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24 Oct 2013
22 Oct 2013
Allianz - Get Street Smart with Mercedes AMG F1, Lewis Hamilton and Nico Rosberg

Allianz have been working with the Mercedes team and drivers on a series of video's highlighting the processes involved in producing a race winning car, the transferable technology that can be utilised in road cars and the increased safety the sport now operates with.  I last covered the series when they looked at the importance of seat design, for this episode though the focus is on the Monocoque / Chassis.


As explained in the video above the carbon fibre monocoque is now a ubiquitous design element of the F1 car.  It was first introduced by McLaren in 1981 with their MP4/1 and has since changed the landscape of both design and safety within the sport.



It's predecessor would be made from aluminium which although fairly strong doesn't have nearly the same type of tensile strength it's modern counterpart has.  Although both material will deform under load the carbon fibre monocoque is made up of many layers, with the carbon being laid up in many opposing directions to increase it's strength.  This invariably allows the material to flex absorbing load/impact that a singular material like Aluminium simply cannot achieve.  

It's also important to realise that due to the way carbon fibre is worked with at the factory the chassis can be designed in ways that simply aren't achievable in a material like Aluminium, further increasing it's strength and safety for the driver who sits within it.

Although the sports technical regulations restrict many areas of the chassis' design each team will still utilise their own design concepts to extract further performance from it.  Be it aerodynamically, safety or rigidity each teams chassis is catered for different needs.  Safety of course remains a paramount concern with the rules being constantly amended in order to decrease the risk of injury in an impact.

The Allianz Drive Safely campaign looks at many facets of how the team and drivers approach design and safety within Formula One.  A look at everything from helmets, HANS devices, tyre philosophy, strategy etc etc can be seen in more detail here:  https://www.youtube.com/AllianzDriveSafely with members of the team and both their drivers using relate-able methods to explain the intricacies of the sport.

This post is sponsored by Spreaditfast

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The #TechF1 Show - Suzuka

Firstly I have to apologise for the poor quality of lighting in this show, my camera decided to throw a bit of a wobbly.  I will rectify this issue for India but hope the audio is better than usual (If it ain't one thing it's another) The images shown in this edition can be found below the video...














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12 Oct 2013
11 Oct 2013
Codemasters: Formula One 2013 Review

(Played on Xbox 360 with a gamepad whilst I await my new Fanatec CSR Wheel/Pedals)

As I tentatively pop my copy of Codemasters 2013 game into my xbox my mind wonders back to my first exposure to Formula One games and the Psygnosis/Bizarre Creations game of 1997. Games and the equipment we play them with have progressed hugely since then but what I'm really anticipating is the unmistakeable voice of legendary commentator Murray Walker to bellow out of my speakers as the legendary commentator introduces the much anticipated classic content the game offers. Codemasters have since their foray into the F1 franchise steered away from placing commentary over the racing action in favour of the raw engine sounds and atmosphere. I have to say I think they have made the right decision as I can honestly say however funny it would be to have Murray dissect some of the on track action the repetition would become unbearable quicker than one of Fernando Alonso's race starts.

Murray's introduction of the Classic Mode adds to that legendary feel that you first get as you see the car in the sparse pit garage and then again when you take charge of one of the classic machines. The full Classic Edition comes at a financial cost to the gamer whilst the standard packaging includes the 80's tracks and cars. The 90's content that is missing from the standard edition will be made available via DLC a few weeks after launch. The classic element is a facet of gameplay that many having been screaming out for, for some time. 17 iconic drivers, 12 cars and 4 extra circuits from the 70's, 80's and 90's give the title a whole new spin.

Those of you desperate to venture out as Senna in the MP4/4 etc will however have your hopes dashed as the licensing for these classic drivers, cars and circuits has been a challenge already. (PC modding communities I'm sure will have a field day in terms of replicating other liveries, teams, drivers etc over the coming months)

DLC (Downloadable Content) however could open up another platform for Codemasters to introduce more elements to the game with Niki Lauda's Ferrari 312 (as seen in Rush) available for download and use in time trial from the get go. Technical nuance as any reader of my work will know is my bread and butter so my instant reaction is to reach for the classic stuff and discern the difference in power and handling characteristics between the varied machinery on offer.

