victors become too regular and races turned into farces where backmarkers are taking the chequered flag first simply because they are the only ones left standing. 2. COMPLICATED RACING The challenge of managing fuel economy as well as working out the most effective use of ERS is immense - and it means grands prix may turn into complicated strategy games. If it goes down that route too much, then it could be a turn off for fans who could get lost in all the tactical implications that 2014's rules have delivered. 3. DULL SOUNDING CARS We will not have a true idea of how F1's new cars sound until the Jerez test, but the doom-mongers are already worried the new V6 turbos will not sound good. F1 cars have always been about blowing away the senses. If the new engines do not do that, it could be another turn off for fans. 4. SUNDAY ECONOMY DRIVES The end of refuelling in F1 brought a halt to the flat out sprint racing of the past, with teams having carefully managed fuel loads in recent years. It goes a step further this year, with drivers having just 100kg to play with in the races. That limit could prove tough for some venues - like Melbourne - and may force drivers to wind down the power and cruise around in grands prix, rather than race hard, just to make it to the finish. It is not what fans want to see. 5. SINGLE TEAM DOMINATION The F1 gossip machine is already hinting that Mercedes will be the team to beat, with the paddock grapevine suggesting it is pretty upbeat about its 2014 design performance compared to rival outfits. If that is the case, and some of the other front runners are having trouble, then F1 could end up with single team domination again - something few fans want to see after the less than thrilling end to 2013.
It's conjectured that Mercedes are homologating their engines with both Bosch and Marelli injectors. The Marelli injectors are said to be the only injector which is able to be good to the full 500bar.
Me too. Remember that you can vote 5 times! The other names are boring and don't have anywhere near the same amount of technical reference, which is what should be the decider on the name of an F1 car.
Are they attempting to kill everyone with their dart front nose and win the championship by default? Perfect shape too! I'm falling of my ****ing chair!!! Very good. Pretty cars win races...right?
That´s a F2001. Take a look: Ferrari 2014 Car Pre-launch Speculation - Forum - F1technical.net There´s a pic of the Red Bull around there that I bet it´s fake: https://twitter.com/RickyMnh/status/423493040552943616/photo/1
