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Old 11-25-2013, 10:10 AM   #1
delongedoug
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Default Formula 1 2014

Last year's thread:

http://forums.nasioc.com/forums/show....php?t=2468269



4 consecutive drivers' and constructors' championships for Sebastian Vettel and Red Bull. With the huge regulation changes (and departure of Mark Webber), will that come to an end next year?


Silly season is winding down as the final rounds of musical chairs are concluding with it looking like Paul DiResta is the one left standing when the music stops. Rumors have Hulkenberg and Perez at Force India, E.T. Maldonado taking his sack of gold to the drowning Lotus team and maybe Sutil to Sauber? Here are the 2014 driver (and engine) lineups:

[quote]Red Bull (Renault) - Sebastian Vettel & Daniel Ricciardo
Mercedes (Mercedes) - Lewis Hamilton & Nico Rosberg
Ferrari (Ferrari) - Fernando Alonso & Kimi Raikkonen
Lotus (TBA) - Romain Grosjean & Pastor Maldonado
McLaren (Mercedes) - Jenson Button & Kevin Magnussen
Force India (Mercedes) - Nico Hulkenberg & Sergio Perez
Sauber (Ferrari) - Adrian Sutil & Esteban Gutierrez
Toro Rosso (Renault) - Jean Eric Vergne & Daniil Kvyat
Williams (Mercedes) - Felipe Massa & Valtteri Bottas
Marussia (Ferrari) - Jules Bianchi & Max Chilton
Caterham (Renault) - Kamui Kobayashi & Marcus Ericsson

Official FIA 2014 calendar;

http://www.f1fanatic.co.uk/2013/12/0...dar-confirmed/

Quote:
1 Australian Grand Prix Albert Park March 14 – 16
2 Malaysian Grand Prix Sepang International Circuit March 28 – 30
3 Bahrain Grand Prix Bahrain International Circuit April 4 – 6
4 Chinese Grand Prix Shanghai International Circuit April 18 – 20
5 Spanish Grand Prix Circuit de Catalunya May 9 – 11
6 Monaco Grand Prix Monte-Carlo May 22 – 25
7 Canadian Grand Prix Circuit Gilles Villeneuve June 6 – 8
8 Austrian Grand Prix Red Bull Ring June 20 – 22
9 British Grand Prix Silverstone July 4 – 6
10 German Grand Prix Hockenheimring July 18 – 20
11 Hungarian Grand Prix Hungaroring July 25 – 27
12 Belgian Grand Prix Spa-Francorchamps August 22 – 24
13 Italian Grand Prix Monza September 5 – 7
14 Singapore Grand Prix Singapore September 19 – 21
15 Japanese Grand Prix Suzuka October 3 – 5
16 Russian Grand Prix Sochi October 10 – 12
17 United States Grand Prix Circuit of the Americas October 31 – November 2
18 Brazilian Grand Prix Interlagos November 7 – 9
19 Abu Dhabi Grand Prix Yas Marina November 21 – 23
I already got my tickets to Montreal. Silver trio; 2 days at different hairpin grandstands for Fri & Sat and then at Turn 1 on Sunday.

Also going to the Spanish Grand Prix! All 3 days in Grandstand L overlooking Turn 1 and also Turn 5 on the left.

But before all that kicks off, we'll have winter testing:

Quote:
2014 pre-season test schedule
28-31 January - Jerez, Spain
19-22 February - Bahrain International Circuit, Bahrain
27 February-2 March - Bahrain International Circuit, Bahrain
Only 2 months to go until the new V6 turbos are unleashed upon the public.
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Old 11-25-2013, 12:00 PM   #2
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Oh man, this should be interesting
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Old 11-25-2013, 12:43 PM   #3
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On the technical side:


http://somersf1.blogspot.com/2013/11...14-part-1.html

Quote:
Looking ahead to 2014 - Part 1 - Introduction

2014's regulations as you have undoubtedly heard from the rest of the mainstream media will change the shape of the sport for the coming years. In this series of articles I drill down a little deeper though, showing you what that means.

We have heard and indeed seen how aerodynamics have been pivotal in the performance differential since the regulation shake up in 2009. The rules that have shaped the sport since then invoked a much smaller change that the sport fully embraces this time around, where energy recovery plays a vital role in the performance of the cars too, realigning Formula One with a need to strive in all performance departments.

