Wouldn't the brake caliper be at the lowest part of the hub thereby impeding the pushrod at the lowest point??
I see. You would have to extend out then up and over the brake caliper to get the lowest point possible.
Not just the pushrod but the drawing implies any and all pivots can be no lower than 40 mm below the axle line. Now if they use flexures instead of spherical rod ends…
[AMuS] From next season onwards drivers face a 10-place-grid-penalty after 5 reprimands. Before the rule change grid penalties were awarded after only 3 reprimands.
Just end this mess now! No need for them! F1 offers compromise plan for three sprints in 2022 By: Jonathan Noble Feb 3, 2022, 5:35 AM Formula 1 bosses are pushing for a compromise solution of hosting just three sprint race events in 2022, amid the ongoing dispute over costs.
The most interesting this year will bring is going to be whether any of the “lessor” teams can pull a Brawn. That, and of course if passing a car is made easier….
I think tyres and fuel change will have larger impact than most feel possibly -- https://www.autosport.com/f1/news/mercedes-2022-f1-fuel-the-biggest-change-in-hybrid-era/7873600/ Mercedes: 2022 F1 fuel the biggest change in hybrid era Mercedes Formula 1 power unit boss Hywel Thomas says the move from E5 to E10 fuel for 2022 represents the biggest regulation change of the hybrid era. Image Unavailable, Please Login Image Unavailable, Please Login By: Adam Cooper Feb 4, 2022, 8:31 AM The four F1 manufacturers have been hard at work developing new fuels with their suppliers since the rule was announced, while also optimising their power units to work more effectively with the higher bio content. Combustion has been one of the main areas of focus. The change to E10 fuel was one of the key reasons why Red Bull fought hard to retain full development support from Honda over this winter and into the new season. “As in every year, when we're developing the fuel, it's a partnership between ourselves and Petronas to make sure that the fuel is enjoying the PU experience, and the PU is enjoying the fuel experience,” Mercedes' High Performance Powertrains managing director Thomas said in a team video. “The change this year to go into the E10 is probably the largest regulation change we've had since 2014. “So it was a sizeable undertaking to make sure that we really developed that fuel, and the number of candidates that we had, the single cylinder running, the V6 running, it shouldn't be underestimated how much work that took.” Image Unavailable, Please Login Petronas fuel Photo by: Sutton Images Thomas stressed that the significance of the rule change was not just the increase in bio content, but that it now has to be sustainable ethanol. “There have been bio components in the fuel throughout the hybrid era. What we had was a requirement to have 5.75% by volume of bio components. “The change this year is that percentage has gone up, it's gone up to 10%. And also, instead of it being open what bio components you use, you've had to use ethanol. “So the change to the bio content to being ethanol means is the engine is going to react slightly differently to the fuel. "So some areas of performance we're really, really happy with, and [there are] other areas where honestly we're less happy. “And what we have to do is change the fuel where we can, and change the hardware of the PU where we can, in order to maximise the effects of the things we do like, and minimise the effects of the things we don't.”
Big changes at Spa Francochamps (English subtitles) Transforming Spa-Francorchamps for the return of Motorcycle racing
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Driver initial feedback shall be critical with upcoming freeze on PU. Also noted is freeze on electrical system as well. Was not aware of that at all. https://www.autosport.com/f1/news/mercedes-absolutely-desperate-to-see-2022-f1-power-unit-run/7926547/ A video is available as well with this title in the link - Road to 2022: Powering Into a New F1 Era Mercedes-AMG PETRONAS Formula One Team: Our Year Mercedes “absolutely desperate” to see 2022 F1 power unit run Mercedes HPP boss Hywel Thomas says his engineers are “absolutely desperate” to see how their latest Formula 1 power unit behaves in the new W13. Image Unavailable, Please Login By: Adam Cooper Feb 6, 2022, 8:30 AM Manufacturers have had to adjust their PUs to suit the different cornering characteristics of the 2022 cars, as well as having to deal with the change from E5 to E10 fuel. In essence, the 2022 aerodynamic package means that this season drivers will be tackling corners in a different manner to previous years, and the PU suppliers have had to make changes to ensure optimum power delivery. Thomas says HPP has done a lot of homework in conjunction with the chassis team in Brackley, but is ready to make further changes after early testing with the new cars. “The 2022 car is very, very different,” Thomas said in a team video. “We know the aerodynamics are different. “And from all the things that we've been told and from all the work we've done with the team here at Brackley, we believe that the car will be doing slightly different things, and the requests from the driver will be different as they go through the corners than they were in previous years. “We've got simulations, we've done all our calculations, and we've modified the engine and the way that the engine drives in order for us to be ready. “And we'll be able to react to when the driver puts the power on perhaps in a slightly different way, perhaps at a slightly different time. “Of course, we're absolutely desperate to get to the first track test so we