From Formula1.com - Nice article on what awaits us in F1 for next year. Formula 1® - The Official F1® Website
If anything the importance of the designers will be diminished in favour of other departments. And the drivers will probably count a little less too. All round good. Let's enjoy it until they'll freeze developments and specs again.
Huh?..... I guess you meant the aerodynamicists, not 'designers'? As noted in the article, they've got some serious challenges up ahead, not the the least of which is cooling these things. As we know, the aero guys hate every orifice that has to be cut into their sleek missiles. Then there's packaging the whole mess while keeping it 'light & tight'. Some will get it right, others won't. So, overall, I'd actually say the 'designers' will be more important than where they're simply doing incremental steps. It will remain an aero driven formula though IMO. In any event, interesting times ahead..... Just gotta hope Newey does a turd for once.... Cheers, Ian
Ive seen some of the engine designs and they look like they will maintain the high air scoops... which I've not really ever been a fan of...one thind I liked about the old turbo era was the low line body work... less sponsor area ... could be a problem... but with out the high airboxes, it could clean up air to the wing & be an entire new aero development ... I have not looked at the rules so anyone know what the body work will look like ? low noses for sure.
Good points! As you said, they're going from max 550mm down to 185mm next year, so that's a pretty big change in itself. As for high airboxes, they're getting a small "ram air" effect today that won't buy anything with the turbo next season, so we may see some "out of the box" thinking from some of 'em. I still think cooling is going to be one hell of a challenge; Not just oil, water, hydraulics, batteries etc but the charge cooler plumbing is gonna be "interesting" to say the least - In fact, that may well be the reason they stick with high intakes - The turbo must be mounted pretty much on the centreline - presumably in/above the vee so getting cool air to the charge almost mandates an entry that way (?) Cheers, Ian
I cannot wait to see what the teams come up with. It will take some real innovation to package everything into an aerodynamic chassis and have it be successful. The one thing I cannot stop thinking about is the McLaren/Honda deal for 2015. Either switch for 2014 or wait I say.
What are they gonna do next year? Honda are a long way from ready and they can't just drop out!..... They'll be fine with Merc power next season - Hopefully, they'll produce another dog, but these powertrains are so defined now that swapping from Merc to Honda in '15 shouldn't be a big deal - Theoretically, even the engine mounting locations are the same. Cheers, Ian
Wow: Nose height - for safety reasons the height of noses will be reduced in 2014. The maximum height is currently 550mm, whereas next year it’s 185mm.
Are "designers" the aerodynamics engineers? Are the "other departments" powerplant engineers, chassis/mechanical engineers, etc.?
And high air intakes. Here's a preview of the 2014 Ferrari: File:Ferrari 312T 1975.jpg - Wikipedia, the free encyclopedia
Interesting line from the article: "My own view has been that for a number of years, the pecking order is determined by the tyres, then aero, then drivers, then engines."
Just read it. The cars get heavier and slower. Oh cool. Should be great. I presume that added weight is from a combo of KERS batteries and the Turbo items. Bodywork should be smoother with the low nose and no holes for the exhaust.
Newey is the designer par excellence and, although he's not just an aero guy, he certainly doesn't specialize in engines, gearboxes or kers units so his good work could finally be trumped by some smart mechanical innovations allowed for 2014, balancing the engineers efforts.
Today's F-1 designer - is really design managment. Newey does not design the car, but lays out the tech needs and scope- defines the parameters and foot print. all teams have a lead designer who manages the design and creation of the car. the expertise comes into understanding the rules and how and where to exploit loopholes... i was reading in Mortorsport about the F ducts that are incorporated into the high airboxes.. so they may be infact staying. the ram air is a surplus byproduct. the added pressurized air could be collected for cooling and or air charge for a turbo... cooling will be a challenge but I'm sure with high performance intercoolers made today - and or heat exchangers it will not be as critical as its being made out to be. If the FIA would alow more exotic materials and ceramics - i htink cooling would be a thing of the past- and could flow into more road car uses. Carbon ceramic engines could absorb huge amounts of heat without need for liquid cooling as done today, smaller radiators and ability to re use heat /energy exchanges... I'm almost excited to see what is come up with over the next couple of years!
+1 'Cept I'd go even further; I *am* excited to see what they come up with. As for exotic materials I think the teams, not the FIA, were the ones who decided to outlaw 'em on cost grounds...... It's easy to say "well, they're already spending 100's of millions, what's a few more" but as we've seen before, give 'em an inch and they'll take a yard. Same with unlimited testing; The big guys had two dedicated test teams in addition to the race team. So, they went too far the other way and outlawed it completely. Cheers, Ian
This is not the point but I think Newey does design his cars and without the help of technology as he is still the only one using only pencils and paper. Also any passive drs should stay legal although only lotus uses it in races BTW http://www.motorsport.com/f1/news/tavares-exit-could-impact-renault-in-formula-one-reports/
I'am wondering if BMW have found the new rules or the way F1 is heading more to there liking as well.
Hahaha We shall see, the change in the F1 engine regulations to hybrid 1.6-litre turbocharged V6s with cutting edge energy recovery systems will open the way for engine development that is relevant to the industry, which is a very different situation to the frozen 2.4-litre V8s that F1 has been using in recent years. Thats why I think BMW are interested again.