Max Moseley's legacy as the last FIA president was championing both KERS (Kinetic Energy Recovery System) and playing a role in restraining the aerodynamacists to increase overtaking. As ever the teams found ways in which to circumnavigate the regulations and increase their performance, perhaps to the detriment of the racing. Since 2009 we have seen such break throughs as DDD (Double Deck Diffusers), F Ducts, Blown Diffusers, Flexi Front Wings, Off Throttle Blowing, DDRS (Double DRS), Coanda Exhausts etc. Proving even with the shackles on, designers will learn, innovate and regurgitate previous design elements to make gains over their rivals. Formula One cars are essentially prototypes, never finished and always evolving, gaining around 2 seconds from lights out at the first race of the season to the checkered flag at the last and with such a monumental rule change for 2014 this could be further increased.

In the basic mock up above I've tried to give you an idea of how the cars could look for 2014 but as always each team will come up with their own interpretation of the rules at hand. Over the coming articles I'll look at the most important aerodynamic aspects in more detail and see how we can use previous designs to understand what the teams may try to achieve.

In brief the important aspect and changes are as follows:

http://somersf1.blogspot.com/2013/11...-nose-and.html

Looking ahead to 2014 - Part 2 - Nose and Chassis
Quote:
The last few years have proven to us that F1 teams do not care for aesthetics and performance is their primary concern. Personally I didn't have a problem with the 'Step Noses' of 2012 as it was was more of a design born out of necessity. With the FIA lowering the height for the nose tip to 550mm whilst the chassis height limit was 625mm, it was obvious that those desiring to drive more air under the nose would raise it's tip to the maximum permissible height.

For 2014 the FIA have once again left the regulations open to interpretation hoping the teams would see them on face value. Of course the teams won't do this and instead opt for the most aerodynamically efficient manifestation of the regulations to satisfy their need for performance.

The image above perhaps depicts best the interpretation with which the FIA wished the regulations to follow, there are of course several factors however that dictate the teams will carve their own directions.
We must first look at the last few seasons and understand that teams have taken a path that allowed them to raise the tip of the nose to the highest point. This allows more airflow to be directed at the floors leading edge which is conditioned before reaching the Diffuser at the rear of the car.

The regulations now require the most forward point of the nose to be no higher than 185mm from the reference plane whilst it's highest projection can be no more than 250mm. Furthermore at a point 50mm rear of the tip it must project a surface area of at least 9000mm≤.

The next dimensional movement of the goalposts that effects the nose is the lowering of the chassis' bulkhead maximum permitted height, from 625mm to 525mm. Now not all teams run to the maximum permitted heights but they certainly lie in a position between those two dimensions. This will also have a knock on effect aerodynamically but moreover change the drivers point of view and angle he sits at in the chassis. As we can see from my mockup above though there is still the viability to have the rear of that portion of the monocoque at the 625mm height. To enable that transition the use of a prescribed piece of laminate (or a vanity panel) may be utilsed much like we have seen the teams implement this year to disguise the 'Step Noses'.

Although in the image above Iíve drawn the 'Vanity Panel' in a full wedge shape that traverses the two maximum heights many other designs can/could be used to sculpt a better effect from either the nose or the bodywork aft of it. I think we are perhaps likely to see a tramline effect used by most to guide the airflow centrally (below).



The lowering of the bulkhead height to 525mm also lessens the gap achievable between the underside of the chassis and the reference plane, again reducing the airflow space under the car by upto 100mm.

Moving back to the nose design and of course we must discuss the controversial image that my colleague Craig '@ScarbsF1' Scarborough produced for Autosport a few weeks ago

Craig exposed the weakness within the regulations that permit the use of a much thinner tip when compared to the rear section of the nose. Although fairly ungainly in appearance it does raise the questions in regard to the shaping of the central portion of the nosecone which can then splay further back. The use of a similar design will likely be fairly widespread as with the loss of exhaust blowing at the rear of the car there is a premium placed on getting airflow rearward into the Diffuser.

My original sketch of the 2014 noses bears a large resemblance to Craig's illustration but also shows how interpretation can lead to differences. For example we also have to consider to the impact of other components like the Front Wing pylons (the connection between the front wing and the nose) which can also be shaped differently for a differing effect.

The crooks of the nose shape will very much be determined by what the team can achieve in terms of the internal crash structure. In the image above I've constructed the type of structure the teams may be outwardly working from when modeling their 2014 noses.

