F1 Technical Specification Discussion Centre

satusembilan

Renault R31 - forward exhausts

Renault are no strangers to radical exhaust solutions, having launched a design

that blew on to the diffuser with the RE30 at Monaco in 1983, and side-exit exhausts on the

RE50 in 1985. This season the exits are low down, just in front of the sidepods, in order

to accelerate the airflow to the rear diffuser. They are angled backwards slightly, with a very long

pipe length designed to minimise the torque and power handicap that comes with the

unusual positioning.

satusembilan

Williams FW33 - innovative rear packaging

The Williams FW33 has the lowest rear end (2) of all the new cars - lower even than Red Bull's

RB7 - due to very compact packaging of the gearbox and differential. So low are they in fact that

the driveshaft (3) angle is the greatest ever seen, at around 14° (6-7° is normally considered the

maximum limit for this component). Williams spent a lot of time developing and testing this solution

before introducing it to the new project. Indeed, the whole rear of the FW33 is innovative - witness

the unique pick-up point for the suspension's top wishbone, mounted directly on the central rear wing

pillar (1). Williams have also followed the trend for a pull rod rear suspension layout for 2011. Only

Ferrari, Sauber (with the Ferrari gearbox), Virgin and HRT have kept a push-rod layout.

satusembilan

McLaren MP4-26 - L-shaped sidepods

There is no doubting the new MP4-26 is very different from all the other 2011 cars. Technical

director Paddy Lowe has exploited to the extreme the idea of higher outer sidepods, last seen on

the likes of Benetton's B195 from 1995 and Ferrari's F310 from 1996. The aim is to clean up

and better direct the airflow to the beam wing at the rear of the car, an area now even more important

thanks to the ban on double diffusers. This solution also gives McLaren the possibility of running

Renault-style forward exhaust exits.

ShadowChaser

Reply  ShadowChaser


macam mana FIA kata nak kurangkan kos...

ubah sana sini gerenti kos se ...
satusembilan Post at 14-2-2011 01:33 PM

tu la, too much regulation changes tiap tahun utk kurangkan kos, setiap changes mesti memerlukan tim2 buat r&d utk optimakan changes tu

satusembilan

At the very first test in Valencia Red Bull introduced a new blown exhaust layout. The

long flat pipe blows into the area just in front of the rear tyres (see red arrows). In this section

(highlighted in yellow) the underbody has been cut away so that the air can blow directly under the

side channels of the diffuser. This solution appeared to have been copied by Force India at the

most recent test at Barcelona's Circuit de Catalunya.

satusembilan

Although McLaren haven't opted to use forward-facing exhausts, the team have come

up with two different exhaust solutions at the back. One is very traditional (inset) and blows

directly towards the rear of the car. The second is much more complex (main image) and

features a U-bend pipe, with a bonded section on the side of the car's stepped bottom. This

hides the flat and wide exhaust exit, which blows towards the starter hole in the centre of

the rear diffuser.

weta_studio

Reply 443# satusembilan

cantik design sidepod ni..

satusembilan

Reply 447# weta_studio

cantik tapi kalau keta tak laju tak guna jugak side pod tue...
setakat nie side pod tue tak membantu keta mclaren...

satusembilan

The exhausts on the Ferrari are very low and flat (inset). They blow towards a
channel (1) that exits through a thin horizontal window, which is the car's starter hole.
The rules limit the size of the starter hole to a maximum surface area of 3,500mm².
The centralised nature of the exhaust's positioning has forced the Italian team to add heat
protection around the car's deformable rear crash structure (2).

ShadowChaser

Reply 448# satusembilan

nak wat camne, aero ni kena perform satu package terus, satu part kecik tak perform leh effect semua tu

kekadang masa testing top of the chart tapi bila race in the crowd, ni tak kena, tu tak kena, kalu tak caya tanya Honda

weta_studio

Brawn: Exhausts impact will be big

Mercedes GP boss Ross Brawn believes the introduction of forward exhausts will have a more significant impact than double diffusers had during the 2009 season.

The Renault team presented one of the biggest technical innovations ahead of the start of the season with its exhaust exits coming out at the leading edge of the sidepods of its car.

Some teams already tried similar versions of that during winter testing.

In similar fashion, the Brawn GP squad introduced a double diffuser in its 2009 car and the device, with which the team went on to win both titles, was eventually copied by its rivals.

Brawn reckons the impact of the forward exhausts could be even bigger.

"It is a significant area and maybe more significant than the double diffuser in terms of performance and of course the teams are all working with their engine partners to work out how to get the most out of the exhaust energy so that is the new interesting area of development," said Brawn.

"It is in the spirit of F1 to push these boundaries and find new areas. We may find in the future that that is not where we want to be and we will change the regulations to control it, and in 2013 we only have one exhaust and it is a turbo engine and the whole thing will change again so there are lots of differences coming - but it is a fascinating area and all within the spirit of F1."

Unlike the double diffuser, however, Brawn reckons there are no grey areas about the exhaust design, which he believes is not controversial.

