F1 Technical Specification Discussion Centre

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2011 rule changes - blade-style roll hoops

This blade-style roll hoop design (main drawing) was introduced by Mercedes in 2010 in order to

improve airflow to the rear wing. For 2011 the FIA has decided such solutions could prove

dangerous in incidents of cars rolling on a soft surface such as grass or sand, where the blade could

cut into the ground. A minimum cross section has thus been imposed, to discourage similar designs.

FIA Technical Regulation

15.2.4 - The principal roll structure must have a minimum enclosed structural cross section of

10000mm², in vertical projection, across a horizontal plane 50mm below its highest point. The

area thus established must not exceed 200mm in length or width and may not be less than

10000mm2 below this point.

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2011 rule changes - doubled wheel tethers

In a bid to further reduce the chances of wheels coming loose - and potentially impacting a driver's

head - in the event of an accident, the 2011 regulations require four tethers at each corner of the car,

double the 2010 requirement. The tethers are bigger, stiffer, and have to pass a more severe load

test.

FIA Technical Regulation

10.3.6 - In order to help prevent a wheel becoming separated in the event of all suspension members

connecting it to the car failing provision must be made to accommodate flexible tethers, each with a cross

sectional area greater than 110mm². The sole purpose of the tethers is to prevent a wheel becoming

separated from the car, they should perform no other function.

The tethers and their attachments must also be designed in order to help prevent a wheel making contact

with the driver's head during an accident.

Each wheel must be fitted with two tethers each of which exceed the requirements of 3.1.1 of

TestProcedure 03/07.

Each tether must have its own separate attachments at both ends which :

- are able to withstand a tensile force of 70kN in any direction within a cone of 45° (included angle)

measured from the load line of the relevant suspension member ;
- on the survival cell or gearbox are separated by at least 100mm measured between the centres of

the two attachment points ;
- on each wheel/upright assembly are located on opposite sides of the vertical and horizontal wheel

centre lines and are separated by at least 100mm measured between the centres of the two

attachment points ;
- are able to accommodate tether end fittings with a minimum inside diameter of 15mm. Furthermore,

no suspension member may contain more than one tether.

Each tether must exceed 450mm in length and must utilise end fittings which result in a tether bend

radius greater than 7.5mm.

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2011 rule changes - aero rims

Rotating wheel discs, or 'wheel-spinners', were banned last year, but teams such as Ferrari

effectively circumvented this by casting aero features into the wheel rim itself in a bid to optimise

airflow passing through the wheel. There will be far less scope for such concepts in 2011, thanks to

tighter restrictions on spoke surface area.

FIA Technical Regulation

12.4.6 - When viewed perpendicular to the plane formed by the outer face of the wheel and between

the diameters of 120mm and 270mm the wheel may have an area of no greater than 24,000mm².

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2011 rule changes - starter hole clarification

Last year some teams pushed the boundaries of the regulations by introducing unusually-shaped

engine starters, thus allowing them to have similarly-shaped starter holes in the diffuser

(most commonly a slot), bringing aerodynamic benefit by making the diffuser more efficient. The FIA

issued one clarification on this during the 2010 season (the drawing shows McLaren's starter hole pre-

and post-clarification), and for 2011 the dimensions of the hole have been even more explicitly defined.

FIA Technical Regulation

3.12.7 - No bodywork which is visible from beneath the car and which lies between the rear wheel

centre line and a point 350mm rearward of it may be more than 125mm above the reference plane.

With the exception of the aperture described below, any intersection of the surfaces in this area with a

lateral or longitudinal vertical plane should form one continuous line which is visible from beneath

the car.
An aperture for the purpose of allowing access for the device referred to in Article 5.16 is permitted in

this surface. However, no such aperture may have an area greater than 3500mm2 when projected onto

the surface itself and no point on the aperture may be more than 100mm from any other point on

the aperture.
Additionally, any bodywork in this area must produce uniform, solid, hard, continuous, rigid (no degree

of freedom in relation to the body/chassis unit), impervious surfaces under all circumstances).