I was only able to get hold of a standard copy and so only the 80's classic content is available, whilst my first job was to get hold of the 70's Ferrari via Racenet. As soon as the DLC is activated for the 90's content I'll be purchasing it as it's very much welcomed addition to the game in my opinion.


I decided to jump straight into the Ferrari 312T2 at Montreal (Time Trial) as I wanted to use the circuit as a benchmark for back to back testing all the cars (as this and Melbourne are the two circuits for some reason I know better than any). Of course this car wouldn't set any lap records as with a mere 450bhp (ish) it's not quite got the poke of some of the other machinery and no where near the downforce. In entering the first corner, I'm immediately impressed that the car inherently adopts lift of oversteer making the car easy to point and shoot into the corners. Normally being swayed to the Offset T Cam darkside, Cockpit view is suddenly my weapon of choice with an aesthetically pleasing level of detail allied to a great view of the circuit. After a few laps I feel assured that I'm comfortable with the way the car feels and have a handle on the clearly tweaked physics engine the games platform now uses. Best time in a 5 lap stint 1.22:906


My next assignment in ascertaining the games credentials is a trip in the Ferrari 87/88c which I'm hoping would provide me with a stark contrast to the 312. I'm not dissatisfied as it certainly is departed in the way the car handles. The turbocharged 88c is an absolute handful and requires both a different approach and style to how it's driven. Power seems fairly restricted in the lower revs but as you nail the loud pedal a huge surge of power causes the car to become unsettled. It feels as if the car is almost counter balanced around a central point with both understeer and oversteer possible dependent on corner entry / apex speed. Best time in a 5 lap stint 1.18.842


Then as a barometer to the previous car I thought I'd give Williams' FW12 a go, in theory the normally aspirated Judd powered FW12 although it featured reactive ride should not be able to surmount a challenge to the Ferrari of the same year. This however is where I was left shocked as, as I rounded the first few bends I noted the car was able to hold a higher apex speed. Traction was also of course less of an issue as you didn't have to feather the throttle out of the corners and whilst the Ferrari was able to reel in the Williams in a straightline overall the car was much more manageable. I will have to return to this back to back test when my new wheel/pedals arrive as I feel certain I should be able to drive the Ferrari much quicker than the FW12. Best time in a 5 lap stint: 1.18.446

Obvious limitations have been placed on the use of classic content by FOM as the liveries are devioid of the tobacco sponsorship that adorned the racers back in the day. However a neat trick employed by the designers is the use of different HUD's for those that play outside of cockpit view and an instagram style filter which adds a yellow hue to the overall picture. Unfortunately the damage model is switched off on the classic cars and so we won't get the feeling of how these cars handled when damaged. These touches all add up to a brilliant nostalgic feel to the game.


The main content of the game remains much the same as it's 2012 counterparts, largely due to the sports calender remaining unchanged (except for the loss of the European GP in Valencia). Of course the cars remain visually representative (of the cars from the Melbourne grid for licensing purposes) and the rules of the sport are upheld. Clearly work has been undertaken to reign in the level of difficulty posed to the average gamer with kerbs no longer spitting you into the gravel at the first sign of ambition over talent. That's not to say you don't have to work hard, as understeer and oversteer are still both factors should you push your luck, however both are readily catchable with the right input. Both the AI drivers ability and the way in which penalties are presented have been tweaked, improving on some of the flaws of the last game. As a reference I also ran the RB9 around Montreal and my best time in a 5 lap stint was: 1.15:520

The young drivers test that made it's first outing in 2012 returns to greet you at the start of the game and although I wanted to dive straight into the classic stuff, I did circle back to complete the various challenges. Expanding on the challenges presented to the gamer in 2012 the YDT is a lead in for those perhaps not au fait with the sporting and technical regulations of the racing. The more hardened fan will however find some of the challenges a little tedious reaching for the skip button, as I completed all the challenges rather effortlessly with a majority of gold medals.