can see if those simulations are correct. Hopefully they will be. “If not, we'll be ready to adjust the PU as necessary to make sure that the driver gets exactly what they want when they ask for it.” Image Unavailable, Please Login A mock up of Mercedes 2022 F1 car Photo by: Mercedes AMG Thomas added that the new rules have given Mercedes an opportunity to re-think packaging and optimise the installation around what works best for the chassis designers. “Every year we take a look at the power unit and the way that it sits inside the chassis in order to give us the best lap time,” he explained. “With 2022 being an all-new chassis, what that means is that we have an opportunity to look at everything again. “There are areas on the car which will be very sensitive to lap time. And there'll be other areas in the car which are less sensitive. And what we're trying to do with the PU is to make sure that we stay as far away as we can from the sensitive areas to give as much flexibility as possible for the car designers, and to package the parts of the PU into areas where there's less sensitivity. “So what that means is working hand-in-glove with the chassis department, and with all those engineers, to make sure that the PU fits in exactly where it needs to, to make sure we can make the fastest overall package.” Thomas stressed that the PU performance freeze that will last until 2025 provides yet another challenge. “The PU has a frozen performance spec. And what does that mean? It means that from the start of 2022 until the new PU, which we're expecting to come in 2026, the performance of the engine is frozen. “And from midway through the year, the performance of the electrical systems is also frozen from a performance perspective. So what that means is we will not be able to bring performance upgrades during the year. It'll only be possible to do reliability upgrades. “So with the new fuel, the freeze to performance of the PU over the course of the season, and the whole new car, the whole new aerodynamics and fitting the PU within it, there is a huge challenge for everyone involved, and especially team up in HPP.”
https://www.autosport.com/f1/news/the-computer-weapon-that-has-given-f1-confidence-over-2022-rules/7956486/ The simulation tools that have given F1 confidence over 2022 rules Formula 1 fans may be full of excitement for the new car designs that will roll out this week, but the true answer about the success of the 2022 rules is still some way off. Image Unavailable, Please Login Image Unavailable, Please Login By: Jonathan Noble Feb 7, 2022, 5:46 AM As Haas technical director Simone Resta said on Friday after the reveal of his team's VF-22 images: "So far everyone has been playing with models, whether it is a wind tunnel scale model or whether it is virtual model, simulator, simulation etc. It's all in the virtual world. There's nothing on track. "The only thing that matters is on track performance with the drivers. We really need to see how the package will work, how it will interact with the tyres, how it will interact with the setup, etc. "We can only be able to judge and improve the following once we will be able to stay one second behind another car in a fast corner, and understand how the delivery will be if compared to 2021." Resta's cautiousness is based on the times that the FIA and F1 chiefs have pushed on with bold rule changes to improve the spectacle, only for them to fall flat when the cars ran in the real world. One of the most famous examples was the 2009 regulation overhaul that was aimed at tidying up the aero of the cars to help them follow each other better. The FIA's work on simulating airflow turbulence left Formula 1's chiefs hopeful that the tweaks would work; but the teams scuppered things by over-riding the intention of the rules through their quest for performance. The way the team's aero panned out actually disrupted the wake in such a way that it made it difficult for the cars to follow each other. As the FIA's current head of single seater matters Nikolas Tombazis, who worked for Ferrari at the time, said: "The rules were just full of so many freedoms that within a few weeks of windtunnel testing, and obviously I was sitting on the other side of the fence [working for a team], we had totally negated all the good things that had been thought of." As F1 heads into a much bigger rules shake up than even 2009, there is a much-increased level of confidence among its management about how the regulations will deliver. Image Unavailable, Please Login Jenson Button, Brawn GP BGP001 Mercedes Photo by: Steve Etherington / Motorsport Images And the basis of that has come from F1 and the FIA having done much more work themselves on framing the regulations than was ever done before. Perhaps more crucially, though, F1 was able to call upon technology that was far in advance and much more powerful than anything that teams are allowed to use themselves. So rather than being at the beck-and-call of teams trying to help out in their own spare time, F1 was on the front foot and much further down the park working by itself. That was because of a partnership that F1 has with AWS, using its cloud technology to run CFD simulations that reduced the average time of runs enough to give F1 and the FIA a huge edge in framing the rules. As F1's lead engineer Rob Smedley told Autosport: "It has somewhat revolutionised and transformed the way that the FIA were able to write the rules." What was critical for F1 and the FIA in its research was being able to run two cars together, for only then can the full impact of air disturbance be analysed to work out what was needed to let them run