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F1 Technical Specification Discussion Centre
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Along with Renault, Williams were the only team in Montreal to test an extreme
low-downforce rear wing on Friday, but then not use it for qualifying and the race.
Their design had a spoon shape in the central section to increase downforce.
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Like Williams, Renault tested an extreme low-downforce rear wing on Friday in
Montreal, but then opted not use it for qualifying and the race. Their heavily-sculpted
design was an evolution of one tested but not raced in 2010.
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Ferrari 150° Italia - revised rear suspension
In Valencia practice, Fernando Alonso again tried the new rear suspension introduced in
Montreal, with the aim of collecting more data ahead of its planned introduction as part of
a major update for Silverstone. This set-up features a higher pick-up point between top
wishbone and upright, giving a lower roll centre and better camber change.
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Red Bull RB7 - revised underbody aero package
Mark Webber tested a new aero package for Red Bull on Friday in Valencia. The
evaluation went so well that both drivers used it for qualifying and the race. The nosecone
no longer features any fins in its lower section as they have been transferred to the
underbody of the chassis (main drawing). A similar solution was introduced by Renault
last year (inset) and was retained on this year's R31.
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The Toro Rosso has undergone a lot of changes ahead of the European round.
There are different sidepods, which are taller, and different radiators. There are also
new exhausts, which are no longer unique in shape but similar to the ones on the
Red Bull, with a long and flat section in front of the rear tyres.
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McLaren have brought a new front wing to Valencia, based on the one they introduced
at the Spanish race back in May. The new version (top drawing) features a different endplate
with two vertical, external openings (1). Also visible is a third vertical slot (2) positioned
on the inside of the endplate. Another feature to note is the upper flaps (3), which are shaped
differently and mounted closer to the nose than before. Both Jenson Button and
Lewis Hamilton used this new front wing in the European race after running a
back-to-back test with the old one on Friday.
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Mercedes MGP W02 - revised exhausts & diffuser
All weekend at Silverstone, Mercedes have been using this new, longer exhaust design
(similar to that on the Red Bull, McLaren, Ferrari and others), which was seen but never
used at the last round in Valencia. It sees the team move away from the configuration
they had been using since pre-season testing, with the exhaust exits further forward, in
the middle of the sidepod. Also totally new is the rear diffuser, a large section of which is
now protected by heat-resistant material in light of the revised exhaust layout.
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Ferrari introduced a new aero package for Great Britain, together with the new rear
suspension layout previously tested in Friday's sessions in Canada and Valencia. On
Friday at Silverstone Massa tried out this new exhaust layout, complete with longer sidepods
featuring three vertical cooling gills to dissipate heat, and an extension on top of the new
rear diffuser to improve airflow. Both cars run the updates on Saturday morning.
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As part of Ferrari's new aero package for Silverstone, Alonso tried out this new rear
wing on Friday, featuring a new DRS control system. Gone is the hydraulic linkage inside
a central pillar (main drawing), replaced instead by an electric motor (inset) as used by
Red Bull, Renault, Force India and Toro Rosso. Both cars run the update on Saturday morning.
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As well as using longer exhausts on both cars like Red Bull, Williams brought
a new front wing to Silverstone which they used on both cars during qualifying and
the race. Although the main profile is similar to the previous one, the endplates have
been changed significantly for the British round.
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At Silverstone McLaren introduced a new rear wing that features a smaller chord
for the flap, with the DRS activated by an electric motor like that used by Red Bull,
Renault, Force India and - for Silverstone - Ferrari. However, a back-to-back
comparison between the new and old designs on Jenson Button's car in practice
convinced the team to drop the new version for qualifying and the race.
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Analysis: The numbers behind 2011-spec F1
Although there was scepticism from the purists about the DRS (Drag Reduction System) rear wing and Pirelli tyres designed 'not to last,' the evidence from the first half of the season suggests that F1's fans like what they are seeing.
In a story in the UK Daily Express about the continued involvement of the BBC in F1, Bernie Ecclestone points out that it may be difficult for the corporation to leave, even if some factions within it wish to terminate the contract (scheduled to run to the end of 2013) early. He points out that 8m people watched the Canadian GP (shown at peak evening time in the UK) and 6m watched the British GP. These are highly impressive numbers.
Mercedes, meanwhile, has been doing its own research into the effect of the new regulations. It makes interesting reading:
How many overtaking manoeuvres have been made in the first nine races?