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2011 rule changes - stricter floor load tests

The FIA tightened up on floor load testing at last year's Italian Grand Prix, following the much-

talked-about 'flexi-floor' controversy and the stricter tests have been written into the regulations

for 2011. The floor is now subject to load at three different points, each 100mm apart, rather

than at one central point, with a maximum permitted deflection of 5mm.

FIA Technical Regulation

3.17.5 - Bodywork may deflect no more than 5mm vertically when a 2000N load is applied vertically

to it at three different points which lie on the car centre line and 100mm either side of it. Each of these

loads will be applied in an upward direction at a point 380mm rearward of the front wheel centre line

using a 50mm diameter ram in the two outer locations and a 70mm diameter ram on the car centre

line. Stays or structures between the front of the bodywork lying on the reference plane and the survival

cell may be present for this test, provided they are completely rigid and have no system or mechanism

which allows non-linear deflection during any part of the test.

Furthermore, the bodywork being tested in this area may not include any component which is capable

of allowing more than the permitted amount of deflection under the test load (including any linear

deflection above the test load), such components could include, but are not limited to :

a) Joints, bearings pivots or any other form of articulation.
b) Dampers, hydraulics or any form of time dependent component or structure.
c) Buckling members or any component or design which may have, or is suspected of having,

any non-linear characteristics.
d) Any parts which may systematically or routinely exhibit permanent deformation.

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2011 rule changes - no sprung plank fixings

In combination with the stricter floor load tests, the FIA has also banned the use of any springs,

pivots, joints or dampers in the mounting of the plank's vertical stay. This means the plank cannot

flex upwards at speed and give the car a lower ride height (thus providing an aerodynamic

performance gain).

FIA Technical Regulation

3.17.5 - Bodywork may deflect no more than 5mm vertically when a 2000N load is applied vertically to

it at three different points which lie on the car centre line and 100mm either side of it. Each of these

loads will be applied in an upward direction at a point 380mm rearward of the front wheel centre line

using a 50mm diameter ram in the two outer locations and a 70mm diameter ram on the car centre

line. Stays or structures between the front of the bodywork lying on the reference plane and the survival

cell may be present for this test, provided they are completely rigid and have no system or mechanism

which allows non-linear deflection during any part of the test.

Furthermore, the bodywork being tested in this area may not include any component which is

capable of allowing more than the permitted amount of deflection under the test load (including any linear

deflection above the test load), such components could include, but are not limited to :

a) Joints, bearings pivots or any other form of articulation.
b) Dampers, hydraulics or any form of time dependent component or structure.
c) Buckling members or any component or design which may have, or is suspected of having,

any non-linear characteristics.
d) Any parts which may systematically or routinely exhibit permanent deformation.

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2011 rule changes - restrictions on front chassis height

To kerb increasing heights of the front sections of chassis, the FIA has put new limits in place in

order to preserve driver visibility and safety. The section between the vertical lines A and B now has a

maximum height of 625mm above the reference plane (RP).

FIA Technical Regulation

From 15.4.4 - The maximum height of the survival cell between the lines A-A and B-B is 625mm

above the reference plane.

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2011 rule changes - restrictions on rear crash structure

To stop teams sculpting the shape of the deformable rear crash structure for aerodynamic gain

(as per the example in the main drawing), the FIA have more strictly defined its height and

positioning (dotted lines).

FIA Technical Regulation

From 15.5.3 - Furthermore, when viewed from the side, the lowest and highest points of the impact

absorbing structure between its rear face and 50mm aft of the rear wheel centre line may not be separated

vertically by more than 275 mm.