close. The complexity and processing power of doing that was beyond what teams could deliver in a realistic timeframe, which is why the AWS solution has proved to be such a game-changer. Smedley explains: "The key technological barrier was that we needed to have a CFD simulation with two cars. "A CFD simulation with one car, if you run that under the team's aerodynamic test restrictions, then that half car with something like 200 cores is around about five hours. "And just to geek out for a minute: that's about 100 million cells within that simulation. When you go to a full car, you get up to about 200-250 million cells. So using the 192 cores of the team's simulation, that then puts that full car up to 14 hours. "If we wanted to use that same technology and computational power within the teams, then a two-car simulation with double the number of cells gets you to 550-600 million cells - and that would be four days. "So when we first set off on this journey, it was four days to do a single iteration. It's just something that's prohibitive. It's a barrier to the research and development needed." Image Unavailable, Please Login Rob Smedley, Formula 1 Photo by: Mark Sutton / Motorsport Images F1 knew it needed to find another solution, which is why the AWS offering proved such a benefit in drastically cutting down the time it took to do runs. "I think the first iteration was spinning up in their EC2 service, at 1000/1100 cores, and version two, we're up to about 2500 cores," continued Smedley. "It got that design iteration down from four days to around about six to eight hours. "We were back to the same situation of where the teams are when they do a half car, and we were doing full two car simulations. "The progress there in terms of tech was massive. That was enabled by us partnering with AWS and they were the real enablers and the key ingredient there to make that work. "But the point was we had to get the simulations and the iterations done at a fast enough speed. That design loop was as fast as we could go in order to keep up and be able to write the rules in a way that we have." Can a 2009 repeat of teams wrecking the intentions of the rules be completely ruled out then? Smedley, having enjoyed a lengthy career that included spells at Ferrari and Williams, fully accepts that the way teams approach the rulebook is not with the same mindset as the regulators. So he's aware that competitors will probe grey areas in the chase for performance, and that could scupper F1's best intentions. But he doesn't think they will. "Certainly the concept, the aerodynamic architecture of what we're trying to create here with a semi ground effect car and an upwashing wake, that is undoubtedly the direction that we needed to take if we wanted to reduce the effect of the wake on the car behind. "So, from a theoretical or a scientific point of view, there's no doubt that the concept is fundamentally sound. "The fundamental truth is the teams will chase performance as quickly as they can, in whatever direction they can, and it's possible obviously that they will find performance, which is unhelpful to the car behind - and they won't go out of their way to stop that." Image Unavailable, Please Login Haas VF-22 Photo by: Haas F1 Team That unpredictability of how the teams will approach the regulations and potentially derail F1's best intentions means Smedley is not foolish to guarantee that the 2022 rules will work perfectly. But he says there is a degree of confidence about the starting point, and that if improvements need to be made, F1 can respond. "I think that's the beauty of F1. If you knew all the answers right now and we sat down and we've worked it all out, certainly for me and for people like me, F1 would become quite boring. "It's like Ross Brawn always says, we can't hope to get it right first off. But let's have a look to see that we've made a step forward. "And if we've made a step forward, and then there's more fundamental steps we can take after that, after one year of learning in 2022, that's great. "Let's continue to do that and let's just continue to build a better sport."
The increase in ethanol in the fuel has me wondering if like regular gas, the ethanol can produce more power, but you burn through it quicker. Any adjustments to the fuel load limit or burn rates?
Listening from different sources that Eduardo Freitas it's a possible candidate to become F1 Race Director in 2022. He was WEC RD. Image Unavailable, Please Login
Nothing noted and Mercedes offer a view of the new rules/tech here. Easy read https://www.mercedesamgf1.com/en/news/2022/02/whats-new-f1-2022-technical-regulations-explained/ This is a good change as well - https://scuderiafans.com/f1-2022-season-free-starting-tyre-choice-for-all-drivers-including-top-ten/ After eight seasons, Formula 1 has again made some changes to the format of the qualifying sessions. In 2022 there there is a significant rule change, which will not directly impact on the order of the starting grid, but on the tires that the drivers will use in the first stint of the race. In fact, the rule that on Sunday required the top ten drivers to start the Grand Prix with the set of tires which had been run the previous day in the Q2 session has been abolished. The decision was made in the last meeting of the Strategy Group and was followed by a meeting of the F1 Commission: it will enter the new sporting regulations for the 2022 Formula 1 season. After being introduced in 2014, the rule that imposed the constraint of the tires used in Q2 at the start of the race has over the years become a tool to grant a further advantage to the best performing single-seaters.