"I think the nature of F1 is that the engineers are always challenging the interpretation of the regulations," he added. "It is very, very rare for people to cheat in F1 and what all the engineers do, and what I expect my engineers do, is to challenge the boundaries of what you can do.

"And obviously the double diffuser was one of those boundaries.

"The exhausts – I don't think they are challenging the boundaries so much, I think they are a clever idea but I don't think there is any regulatory problems with the exhaust systems so I don't see that as being overly controversial.

"There have been clarifications in the last week or two about the materials and one or two other things, but they are not really that controversial."

satusembilan

Mercedes MGP W02 - final testing updates



Following its lacklustre showing in early tests, Mercedes' 2011 car looked far more
promising after it was extensively modified for the final Barcelona session, with the team
becoming the first to follow Renault's forward exhaust solution, albeit in less extreme form.
This drawing shows the original car (bottom) and the modified version (top). Mercedes
trialled three different front wings (1), including a double-flap extension to the double-decker
flaps, and a blown main plane. The angled fins (2) inside and behind the front wheels have
been removed and the turning vanes (3) and sidepods (4) have been revised. The exhaust
exits (5) are now in a new bodywork assembly in the middle of the sidepods - previously
they were in a standard position at the rear. There are additional gills (6) in the bodywork to
improve cooling and a new rear wing (7). The rear diffuser (8) has been updated, with its
middle plates in revised positions.

satusembilan

For Australia Red Bull have slightly modified their blown exhausts, with a small extension
on the flat pipe blowing just in front of the rear tyres (main drawing - previous design inset).
The underbody has been cut slightly differently (highlighted in yellow) in order to divert more
airflow under the side channels of the rear diffuser.

satusembilan

After a hectic winter test programme, Ferrari have introduced the latest version of
their 2011 car (top drawing - launch version below) for the Australian Grand Prix. There are
new front wing supports (1), featuring very wide pillars, in order to better channel the air
under the car, whilst the revised front wing has noticeably different endplates (2). There is a much
bigger undercut (3) at the front of the sidepods to feed more air to the back of the car. At
the car's midpoint there are new vertical splitters (4), whilst narrower bodywork is highlighted by
the larger portion of the black, heat-resistant material (5). There's a revised exhaust (6), inspired
by the one featured on the Red Bull, which features longer pipes blowing towards the side diffusers (7).
Finally at the back there's a new version of the diffuser designed to complement the revised
exhausts (8).

satusembilan

Arguably the most innovative solution on the 2011 Williams is the layout of its new gearbox,
which has been designed to match the car's new rear aero package, in light of this year's ban
on the double diffusers. The gearbox's vertical dimensions have been dramatically cut and the
differential has been lowered (see yellow highlighted area). This forced the team, after a great
deal of research, to choose an extreme driveshaft angle of nearly 16 degrees, which is very unusual.
This solution could be very advantageous, although there are still limits, mostly imposed by the
dimensions of the car's engine cover.

satusembilan

Both Ferrari and McLaren have followed Red Bull in the layout of their exhaust systems,
but while the Scuderia had theirs on the car at the last Barcelona test, complete with new
sidepods and aero package, the Woking team only prepared their new pieces in time for
Australian Grand Prix. The exhausts are longer and blow into a cut-out outside section of
the diffuser (as on the Red Bull). Another change is that the diffuser is now made in titanium
(highly resistant to heat), using a quick prototyping technique.

satusembilan

For Malaysia, Ferrari have modified their car's front wing slightly, with the addition
of this small flap (red arrow) between the turning vanes. The team have also made some
very subtle changes to the endplates. As they attempt to find more pace in the car, Ferrari's
drivers have sampled several different front wing configurations during practice and Fernando
Alonso was seen to run with a revised second flap. Felipe Massa, meanwhile, was on track on
Friday and Saturday morning with an extra camera on the car so that engineers could watch
the deflection of the endplates.

satusembilan

Red Bull have two front wings available to use in Malaysia, both illustrated here, but
both Sebastian Vettel and Mark Webber opted for the inset version with its simpler endplate
configuration. Arguably more importantly, however, both drivers also expect to use KERS
during both qualifying and in Sunday's race, the team having opted not to run it at the
previous round in Australia due to reliability concerns.

satusembilan

The technical regulations state that a front wing must be no lower than 75mm above the
reference plane, which is the lowest point of the car excluding the plank (yellow dotted line).
To check compliance with this rule, 100kg loads are applied to the two ends of the front
wing (red arrows) in scrutineering, with movement of no more than 20mm allowed. This year
the FIA have brought into force a stricter test in which loads are applied either simultaneously
or on one side at a time. Despite controversy about their 'flexible' front wing, Red Bull have
passed this test, leaving their rivals striving to develop similar solutions.

satusembilan

Renault have brought a new front wing to Malaysia, which features an updated endplate.
The small fin on the exterior now has a twisted shape, but there is still a longitudinal hole
through which airflow can pass (see blue arrow). After running back-to-back tests on Friday
and Saturday morning, both Nick Heidfeld and Vitaly Petrov decided to use the new front wing
in qualifying and the race. Petrov also briefly tested a new rear wing, before swapping back
to the older version, which the team used in Australia.