For 2014 the FIA have also curtailed the use of the FOM camera housings to gain an aerodynamic advantage. Red Bull have for some time now utilised the position of the camera's either side of the Nose tip, whereas many others have positioned them behind the central mandated section of mainplane to get an advantage from an area that's designed not to get one. For 2014 the camera housings position is set at 150mm to 450mm forward of the front wheel centreline and between 525mm and 325mm above the reference plane. I've marked out (roughly) the legality box in yellow on the diagram above, however don't think that's the end of gleaning an advantage from the camera housings. Although their position is dictated in the regulations I'm quite sure teams will continue to leverage an advantage from them depending on the shaping of their nosecone and could even design them to sit within the frame of the nose to aid in airflow distribution.

As with everything in Formula One most of the designs seen in testing / early season will likely be very similar. However there will be several designs that stand out as different, it will then be a race to decide whom has applied the regulations best and by changing the nose layout how it would affect the aero balance of the car.

As an idea of how quickly a design can evolve lets look back at the launch of the Red Bull RB5 which featured a very slim and pointy nose, by the time team we reached Silverstone in 09 it looked decidedly different. This was probably in reaction to the changes to a DDD at the rear of the car but even so it goes to show how changes need to be made to balance performance.



The design of the nose still has tremendous scope and so I could sit and draw out many variations but here's a few more sketches I did just to highlight that fact, all of the sketches are far from refined but offer an insight into what's acheiveable.

Whilst in the same region it would be rude not to talk about Turning Vanes too, these are the vertical appendages employed by the teams beneath the Chassis/Nose.

Their design has of course become more intricate since 2009 with teams now utilising upto 3 tiers in their design for efficiency. The Turning Vane is utilised in order to create both a barrier for the airflow spilling off the tyres (especially in Yaw) but also to condition the centralised airflow onward to the Splitter and Floor. Although the reduction in height of the chassis obviously minimizes their installation height I still suspect we will see them applied. Their positioning will very much be dictated by the deformation of the tyres, as we have seen over the last couple of seasons teams have started to move them rearwards under the chassis.

The next part of this series will look at the changes around the central section of the car including the Airbox and Sidepods...
http://somersf1.blogspot.com/2013/11...ront-wing.html

Quote:
Looking ahead to 2014 - Part 2 - Front Wing



For 2014 the overall width of the Front Wing is set at 1650mm, 150mm narrower than the specification used since 2009. The idea is to rob the designers of vital frontal area, which will have an effect on both the drag and downforce generated. As we can see from the illustration above with only 75mm taken away it reduces both the physical length of the flaps but also effects the space available for the Cascades and Strakes.

The Front Wing essentially has two jobs, downforce generation and airflow management. Both of which are critical aspects of how the entire car is designed. It is easy to take a component like a Front Wing and in isolation be critical of it's design when compared with another teams. The problem though is the Front Wing is the first component to receive the airflow and therefore shapes the rest of the cars ethos. Bolting the RB9's Front Wing on the CT-03 isn't suddenly going to make it a second quicker and would more likely make it difficult to drive.

It's important that the Front Wing balances the downforce generated at the rear of the car to give good balance and therefore feedback to the driver. It must also provide the necessary airflow structures required by the rest of the car, not least the management of the airflow that spills off the front tyres and can effect airflow downstream. The loss of the outer 75mm of the Wing comes into play here as over the last 5 seasons the teams have harnessed the outer portion of the Wing to manipulate the airflow around the outer portion of the front tyres with a view of also altering the low pressure region behind it.

Many teams have followed a evolutionary methodology when it comes to their Endplate design from 1 car to the next and so it will be interesting to see what teams do with the Endplates moved inbound 75mm. Where some teams have sought to move airflow inbound from the footplate side and energize the airflow over and under the flaps they may now have to adopt the opposing design.

When the regulations were first announced questions were raised over whether teams would look to condition the airflow inbound and around the front tyre but in my opinion it's a no brainer that they will continue to send the airflow outbound. Of course this will require a slightly revised approach to how they turn this airflow but I believe we are already starting to see the signs of teams playing with these options.



Above: Red Bull's use of the vertical guide strakes in the upper region of the flaps suggest they are trying to outwardly turn the airflow. Whilst investigating their 2014 options it may have become clear that adding these strakes to their current configuration could generate the desired effect.



