F1 Technical Specification Discussion Centre

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The new aero package introduced by McLaren in Japan included a revised
version of the Singapore front wing, new longer exhausts, a new engine cover
and a new rear wing. The team also changed the way their F-duct worked, as
the new version blows on to the main plane (blue arrow, main picture) rather
than the flap (blue arrow, inset). The team only had two sets of this new rear wing,
so when Lewis Hamilton crashed during Friday practice and damaged it there
was no spare and he reverted to the standard rear wing in the afternoon.
On Saturday, after a plane and helicopter ride, a new rear wing arrived at
Suzuka, but after not completing any running in the rain-hit third practice
the team opted to use the standard version (inset) in qualifying and the race.
The new wing also had angled gills like the Red Bull, rather than horizontal gills.

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Williams' last update of the season included revised front and rear brake ducts.
The front version aims to improve the airflow inside the tyres and direct it to the
central section in a more efficient manner (see main drawing). The duct's shape is
very similar to the one introduced in Monaco by Force India (see inset), which also
influenced ducts used by Renault in Singapore.

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Over the last three races, Red Bull have tried out three different brake ducts. At
Singapore, the horizontal caliper had a dedicated duct (Singapore drawing - 1) and
there was also a small fin (Singapore drawing - 2). At Suzuka, the Singapore duct
disappeared and was replaced by a single larger duct (Suzuka drawing - 3). The small
fin was also removed for the Suzuka event, but this weekend in Korea it has been included
again (Yeongam drawing - 2). There is a single larger duct (Yeongam drawing - 4) and also
two new aerodynamic fins (Yeongam drawing - 5), which have been influenced by the Renault.

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For Korea, McLaren have once again modified the new front wing they introduced
in Singapore. This time the new section can be found on the endplate. An additional
vertical slot (smaller red arrow) and a vertical gurney flap at the end of the endplate
(larger red arrow) have been added to improve airflow outside the front tyres and to
gain some more downforce. The inset drawing shows the version the team ran at
Suzuka, which featured just two slots and no gurney flap.

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In Korea, Ferrari have introduced the biggest evolution to the F10's diffuser
since its major update at Spa. The new-look diffuser (main drawing) is visibly
different in its central section from its previous incarnation (inset). The top (1)
and the bottom (2) profiles are now more curved to improve the extraction of air
from the bottom of the car. The side channels now feature just one large middle
plate, in place of the older version which was much smaller (3).

weta_studio

Reply 405# satusembilan

boleh tahan upgrade Ferrari..alonso byk kali set fastest lap..

ShadowChaser

mungkin setting dia suits hujan kot

weta_studio

Reply 407# ShadowChaser

maybe setup difusser diaorng tu bagus..

Ferrari masa race tak fully wet race setup..sbb tu masa awal2 race tak boleh kejar redbull..lepas tu bila hujan slowly hilang then Ferrari dah mula tunjuk power sebenar..alonso/massa boleh set fastest lap

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aku masih percaya yg kemenangan 1 dan 3 ferrari sebab nasib...

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In Korea on Friday, Toro Rosso once again ran their F-Duct system, as
they had done at Suzuka. It is quite a unique design, with the inlet of the
duct separated from the engine cover (see red arrow). More conventional is
that the air blows on to the rear wing's main plane (see blue arrow). This
follows the example set by Force India from Silverstone, Renault from Spa,
Red Bull in Singapore and McLaren, who trialled the different configuration
in Suzuka before racing with it in Korea.

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An additional, small fin has been added to the front brake ducts in Brazil
to gain any extra downforce possible. On Friday only Aonso had it, together
with a three-slot configuration in the underbody in front of the rear tyres. It's
interesting to note that in the final few races of 2010 a lot of effort has been
made by all the teams to optimise the aero efficiency of the brake ducts,
almost treating them as aerodynamic devices.

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Finally Ferrari implemented their complete blown diffuser solution in
Brazil with the airflow from the exhausts also blowing inside the side
channels. Unlike the Red Bull, it features a horizontal hole (1) rather
than the vertical one of the RB6. The central section used in Korea
has been modified with more rounded profiles (2) and the additional
middle plate (3) that was seen on the car up until Suzuka has
now been removed.

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Force India were the first team to have the F-duct blowing on to the rear wing's
main plane instead of the flap (blue arrow). This system was introduced in Silverstone
then copied by Renault at Spa, Red Bull and BMW Sauber in Singapore, and McLaren
in Japan and Korea. It's a more powerful and efficient solution. Ferrari were also
expected to follow Force India's example, but chose instead to concentrate
on their blown diffuser solution.