The raw total of overtaking manoeuvres during the first nine races is 623, including moves between team-mates, and passes by faster cars on the bottom three teams. This doesn't include overtakes on the first lap or passes made because of damage.
What is the breakdown of overtaking manoeuvres?
Of the 623 passes, 175 were by faster cars on the bottom three teams and 43 were between team-mates. There have been 180 DRS-assisted passing moves, and 225 'normal' (i.e. non-DRS) passes.
Which races have seen the most passing?
The top three races, using raw totals, were Montreal (136 passes), Istanbul (123 passes) and Shanghai (97 passes). The fewest were Monaco (22 passes), Silverstone (29 passes) and Melbourne (30 passes). Interestingly, the race in Valencia featured 44 passes - twice as many as in Monaco. Of these, 16 occurred in the first DRS zone and six in the second.
What has been the influence of DRS on overtaking?
DRS has accounted for 29% of passing manoeuvres in 2011. DRS passes have outnumbered normal passes at four races: Shanghai (33% of total), Istanbul (41% of total), Barcelona (35%) and Valencia (50%). The highest number of DRS passes was at Istanbul (50), followed by Shanghai (31) and Barcelona (29). The fewest were in Monaco (2), Melbourne (5) and Silverstone (6).
What has been the balance between DRS passes and normal passes?
The race in which DRS passes outweighed normal passes to the greatest extent was Valencia: 50% of passes were DRS-enabled, compared to 11% of normal moves. The race at which normal passes outweighed DRS moves to the greatest extent was Monaco, with 64% of normal moves compared to 9% of DRS moves. The next most extreme was Silverstone, with 55% of normal moves compared to 21% of DRS-assisted passes.
How much passing has been done on the first lap?
Although it could be argued that the new rules have diminished the importance of track position in the early stages of the race, a good first lap remains an important asset. Nico Rosberg and Michael Schumacher have only lost position on the first lap on three occasions between them this season (excluding the damage Michael sustained on lap one in Melbourne). Michael has made up three or more places on the first lap on four occasions; the best was a gain of five places on lap one in Shanghai.
How have the tyres affected the racing?
From all of the normal passes, just over 55% occurred when the difference in tyre age between the two cars was less than five laps, and 45% when it was more than five laps. Of the 180 DRS moves, 52% had tyre age difference of less than five laps, and 48% when it was more than five laps. The race where the difference in tyre age had the biggest impact was Barcelona, where 'old' tyres accounted for 69% of passes. The least influential races were the wet events in Montreal and Silverstone.
How many pit-stops have there been in 2011?
In nine races, there have been a total of 560 pit stops (this raw total includes penalties). Of these, 11 have been drive-through penalties and four have been ten-second stop-go penalties. The race with the highest number of stops was Istanbul (82 stops), followed by Barcelona (77 stops) and Montreal (76 stops). The fewest number of stops were in Monaco (43), Melbourne (46) and Silverstone (54). Two races have seen no penalties served - Barcelona and Valencia. The highest number of penalties was in Montreal, with four drive-through penalties. |
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Analysis: The numbers behind 2011-spec F1
Although there was scepticism from the purists about the DRS (Drag Reduction System) rear wing and Pirelli tyres designed 'not to last,' the evidence from the first half of the season suggests that F1's fans like what they are seeing.
In a story in the UK Daily Express about the continued involvement of the BBC in F1, Bernie Ecclestone points out that it may be difficult for the corporation to leave, even if some factions within it wish to terminate the contract (scheduled to run to the end of 2013) early. He points out that 8m people watched the Canadian GP (shown at peak evening time in the UK) and 6m watched the British GP. These are highly impressive numbers.
Mercedes, meanwhile, has been doing its own research into the effect of the new regulations. It makes interesting reading:
How many overtaking manoeuvres have been made in the first nine races?
The raw total of overtaking manoeuvres during the first nine races is 623, including moves between team-mates, and passes by faster cars on the bottom three teams. This doesn't include overtakes on the first lap or passes made because of damage.
What is the breakdown of overtaking manoeuvres?
Of the 623 passes, 175 were by faster cars on the bottom three teams and 43 were between team-mates. There have been 180 DRS-assisted passing moves, and 225 'normal' (i.e. non-DRS) passes.
Which races have seen the most passing?
