Cannot stand matte liveries...especially so on a Ferrari
Pretty good .although not convinced with the matt finish. Charles says he not nervous at all ,and stood centre stage ,he also speaks fluent Italian of course.He had that killer look in his eyes. Vettel must be absolutely crapping his self. Vettel looked a bit out of the limelight to me. The mission winnow whatever is plastered all over the place! .I will be amazed if they are allowed to keep that !
Aaargh, faded red! I suppose we´ll see Rosso Opaco as a 5,000$ option in the configurator soon. Apart from that, we´ll see if the gamble with the outer wash wing and moving the cooling to the sides of the car pays off.
The SF90 (design code 670) is the sixty fifth single-seater built by Ferrari to compete in the Formula 1 World Championship. The car has been produced based on the new regulations, which have required various changes compared to the 2018 car. Among the most obvious changes are those to the front and rear wings. The front wing is wider and boasts simpler aerodynamic profiles, while the rear is wider and higher. The bargeboards have been reduced in height, while the front brake duct design has been simplified. The overall weight of the car increases to 743 kilos, including the driver and his kit, which must weigh a minimum of 80 kilos. The fuel allowance for the race increases from 105 to 110 kg. The SF90 is the sixth car built for Formula 1’s current hybrid era, which began in 2014. Front wing The front wing is one of the most important components of the car, in that not only does it produce downforce at the front end, it also conditions the quality of airflow over the rear, which is a key factor in delivering effective aerodynamics. The 2019 regulations require a simplification of the front wing. Its width is increased to 2 metres, which is exactly the same as the track of the car, while the number of horizontal elements cannot exceed five. The vertical elements at the extremities of the wing are no longer allowed and the geometry of the endplates has been simplified. The purpose of these changes is to make the cars less sensitive to the outwash effect when following another car. Front brake ducts The brake ducts are a very important component on a Formula 1 car. They are designed to cool the carbon brake discs that can reach temperatures of over a thousand degrees Celsius. Over the years, the shape of the front air ducts has become extremely sophisticated and they have evolved to also play an aerodynamic role. In 2019, this is another component that has been simplified in the regulations. Rear wing Like the front wing, the rear has also been subjected to rule changes for 2019. It is higher by 70 millimetres, increasing from 800 to 870mm and wider, increasing from the previous 950 to 1050mm. The end plates are 100 mm longer and house the rear lights, which consist of a pair of LEDs at the outer edges of the rear wing, in a solution similar to the one already adopted by the FIA for LMP1 and LMP2 prototype cars. Rule changes also affect the Drag Reduction System (DRS,) which is now more effective. Bargeboards The bargeboards are the side-mounted vanes that, on a current Formula 1 car help direct air flow to some specific areas of the car. Rules introduced for the 2019 season have limited the design options in this area, by reducing the area available to the designers. The maximum height for the bargeboards drops from 475 millimetres to 350 above the reference plane. Weight The 2019 Formula 1 regulations see the weight of the car increase by 10 kilos from 733 to 743kg. The fuel allowance for the race increases by 5 kg from 105 to 110. In addition, the minimum weight for a driver, including the equipment and seat is set at 80 kilos. For drivers who do not reach this minimum, their cars must take on ballast, which must be fitted in the cockpit area only. Engine cover The engine cover of the new Ferrari to be raced in 2019 is considerably narrower in order to improve the car’s aero efficiency. Work on refining engine components and relocation of some of its ancillaries has led to a reduction in the space taken up, thus allowing for a much more compact bodywork design. This has the advantage of cleaning the airflow to the rear wing. The air intake now has a similar shape to that found on the 2016 car, while work on the fluid-dynamics inside the car means it has the same level of cooling efficiency as the SF71H, while taking up less space. Power Unit A Formula 1 Power Unit consists of six components. These are, the internal combustion engine – a 1.6 litre turbocharged V6; two motor generators, the MGU-K (Motor Generator Unit-Kinetic) and the MGU-H (Motor Generator Unit-Heat). The MGU-K is derived directly from the system known as KERS, which recovers kinetic energy under braking and stores that energy, up to a maximum of 4 MJ in the battery pack. As for the MGU-H, it recovers thermal energy from the turbo. Another element is the battery pack, where the recovered energy is stored until it is released. The sixth element is the electronic control unit. For the 2019, Ferrari 064 Power Unit, both the thermal and mechanical efficiency has continued to develop. This was achieved working on engine combustion, energy recovery and fluids. The Power Unit layout has been designed in symbiosis with the overall car design, while Energy Storage system reduced its weight and volume. Technical Data Carbon fibre composite chassis, with honeycomb construction, fitted with a halo protection device over the cockpit. Longitudinally-mounted Ferrari gearbox with 8 speeds plus reverse. Semi-automatic sequential gear change, electronically controlled with rapid selection. Hydraulically controlled limited slip differential. Self-ventilating Brembo carbon disc brakes (front and rear) with electronic control system on rear brakes. Push-rod front suspension. Pull-rod rear suspension. Weight with coolant, oil and driver: 743 kg 13” front and rear OZ wheels Engine Cubic Capacity 1600cc Maximum rpm 15000 Supercharging Single Turbo Fuel flow rate 100 kg/hr max Fuel allowance per race 110 kg Configuration V6 90° Bore 80 mm Stroke 53 mm Valves 4 per cylinder Injection Direct, max 500 bar ERS System Battery energy 4 MJ MGU-K power 120 kW MGU-K max rpm 50.000 MGU-H max rpm 125.000
More like a swordfish then. Ferrari CEOs looks are worsening with every iteration. Who next, Quasimodo?
Not sold on it, but I'm sure we'll get used to it. The Team Stroll and the Williams by far take the cake on the worst liveries.
So if you have a glossy paint finish, right above the surface of the paint you have displaced air molecules (boundary layer) and above that the air stream (this is while the car is in motion of course). Those displaced air molecules (boundary layer) "kick up" the air stream disrupting the laminar flow over the paint. The matte finish "traps" those air molecules in the boundary layer thereby the air stream above has a more fluid laminar flow.
I know they have done tests on aircraft and i have never seen one with a matte finish ,but they have vastly higher speeds of course. Would like to know if the matte finish is also on the underside of the surfaces,if so that should mean no benefit is gained from the matte finish.
Similar to what the dimples accomplish on a golf ball although the car has a MUCH larger surface area and shape. In theory I understand the principle but I wonder what the effect actually is. In other words, theory gets you to a point and at times, reality is different.
A dog car on a dog show. And that English tart, who had to give it an English angle, saying that Mansell was het favorite Ferrari driver. What the heck was she doing there? Ooh, of course, the Ferrari brand is too macho, so presentation had to be done by a man AND a woman... Well, in that case, bring us a goodlooking Italian lady, who speaks English well. (the guy was handsome and Italian, so, fair enough). And not this British fat-ass in trousers that didn't fit her. The car is, if possible, uglier than ever.
If the surface is coarser (matte) that would speed up the transition from a laminar boundary layer to a turbulent flow ,decreasing downforce.
https://www.mclaren.com/formula1/partners/AkzoNobel-Sikkens/how-to-paint-a-formula-1-car-1114476/ Evidently the paint is applied 'flat' neither Glossy nor Matte ..then the desired final effect is produced using laquers and clear coats, at least for the Macca.