A welcomed invigoration of the Proving Grounds section also see's many more challenges available to the gamer. These challenges sometimes represent historic moments in Formula One, (albeit in their modern vehicle) none more so than the last bronze challenge that replicates Lewis Hamiltons last few laps at Interlagos in 2008. I hope that via DLC the team are able to produce more of these challenges as it's certainly a way of adding longevity to this years title. Career mode is something that is once again slightly re-jigged but largely overlooked and although the team will face a massive challenge giving a representative feeling for 2014 this is now an area I feel they will be looking to make progression in.  The saving grace for me in terms of GP & Career mode is the ability to now save mid way through a race.  This is invaluable for people like me who struggle for game time.
With the Codemasters team almost certainly now fully concentrated on 2014 and the associated new technologies (much like the real F1 teams) I'd love it if for 2014 they could expand upon the Racenet challenges currently being run to encompass a 'Race Weekend' challenge, whereby after qualifying the real grid is assembled for you to race against.

I'm now left wondering whether Codemasters are able to re-introduce cars, drivers and circuits that have featured in past incarnations of their game via DLC. This would give us a tantalizing roster of drivers, cars and circuits that aren't currently available. The cars would of course be the stars for me if that were to come to fruition with the likes of the BrawnGP BGP001 and Red Bull RB7 available, whereas it could increase the circuit count by adding the Turkish GP, the Valencia street circuit, Silverstone's old GP layout and Hockenheim. Of course much like we see in other games these would come at some financial cost but I'd expect this to encourage Codemasters to further develop the 'Classic' feature further down the line.

Codemasters have always tried to strike a chord between the F1 fans that are more casual gamers with those that are looking for a simulation. The problem sometimes is that you end up in an awkward half way house that no-one likes. You simply cannot deny that visually and audibly the team have it absolutely bang on the money but when it comes to getting screwed down right into the nitty gritty does it fall short? The largest problems they face are they're their own worst critics and feel perfection is never achieved for this reason alone they would make a great F1 team, striving for perfection is quintessentially what the teams and drivers are looking to achieve. Balancing the wants and needs on gamers whom use both a standard gamepad with those who invest £100's if not £1000's in game wheels, pedals, gaming rigs etc is a massive task and one I don't envy. Personally I lack the time or aptitude to work on a simulator and so feel that for a game that needs to attract as many people to purchase it as possible (as lest we forget that anything that bears F1's name is inordinately expensive) it does a fantastic job of recreating both the contemporary and historic racing and so implore you to give it a try.

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10 Oct 2013
Debating Red Bulls heated splitter


An interesting image cropped up from onboard Mark Webber's car as FOM provided viewers of the Korean GP with the images captured by the thermal imaging camera looking rearward from the cars nose.

Many people questioned me on twitter as to why the splitter/plank area seemed to contain so much heat, it is of course plausible that what was being seen wasn't heat.  Thermal camera's can be tricked by shiny metallic elements, with Red Bull's leading section of the T-Tray made up of metal it could simply be argued away as a reflection.  Furthermore the thermal imaging used here may not be wholly accurate or representative further afield than the tyre it is trying to capture.

(I must at this point therefore state that the following is a theory based upon the evidence at hand, whilst taking into account some of the differentials Red Bull use over other teams whilst using past examples of how teams have looked to exploit certain design aspects of the car)  I will also point out that their Splitter/T-Tray design is not new and the team have been using it for some time

As we know the plank is actually wood, Jabroc to be precise and is used as a method of discerning if the car is bottoming out. The plank is measured after the race to see if it has excessive wear. This is because the teams will try to run the area as low as possible to generate more rearward downforce.  The proximity of the splitter to the tracks surface gives the potential to utilise 'Ground Effect' which is extremely beneficial when considering the airflow then leads into the Diffuser.

In most instances teams place metal sections into the lower leading edge of the splitter to protect the plank from excessive wear.  Some teams also utilise the splitter to house ballast taking advantage of its central location and low centre of gravity.