The top three races, using raw totals, were Montreal (136 passes), Istanbul (123 passes) and Shanghai (97 passes). The fewest were Monaco (22 passes), Silverstone (29 passes) and Melbourne (30 passes). Interestingly, the race in Valencia featured 44 passes - twice as many as in Monaco. Of these, 16 occurred in the first DRS zone and six in the second.
What has been the influence of DRS on overtaking?
DRS has accounted for 29% of passing manoeuvres in 2011. DRS passes have outnumbered normal passes at four races: Shanghai (33% of total), Istanbul (41% of total), Barcelona (35%) and Valencia (50%). The highest number of DRS passes was at Istanbul (50), followed by Shanghai (31) and Barcelona (29). The fewest were in Monaco (2), Melbourne (5) and Silverstone (6).
What has been the balance between DRS passes and normal passes?
The race in which DRS passes outweighed normal passes to the greatest extent was Valencia: 50% of passes were DRS-enabled, compared to 11% of normal moves. The race at which normal passes outweighed DRS moves to the greatest extent was Monaco, with 64% of normal moves compared to 9% of DRS moves. The next most extreme was Silverstone, with 55% of normal moves compared to 21% of DRS-assisted passes.
How much passing has been done on the first lap?
Although it could be argued that the new rules have diminished the importance of track position in the early stages of the race, a good first lap remains an important asset. Nico Rosberg and Michael Schumacher have only lost position on the first lap on three occasions between them this season (excluding the damage Michael sustained on lap one in Melbourne). Michael has made up three or more places on the first lap on four occasions; the best was a gain of five places on lap one in Shanghai.
How have the tyres affected the racing?
From all of the normal passes, just over 55% occurred when the difference in tyre age between the two cars was less than five laps, and 45% when it was more than five laps. Of the 180 DRS moves, 52% had tyre age difference of less than five laps, and 48% when it was more than five laps. The race where the difference in tyre age had the biggest impact was Barcelona, where 'old' tyres accounted for 69% of passes. The least influential races were the wet events in Montreal and Silverstone.
How many pit-stops have there been in 2011?
In nine races, there have been a total of 560 pit stops (this raw total includes penalties). Of these, 11 have been drive-through penalties and four have been ten-second stop-go penalties. The race with the highest number of stops was Istanbul (82 stops), followed by Barcelona (77 stops) and Montreal (76 stops). The fewest number of stops were in Monaco (43), Melbourne (46) and Silverstone (54). Two races have seen no penalties served - Barcelona and Valencia. The highest number of penalties was in Montreal, with four drive-through penalties.
weta_studio Post at 20-7-2011 09:48 
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harap2 weta dapat kedit tue... |
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Mercedes have introduced a new front wing at the German event. Similar in style
to the one on Red Bull's RB7, the new front wing (see main drawing) features double
upper deck flaps (see red arrow) and is designed to improve the car's aerodynamic
balance. It has been used by both Michael Schumacher and Nico Rosberg at the
Nurburgring. The older-style front wing can be seen in the inset.
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Ferrari have followed a pit lane trend by adding a cascade of small flaps on the
inside of the brake duct (see black arrows) in an area where the rules permit teams
to gain some rear downforce. The solution was first used by Williams and Sauber
last year.
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Renault tested a prototype 'Red Bull-style' rearward exhaust on Nick Heidfeld's car
on Friday in Germany (see blue highlighted area and red arrow). However, as the R31
has been built around a unique forward-facing exhaust layout, the team's trial was limited
to assessing the system's potential for the future, rather than evaluating it for the
Nurburgring event. The car's bodywork, especially in the area in front of the rear tyres, is
too wide to fully exploit the benefits of a rear-facing exhaust. After the summer break
we should see a heavily updated R31 featuring new sidepods and exhausts.
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McLaren experimented a lot during practice at the Nurburgring to try and find
brake feeling to Lewis Hamiltons liking. Hamilton, who tends to brake very late into
corners, started the weekend using discs from Carbon Industries and asymmetric
brake ducts, fully open on the left (LF) and partially enclosed (by a drum with rectangular
cuts) on the right (RF). During qualifying Hamilton opted to use the open version but
with Brembo discs, which team mate Jenson Button had used in the morning practice
session. The team also added some corner weight to his car during the Friday and Saturday
morning practice sessions in an effort to sort out the instability problem he
experienced under heavy braking.
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Reply 515# satusembilan
mane mod shadow ni..aku pun lame tak dapat credit
dapat la satusembilan..total credit 1000 dapat haha  |
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Post time 13-6-2011 11:43 AM