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The majority of teams have been busily evolving their brake ducts, to the

point that they are becoming more like aero devices. Williams' most recent

version, as seen in Brazil, has been designed to recover as much downforce as

possible and uses a series of fins (black arrows). The shape of the area between

the rear tyres and the side channels of the diffuser (red arrow) is designed to

receive air blowing from the car's exhausts.

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Air blowing from the F10's exhausts goes not only under the rear of the car beside
the tyres (left, single arrow), but also inside the side channels of the rear diffuser.
Unlike the Red Bull, which uses a vertical window in the side channel, the Ferrari has a
horizontal opening to filter the hot air (right, twin arrows). This solution was introduced
with the new diffuser in Korea and kept for the last two races of the season.

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The drivers are pleased F-duct systems will be banned next season, as they take
a risk when they operate them. This illustration shows Renault's F-duct, which is
a good example of the system used by many teams. The driver can operate it by
blocking the hole at the side of the steering wheel with his left hand (red arrow).
This often requires the driver to briefly let go of the steering wheel.

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On Friday in Abu Dhabi McLaren carried out back-to-back tests with two rear wings.
Hamilton's car featured a new version (bottom illustration), where the air from the
F-duct system blows on to the main plane of the rear wing. Button ran with the older
high-downforce rear wing, where the air blows on to the rear wing's flap (top illustration).
In qualifying and for Sunday's race, both drivers used the newer version of the wing on
their cars.

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2011 rule changes - rear-view mirror placement

Ahead of last year's Spanish Grand Prix, the teams agreed to change the placement of

rear-view mirrors for safety reasons and this has now been set in stone in the regulations.

Previously, teams had started to position mirrors to boost aero efficiency, with the driver's

rearward vision becoming an increasingly secondary consideration. Mirrors must now be 'inboard',

where they can be of most benefit to the drivers.

FIA Technical Regulation

14.3.3 - All parts of the rear view mirrors, including their housings and mountings, must be situated

between 250mm and 500mm from the car centre line and between 550mm and 750mm from the rear

edge of the cockpit entry template.

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2011 rule changes - fixed weight distribution

To coincide with the introduction of Pirelli tyres, the FIA have imposed a mandatory weight

distribution range for 2011. The standardised distribution of 45.5-46.7 percent front, 53.3-54.5

rear will ensure one team alone doesn't strike lucky and stumble upon the perfect set-up for

the as-yet-unknown Pirelli rubber (thus potentially prompting others into costly wheelbase changes).

During the qualifying session a car on dry tyres can't weigh less than 342kg at the back and 291kg

at the front.

FIA Technical Regulation

4.2 - For 2011 only, the weight applied on the front and rear wheels must not be less than 291kg

and 342kg respectively at all times during the qualifying practice session. If, when required for checking,

a car is not already fitted with dry-weather tyres, it will be weighed on a set of dry-weather tyres selected

by the FIA technical delegate.

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2011 rule changes - ban on double diffusers

Brawn GP pioneered the concept to championship-winning effect in 2009, everyone had them

in 2010, and now they are outlawed. The 2011 rules make it clear that there must be no

gap between reference plane, step plane and diffuser, so no more big holes in the underbody like

those seen in this Ferrari image from last season. Single, blown diffusers are still allowed, but

regardless, the proportion of downforce generated by the diffuser will be far lower.

FIA Technical Regulation

3.12.9 - In an area lying 450mm or less from the car centre line, and from 450mm forward of the rear

face of the cockpit entry template to 350mm rearward of the rear wheel centre line, any intersection

of any bodywork visible from beneath the car with a lateral or longitudinal vertical plane should form

one continuous line which is visible from beneath the car. When assessing the compliance of bodywork

surfaces in this area the aperture referred to in Article 3.12.7 need not be considered.

3.12.10 In an area lying 650mm or less from the car centre line, and from 450mm forward of the

rear face of the cockpit entry template to 350mm forward of the rear wheel centre line, any intersection

of any bodywork visible from beneath the car with a lateral or longitudinal vertical plane should form

one continuous line which is visible from beneath the car.

3.12.11 Compliance with Article 3.12 must be demonstrated with the panels referred

to in Articles 15.4.7 and 15.4.8 and all unsprung parts of the car removed.