Above: A close up the RB9's T-Tray shows the team drilling holes into the upper surface of the device to dissipate the heat generated 
Red Bull have taken their design a step further by encasing the top section of the Splitter in metal too.  This may have a thermodynamic/aerodynamic impact as, as the splitter/plank bottoms out heat is generated and passed to the upper surface.

Running extreme Rake as Red Bull do can cause compromise over a race distance as, as the fuel burns off an already nose dived car will continue to ratchet upward at the rear.

This becomes a problem as the splitter and plank then become embroiled in a game of tag every time the driver enters a braking zone and the car pitches forward. This can have a negative effect aerodynamically as the underfloor becomes starved of airflow, therefore robbing the diffuser and moreover the car of downforce in the critical turning in phase.

So why endanger your race with the chance of the plank bottoming out?  An onward effect of running a Splitter that can contact with the ground with high rake is the Front Wing is placed closer to the track and therefore also operates in more 'Ground Effect'

The FIA have intentionally limited the way in which teams are able to lower the front wing over the last few years to negate this advantage.  They've increased the difficulty and loads required to pass the deflection tests. Then when the teams started devising ways of flexing the outer portions of the Front Wing they further increased the deflection tests on this too.
We therefore have to understand that this is an area that all teams are interested in manipulating as its advantages can be wide reaching.  (If we see the whole car's surface as 1 aerodynamic device that works in unison)

So how could the heating of the T-Tray aid in increasing downforce?

If we accept that when the front edge of the floor impacts with the ground the heat is transferred to the upper side of the Splitter (like a heat sink). We can also conclude that the air around this becomes less dense and therefore lower pressure encouraging airflow to rush into it. This would encourage both the blocked airflow (caused by the splitter being in contact with the ground) and the aforementioned airflow to migrate into the lower pressure zone above the splitter and be fed rearwards around the cars Sidepods. The additional and accelerated flow of low pressure cools the top face of the splitter and returns the airflow to its natural regime as the car continues on its way.

The process involved is so momentary that the lower leading edge of the splitter doesn't stay in contact with the floor long enough to create an airflow blockage to starve the Diffuser and therefore allows the team to run with a Rake exceeding that of the other teams thus also giving them the advantage of the Front Wing dropping in and out of 'Ground Effect' as the car corners (A great piece by Gordon McCabism on this topic is well worth a read http://mccabism.blogspot.co.uk/2011/08/front-wing-ground-effect.html)

Even without the aerodynamic advantage talked about above that could be gleaned from the heating of the top side of the splitter, we must also consider that using it as a heatsink alone has an advantage.  The transfer of the heat via the lower skids to the upper element of course still allows the Skid Block / Splitter to run closer to the ground as heat is transferred away from the plank.  Therefore meaning it can contact the ground a little more often without the fear of it failing the test after the race.  

Lastly we also have to consider the stay (the metal element, in the case of Red Bull's latest iteration of the Splitter) that creates rigidity between the forward top face of the Splitter and the underside of the Chassis.  Although we can't see any heat transference in the images to the stay it is plausible that this too is conducting heat from the lower element and buckling in the process (Either via lateral flexion or via negative thermal expansion).  This too would allow more deflection from the splitter when it comes into contact with the ground further enabling the car's Front Wing to run in closer proximity to the ground.

The effects of such a practice are of course consistent with the teams desire to increase rake enabling a Front Wing that runs closer to the ground, whilst also increasing the potential for expansion of the area available in the Diffuser.
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Is the splitter being heated up and causing an onward effect? I'm not entirely sure and so the theory should be taken with a pinch of salt, however as always I'd rather talk through the possibilities and encourage a debate with you guys.  I'd also say that even IF Red Bull are leveraging an advantage from this method it doesn't mean others aren't too and/or they can't.  What's your thoughts?
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My latest video looking at the technical nuances of the sport and focusing on the upgrades used by the teams in Korea.


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9 Oct 2013
5 Oct 2013
Red Bull - Diffusing the situation?