Above: For Spa and Monza, Sauber fitted their Front Wing with Cascades that outwardly turn the upper airflow around the front tyre

So in reality albeit with less width the Front Wings we have seen since 2009 will remain similar in concept. Of course there will be a reduction in the level/number of flaps, cascades and strakes initially whilst the teams look at how best to navigate the airflow whilst also balancing it to the downforce achievable at the rear of the car. Initially expect the complexity of the Front Wing to be less than what we are used to at the moment.
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Old 11-25-2013, 01:26 PM   #4
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Back to low noses? YES!
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Old 11-25-2013, 01:31 PM   #5
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Originally Posted by Bottom Feeder View Post
Back to low noses? YES!
Don't get too excited





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Old 11-25-2013, 01:41 PM   #6
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Uhh...
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Old 11-25-2013, 02:11 PM   #7
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Old 11-25-2013, 08:32 PM   #8
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Quote:
Originally Posted by delongedoug;41016392[url
http://somersf1.blogspot.com/2013/11/looking-ahead-to-2014-part-1.html[/url]
So KERS storage is ten fold larger and they can discharge at twice the current rate? That seems like a massive change.
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Old 11-25-2013, 09:17 PM   #9
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Seems like?

There will be a lot to take in.

Considering how much the re-fueling ban changed things, I'm interested to see the change in consumption and it's affect.

I've been known to call the big changes (09, etc) drastic and I think these are more than F1 needs in one off season. Especially if cost cutting is in mind. Still going to be something to watch though.

Maybe Bernie will finally Mosley his way on outta here.
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Old 11-25-2013, 09:35 PM   #10
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I wish I wouldn't have jumped over to this thread. The 2014 cannot come fast enough!
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Old 11-25-2013, 09:39 PM   #11
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i cant wait!
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Old 11-26-2013, 11:42 AM   #12
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I think next year will be much more of an engineering battle than a driver's battle. Obviously the drivers matter, but the real competition is going to be on the pit wall. Should be very interesting to see the different methods to attack the same problem...and which methods come out on top. The creativity in engineering and aero in F1 is just outstanding.
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Old 11-26-2013, 12:25 PM   #13
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Has anyone been talking about the regulated amount of fuel at all? Im trying to see if it will be a question of having to regulate power usage to reach the end of a race? Would be nice to see some crazy strategy come in to play for fuel usage.

Like setting up KERS to have longer sustain effect and allow you to save more fuel for a greater number of full boost laps.
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Old 11-26-2013, 01:42 PM   #14
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Just learned about the 100 kilo fuel limit. That's huge and would bring about some exciting strategy IF its a tough limit to reach. But I'd imagine that 100k is about 25% more than what you need.
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Old 11-26-2013, 03:22 PM   #15
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I was watching an older clip today, and noticed the old lap countdown. Does anyone know what year that changed? I like the current lap counter better, but just curious.
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Old 11-26-2013, 04:21 PM   #16
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Speaking of fuel and KERS, with the limited fuel and larger KERS, if a team (Red Bull) were to have some sort of KERS issue, it could be extremely detrimental to the team's ability to finish the race.
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Old 11-26-2013, 04:46 PM   #17
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If you believe Adrian Newey, he said the RB chassis had KERS issues b/c it was not originally designed to have KERS.
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Old 11-26-2013, 05:08 PM   #18
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Quote:
Originally Posted by Tim_ View Post
If you believe Adrian Newey, he said the RB chassis had KERS issues b/c it was not originally designed to have KERS.
What reason would he have to lie? To make an excuse for not winning every race this year?
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Old 11-27-2013, 01:25 AM   #19
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back in the first year it may not have been.

I think the consumption limits, while interesting, should not detract from the spectacle of driving at the limits. Even close to the extent the tires have recently.

Cost cutting/change doesn't have to get slower.

EDIT: Ripler, I'm not sure but I want to say it feels like they changed it when they started supplying HD content. (was that 06?)

Last edited by parker/slc/gc8fan; 11-27-2013 at 01:30 AM.
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Old 11-29-2013, 02:44 AM   #20
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I got some reading to do
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Old 11-29-2013, 03:19 AM   #21
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Old 11-29-2013, 04:12 AM   #22
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That's a lot of changes!
Can't wait to see how they play out
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Old 11-29-2013, 03:30 PM   #23
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ET, Lotus is going to be the new Williams. Too bad Grosjean is stuck there because his manager is his boss.
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Old 11-30-2013, 11:50 AM   #24
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Anyone seen the video of what some believe to be a LaFerrari running around their test track running Ferrari's 2014 Turbo V6? Definitely sounds off compared to other videos of other LaFerrari models having a go on the track. Plus the car looks to have some form of breather/snorkel coming up from the rear hatch.

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Old 11-30-2013, 11:57 AM   #25
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