That's quite funny...I suggested last month he'd be an actual good replacement given that he's very experienced and highly respected. Masi's problem was that he was neither of those things.
https://www.autosport.com/f1/news/f1-2022-cars-may-struggle-to-follow-at-high-speeds-says-tost/8164447/ F1 2022 cars may struggle to follow at high speeds, says Tost Formula 1’s 2022 cars may still not be able to follow each other close enough in high-speed corners, reckons AlphaTauri boss Franz Tost. Image Unavailable, Please Login Image Unavailable, Please Login By: Jonathan Noble Feb 14, 2022, 7:16 AM The FIA has introduced all-new regulations for this season in a bid to help cars race each other better. The cars have shifted away from generating much of their downforce from wings, and are instead more towards a ground effect concept. But while F1 chiefs are hopeful that the changes will improve things a lot, Tost is doubtful that the problems of car wake upsetting following cars will be eradicated completely. In particular, he thinks that at high-speed turns drivers may still struggle to stay close to the cars ahead. “I think in the slow-speed and the mid-speed corners, the cars will be closer together,” he said after the reveal of his team's 2022 AT03. “I have some doubts for the high-speed ones because, with these wide cars and the big tyres, there’s always some dirty air behind them. Therefore, I’m not sure that it will be so easy to follow. Let’s wait and see after the first test.” As well as the new rules being aimed at improving the racing, it is hoped that a tighter cost cap, plus more balanced aero restrictions to help smaller outfits, can help close up the grid - although Tost predicted that the cost cap's true impact would only be felt in 2023. AlphaTauri technical director Jody Egginton is hopeful that there will be less of a spread across the grid in 2022, although is mindful that an all-new rules set means one squad could have found a good performance advantage. “Although everything is quite restricted by the regulations, it’s possible that one team has found a very special solution and will therefore have a performance advantage,” he said. “It’s not easy to estimate where the teams will be, because everything is new, from the mechanical to the aerodynamic side, but I personally hope that the cars will be closer together. “Realistically, we will only have an idea of how well Scuderia AlphaTauri will perform after the first tests, and we’ll have to wait until after the first two or three races to have a better picture.” Image Unavailable, Please Login AlphaTauri AT03 Photo by: AlphaTauri Egginton also suggests that the early phases of the season could lead to a lot of design convergence, as teams starting copying the best solutions that others have implemented. “With the change to the aero regulations being extensive, there is clearly a lot of scope to experiment with new ideas and new aero concepts,” he explained. “But at the same time the new regulations also provide an increased risk of going down the wrong development path. PLUS: Eight times when F1 teams got new rules very wrong “I am quite sure there is plenty of scope for teams to come up with innovative aero solutions. But, at the same time, I expect that the hidden details of aero development will be a significant contributor to what teams are able to achieve from the aero regulations. “I’m pretty confident people are going to turn up at the first test with an interesting range of interpretations of the regulations and this will provoke discussion and investigation of possible development directions for all the teams’ in-season development plans.”