F1 races and indeed Championships have been won and lost by the tiniest of margins and so it's often the small elements implemented by the teams that add up to make a difference over their competitors.  In my last article on Red Bull I surmised that a 'perfect storm' is the reason for Red Bull's sudden meteoric rise to the top of the grid.

There was still something bugging me though, something I'd clearly missed and was contributing toward their pace / tyre management since the change of construction by Pirelli.  Red Bull's dominance throughout the regulation set that's been in place since 2009 has largely centered around their ability to extract more performance than the rest of the grid from the Diffuser.  Performance is clearly being extracted from many facets but at this GP 1 photo has made things a little clearer on what the team have changed in order to extract more performance.

Before we look at that photo lets look at a picture of the car from Hungary as this was the last GP with which the team ran their old Diffuser configuration.



In the picture above we can see that the team have the same full length perforated Gurney they'd ran on the car since the start of the season.  The Diffuser's outer design had been designed to cater for the softer sidewall of the early 2013 tyre's construction which compromised the Diffuser's ability to create consistent downforce. (Ride Height changes)

Lead and response time to the change in Pirelli construction was too short after the controversies of the British GP to have new components ready for Germany & Hungary.  This meant that as the team prepared their car for the Belgian GP they were doing so in reaction to tests they had conducted in those preceding GP's (Flo Viz and Pitot Tube Arrays / Rakes used during Free Practice sessions).

Furthermore with Spa and Monza being both medium to low and low downforce configuration circuits respectively their configuration is bound to differ when compared to the Singapore and Korean GP specs.


As we can see in the picture above the Spa & Monza configuration featured a Gurney that was only perforated in the central section with a more traditional blunted outer portion.  This I believed was that the team were happy with the Ride Height efficiency of the outer portion of the Diffuser which was now being sealed more effectively/consistently with the change back to 2012 construction tyres.  This is because the idea of the perforation in the Gurney is 2 fold, it not only reduces an element of drag (although drag generated at the Diffuser is always less than that of it's Wing counterpart) but increases the efficiency of the Diffuser over a wider Ride Height / Speed threshold.

What I missed has become apparent to me over this GP weekend and that's the inclusion of a upturned curved element in the outer footplate.  (After looking at the images below take another look at the one from Monza and you can just see the scroll poking around the periphery of the Diffuser)


In the magnified section of the image above from Singapore we can see how the footplate has received a footplate scroll, the winding of this section at the tip of the Diffuser will be extremely beneficial in creating additional downforce.

Why? you ask, the Diffuser relies heavily on the edge vortices it generates to create downforce, the Diffusers angle, size and it's height from the ground are all heavy influence-rs on downforce generated by it.  The outer portion of the Diffuser is perhaps the most important section of the device with the spacing and orientation of the inner fences or strakes also a contributing factor in how these vortices are managed.  Many studies have shown that as ride height decreases the edge vortices enhance the downforce generated until such a point the vortex bursts and a loss of downforce occurs.  Taking this into account and the fact that Red Bull work in opposition to the trend (High Rake) we must assume their intent is to increase the edge vortices via outside methods otherwise the increased height would mean a loss of downforce.  This of course comes in the form of the exhaust gases which are directed at the outer footplate of the Diffuser energising the vortex's vorticity.


The scroll that has been added to the outer portion of the Diffuser should capture and re-purpose the exhaust plume and energise the Diffuser.  By funneling the airflow at the tip of the Diffuser the airflow is itself vorticised and will strengthen the flow inside the Diffuser.  Compared to the Louvres we see used on the Endplates to reduce drag by allowing airflow to migrate between the 2 pressure gradients and stop the roll up of a vortice.  As we can see in the crude diagrams I've put together below this should then entwine itself with the exisiting vortex strengthening it therefore pulling more airflow through the Diffuser.






The Diffuser is a complex and hyper sensitive area of the car therefore requiring compromise to be made to entice the best from it.  From what I can see Red Bull have once again found another way to get the best from it's design from incremental changes. The question is, who can replicate it?
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2 Oct 2013

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