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2011 rule changes - rear wing simplification

Teams are no longer allowed slots in the rear wing's main plane outside of the central 15cm area,

and the rear wing may have no more than two sections (main plane and flap). This is to stop the use

of main plains with 'sections within sections', such as that introduced by McLaren at Monaco in 2009

and subsequently used by Williams and BMW Sauber (2009), Red Bull, Mercedes, Renault and Toro

Rosso (2010).  The same restriction applies to the lower beam wing used by Williams last season

from Monaco onwards.

FIA Technical Regulation

3.10.2 - Other than the bodywork defined in Article 3.10.9, any bodywork behind a point lying

50mm forward of the rear wheel centre line which is more than 730mm above the reference plane,

and less than 355mm from the car centre line, must lie in an area when viewed from the side of the

car that is situated between the rear wheel centre line and a point 350mm behind it.

With the exception of minimal parts solely associated with adjustment of the section in

accordance with Article 3.18 :

- when viewed from the side of the car, no longitudinal cross section may have more than two

sections in this area, each of which must be closed.
- no part of these longitudinal cross sections in contact with the external air stream may have a

local concave radius of curvature smaller than 100mm.

Once the rearmost and uppermost section is defined, 'gurney' type trim tabs may be fitted to the

trailing edge. When measured in any longitudinal cross section no dimension of any such trim tab

may exceed 20mm.

The chord of the rearmost and uppermost closed section must always be smaller than the chord of the

lowermost section at the same lateral station.

Furthermore, the distance between adjacent sections at any longitudinal plane must lie between

10mm and 15mm at their closest position, except, in accordance with Article 3.18, when this

distance must lie between 10mm and 50mm.

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2011 rule changes - shortened shark fins

Teams are no longer able to connect engine cover extensions (commonly known as 'shark fins') to the

rear wing. This is related to the ban on F-ducts - in 2010 many designers used the connection to

form an airflow channel for the duct. It's possible some teams may persevere with reduced shark fins,

which also give some benefit in terms of stabilising airflow to the rear wing (as well as providing additional

advertising space for sponsors).

FIA Technical Regulation

3.9.1 - No bodywork situated between 50mm and 330mm forward of the rear wheel centre line may

be more than 730mm above the reference plane.

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2011 rule changes - F-duct ban

For 2011 the FIA have specifically outlawed the use of driver movement to control any system

that influences the car's aerodynamic characteristics. This means no more F-ducts, where the driver

covered a hole in the cockpit to alter the airflow to the rear wing, allowing it to stall and cut drag

at high speeds.

FIA Technical Regulation

From 3.15 - Aerodynamic influence - With the exception of the parts necessary for the adjustment

described in Article 3.18, any car system, device or procedure which uses, or is suspected of using,

driver movement as a means of altering the aerodynamic characteristics of the car is prohibited.

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2011 rule changes - adjustable rear wing

This change is designed to increase the amount of overtaking. The driver-adjustable front wing of

2010 is gone, replaced by a driver-adjustable - but FIA regulated - rear wing. It has just two settings,

ON and OFF effectively, with the ON setting increasing the gap between the main plane and the flap from

10-15mm to 50mm. This will reduce drag significantly and so improve top speed. Drivers can use the

system at any time in practice and qualifying, but in the race there are restrictions. It cannot be used in

the opening two laps, and then will only be made available to the driver at set points on the circuit if he

is less than one second behind the car ahead. A dashboard light will notify him when the system

is enabled. The system is deactivated when the driver releases the button or brakes.

FIA Technical Regulation

3.18 - Driver adjustable bodywork :
3.18.1 The incidence of the rearmost and uppermost closed section described in Article 3.10.2 may be

varied whilst the car is in motion provided :

- It comprises only one component that must be symmetrically arranged about the car

centre line with a minimum width of 708mm.
- With the exception of minimal parts solely associated with adjustment of the section, no parts

of the section in contact with the external airstream may be located any more than 355mm

from of the car centre line.
- With the exception of any minimal parts solely associated with adjustment of the rearmost

and uppermost section, two closed sections are used in the area described in Article 3.10.2.
- Any such variation of incidence maintains compliance with all of the bodywork regulations.
- When viewed from the side of the car at any longitudinal vertical cross section, the physical point of

rotation of the rearmost and uppermost closed section must be fixed and located no more than20mm

below the upper extremity and no more than 20mm forward of the rear extremity of the area

described in Article 3.10.2 at all times.
- The design is such that failure of the system will result in the uppermost closed section returning

to the normal high incidence position.
- Any alteration of the incidence of the uppermost closed section may only be commanded by direct

driver input and controlled using the control electronics specified in Article 8.2.