FIA changes F1 points rules after Belgian GP washout The FIA has announced it will change the Formula 1 points system for shortened races following the fallout from last year's Belgian Grand Prix washout. Image Unavailable, Please Login Image Unavailable, Please Login By: Haydn Cobb Feb 14, 2022, 11:44 AM F1 found itself in controversy when the Belgian GP was hit by heavy and persistent rain at Spa-Francorchamps last August, resulting in race start delays before it was officially begun with formation laps behind the safety car. After further delays, the race was stopped by the stewards to target a period when the rain was forecast to ease off. But when that didn't arrive to provide sufficient safe conditions to restart the race, two full race laps were completed behind the safety car to ensure a classification could be issued. As a result, Max Verstappen was declared the winner, with the top 10 awarded half points in the shortest grand prix in F1's recorded history. Following backlash from fans, the FIA has changed the rules around shortened races, with no points awarded for a race unless a minimum of two laps have been completed by the race leader without a safety car or virtual safety car – meaning no points would have been awarded for last year's Belgian GP under the new rules. The points rules have been broken down further, with the top five receiving points if more than two laps are completed by less than 25% of the schedule race distance is completed. If the race leader has completed between 25%-50% of the scheduled race distance, the top nine receive points, while if the race leader has completed between 50%-75% of the scheduled race distance, the top 10 receive points. Image Unavailable, Please Login Verstappen collected half points for winning the 2021 Belgian GP, which never completed a green flag lap Photo by: Alastair Staley / Motorsport Images Here's a full breakdown of the new points system per scheduled race distance completed: No points will be awarded unless a minimum of two laps have been completed by the leader without a Safety Car and/or Virtual Safety Car intervention. If the leader has completed more than two laps but less than 25% of the scheduled race distance, the top five finishers will be awarded points as follows: 1st – 6 points 2nd – 4 points 3rd – 3 points 4th – 2 points 5th – 1 point If the leader has completed 25% but less than 50% of the scheduled race distance, points will be awarded as follows: 1st – 13 points 2nd – 10 points 3rd – 8 points 4th – 6 points 5th – 5 point 6th – 4 points 7th – 3 points 8th – 2 points 9th – 1 point If the leader has completed 50% but less than 75% of the scheduled race distance, points will be awarded as follows: 1st – 19 points 2nd – 14 points 3rd – 12 points 4th – 9 points 5th – 8 point 6th – 6 points 7th – 5 points 8th – 3 points 9th – 2 points 10th – 1 point The proposed updates to the F1 rules are set to be made official after approval by the FIA World Motor Sport Council. https://www.autosport.com/f1/news/fia-changes-f1-points-rules-after-belgian-gp-washout/8170151/
https://www.autosport.com/f1/news/fia-confirms-three-f1-sprints-for-2022-with-points-for-top-eight/8170022/ F1 reveals three sprint races for 2022 with points for top eight The FIA has confirmed that only three Formula 1 sprint events will be held in 2022, after the original plan called for six. Image Unavailable, Please Login Image Unavailable, Please Login By: Adam Cooper Feb 14, 2022, 11:39 AM In addition as a response to feedback from both drivers and fans, pole position will now be officially awarded to the fastest driver in Friday qualifying, instead of the sprint event winner. In another change, points will now be given to the top eight finishers instead of just the top three, as was the case in 2021. The name of the Saturday event has also officially been changed from sprint qualifying to just the sprint. The three race weekends chosen to host sprints this season are the Emilia Romagna, Austrian and Brazilian GPs, which means that the events planned for Bahrain, Canada and the Netherlands have been dropped.
Latifi reveals security employment after F1 Abu Dhabi death threats (autosport.com) Poor guy. Totally unnecessary.
Pirelli: Less slow-corner downforce, fast-corner gains Date published: February 16 2022 - Jamie Woodhouse Image Unavailable, Please Login Pirelli’s Mario Isola expects downforce to have been lost in slow corners but gained in fast ones with the new 2022 challengers. https://www.planetf1.com/news/pirelli-downforce-predictions-2022/
https://www.autosport.com/f1/news/brawn-glad-silly-high-rake-cars-will-be-gone-from-f1/8248491/ Brawn glad "silly" high-rake cars will be gone from F1 Ross Brawn is glad to see the end of high-rake car designs in Formula 1 following the introduction of the 2022 regulations, believing they “looked a bit silly”. Image Unavailable, Please Login Image Unavailable, Please Login By: Luke Smith Feb 17, 2022, 3:58 AM Teams have been unveiling their initial designs for the 2022 season over the past couple of weeks as F1 gears up for the start of a new technical era. Technical bosses have dubbed the overhaul for 2022 as being the biggest rule change in F1 history, designed to improve the on-track spectacle and allow for closer racing and competition. The early car unveils have already shown how much of a diversion the new designs will be from the 2021 models, as well as presenting some differentiation between teams. PLUS: How the first real F1 2022 launch cars compare One aspect of the old cars that has already been swept away is the high-rake concept most notably used by Red Bull, which saw the car run with the rear jacked up in the air while the front would run close to the ground. F1 managing director Brawn has played a key role in forming the new regulations for 2022. The ex-Ferrari and Mercedes F1 chief said he was pleased with how the cars launched so far looked, particularly with the end of the high-rake concepts. “They look great, I think the fans will be engaged with them,” Brawn said. “I think the fact that cars are going to race in a lower stance… I mean, they've looked a bit silly, these high-rake cars, sort of perched on their nose and waddling their arses in the air. “They never really looked like a racing car should look. So I think these ones will look a lot better out on the track as well.”