3.18.2 The adjustable bodywork may be activated by the driver at any time prior to the start of the race

and, for the sole purpose of improving overtaking opportunities during the race, after the driver has

completed a minimum of two laps after the race start or following a safety car period.

The driver may only activate the adjustable bodywork in the race when he has been notified via the

control electronics (see Article 8.2) that it is enabled. It will only be enabled if the driver is less than

one second behind another at any of the pre-determined positions around each circuit. The system will

be disabled by the control electronics the first time the driver uses the brakes after he has activated

the system.

The FIA may, after consulting all competitors, adjust the above time proximity in order to ensure

the stated purpose of the adjustable bodywork is met.

ShadowChaser

banyaknya adjusment on rule & restriction tahun ni

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Reply 433# ShadowChaser


macam mana FIA kata nak kurangkan kos...

ubah sana sini gerenti kos semakin meningkat...

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Ferrari F150th Italia - 2010/2011 front suspension comparison

With the chassis positioned five centimetres higher, the suspension pick-up points are

also higher (main drawing - 2011; inset - 2010). And in a first for Ferrari, the steering arm

is no longer included inside the top wishbone (red arrow).

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Ferrari F150th Italia - rear suspension

Ferrari have retained their push-rod suspension, but have moved its elements forward.

The larger angle of the push-rod link (1 and 2, highlighted in yellow) means the car can have

a very narrow and low rear section.

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Ferrari F10/F150th Italia - overhead comparison

Although the chassis is higher and the nose flatter on the F150 (top), the new car's front

wing is the final iteration from last season's F10 (bottom). The new front suspension (1) has

higher wishbones and, for the first time on a Ferrari, the steering arm is not inside the top

wishbone. To improve visibility and gain some more room for the fuel tank, the driver is seated

more vertically in the cockpit (2). The sidepods (3) have improved intrusion protection and inlets

shaped in a similar style to those on last season's McLaren. The rear, 'cola bottle' section of the

car is much wider, with the exhausts - which will undergo further changes ahead of the season -

sited in a very low position (4). Although Ferrari have opted to retain their push-rod suspension

(5) for 2011, by reducing the gearbox size and moving the damper and rocker installation forward

by 15cm (inset) they can derive similar benefits to those gleaned from a pull-rod suspension system,

with very compact packaging. The area in front of the rear wing and diffuser (6) has been neatened

and narrowed to improve the flow of air. The rear wing and diffuser themselves are just temporary

solutions so the team can run the car and test its reliability. Updated versions will be installed

before the first race.

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Ferrari F150th Italia - oil tank changes

The F150th Italia has almost the same wheelbase as 2010's F10, even though the

team's KERS system has been positioned inside the car's fuel tank area. In addition, the

oil tank has more capacity (see photograph), and is much taller than the one used in the

2009 F60 (see drawing, red arrow).

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Red Bull RB7 - revised exhausts

Red Bull rolled out the RB7 at Valencia and by the end of the test had already added

a new solution to the new car. Longer exhaust pipes (inset), blowing on to the external

section of the diffuser's side channel, replaced the standard design seen on the first

day.

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Toro Rosso STR6 - double floor arrangement

In a solution not dissimilar to that seen on 1992's Ferrari F92, Toro Rosso's 2011

car has raised sidepods to create a second venture channel in order to achieve extra

downforce. This is combined with quite long exhausts, with flat exhaust exits (red arrow)

towards the rear of the car.