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31 Aug 2014
A Red Bull renaissance?

The dominance shown by Red Bull over the last 5 years appeared to be coming to an end with the rise of a new force: Mercedes.  However I'm not sure the boys from Milton Keynes have read the 2014 script, or they've decided it's time to rip it up and write another.

Spa may well be earmarked as the turning point in the 2014 drivers championship not only for the warring Mercedes drivers but the emergence of Daniel Ricciardo as a real contender.  Don't get me wrong he is still a real outside shot, but the battle between both Silver Arrows drivers could continue to open the door to the Australian.

It's fair to say that Red Bull still have by far the best chassis on the grid and that their performance has been offset by the mistakes made by Renault.  That's also not to say that Mercedes haven't taken advantage of their 'works' scenario, making full use of the partnership to integrate the powerunit with the chassis.  Both teams still remain at the top of their respective trees when we look at who the relative powerunit manufacturers supply and I'd suggest both were compromised by the loss of FRIC.  Mercedes perhaps known to have the most mature version of the system but I'd suggest Red Bull were not all that far behind.

It was clear for everyone to see that a philosophy change had occurred at Red Bull in Spa with the team mixing it up, utilising the very skinny (low dowforce, low drag) rear wing.  I've often remarked that the RB10 seems outwardly less complex than many of it's rivals, a trait shared by Williams this year.  Now that's not to say they are not complex designs but that they are sparse when compared to their rivals, free of unnecessary components that look to create vortices or airflow structures to fix, mask or create other problems.

What also stood out to me was the teams marked improvement in terms of power availability, Spa should have been a track where Red Bull were 'found out', with a drop off in power along Kemmel straight being the most obvious sign of the power offset between the Mercedes and Renault powerunits.  This is a clear sign to me that the hard work, re-structuring and investment done at Renault is starting to pay dividends.  This should not simply been seen as an improvement from Renaults side however, with Red Bull doing their lions share to increase performance too, spending their own time and money investing in the changes.  On top of this both have tasked Total (fuel and oils) with bringing their own expertise to the table, with fuel providing a crucial performance advantage, not only in terms of outright power but also due to the requirements of the fuel flow limit and race weight limit.

The most intriguing element in their renewed pace is that the team played their gear ratio joker in Spa, adjusting some of the 8 ratios the drivers can utilise this season.  For those of you that aren't aware, from 2014 onwards the teams/drivers nominate their gear ratios at the start of the season.  They are allowed to change this once, which must then be retained for the rest of the season.  This shows (to me at least) that Red Bull, Renault and Total have found something, something that has required a change in their approach, with 1st, 2nd, 7th and 8th gear ratios being amended for longer ones to account for the performance being shifted. 

We must also remember that generating more power from the ICE (through virtue of the R&D done by Total & Renault) you will change how energy is recovered and used with the MGU-H & K.  I'd continue to suggest that the teams and manufacturers will continue to evolve in their approach to ERS as time goes by with circuit characteristics also playing a large role in how the energy is made available for the driver.

So why were Red Bull so far off in qualifying? I hear you say, well that's simple, they chose to lose downforce with the use of the skinny rear wing.  This made them slower in the corners, which also lost them time on the straights, traction being a key issue with the Mercedes powerunit able to fill in the blanks that the Renault can not.  Renault may well have made up ground but Mercedes have performance in reserve and I still find it interesting that they are the only team on the grid that chose not to use 8th gear.  Don't get me wrong they have 8th gear (they've used it on the very odd occasion) but it is so tall that the performance drop off is vast when selected.  This of course helps to spread the torque load and assists in the driveability of the car.

When all said and done the drivers championship is Nico Rosberg or Lewis Hamilton's to lose, however if they continue to squabble this only opens the door for a resurgent Red Bull and the ever consistent Daniel Ricciardo (Just imagine if he hadn't had those points took off him in Australia, or both Nico and Lewis had retired in Spa).  The fight is well and truly still on....
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28 Aug 2014
Bite Size Tech: Lotus E22 Asymmetric Cooling Outlet - Spa

As we know the E22 sports several asymmetric components already but in Spa the team decided they would also change their approach to cooling the car in this way too.  As we can see the left hand side of the car, which houses the chargecooler setup had a significantly larger cooling outlet when compared with the right hand side.  With the size of the cooling system inside the sidepod seemingly increased for Spa the team decided that this shouldn't affect the other side of the car and ran a much smaller cover on the right.  I'm still not wholly convinced by the teams asymmetric philosophy especially owing to its aerodynamic impact, but on a circuit dominated by long straights, perhaps it was simply a case of their drivers being aware of the balance issues in sector 2.
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27 Aug 2014
Bite Size Tech: Caterham CT05 - Rear Wing Endplate Strakes - Spa


As part of their raft of upgrades introduced in Belgium the team made changes to their rear wing endplate strakes.
The new strakes (lower of the two images) are certainly more complex and will not only assist the diffuser in managing the effects of tyre squirt, but also assist in creating upwash.  Although fairly innocuous the role of the diffuser strakes shouldn't be taken likely, as if designed in sync with other components they can have a marked performance advantage.

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25 Aug 2014
Time for reflection... The Rosberg/Hamilton incident

The Belgian GP has proven to be the tipping point in what had already become a fractious relationship between Lewis Hamilton and Nico Rosberg.  The problems are many but a feud on this level only heightens when both drivers, drive for the same team.  Mercedes dominance has been clear to see all year, with us having to go back to 2004 (Ferrari) and 1988 (McLaren) to see one team with such a clear advantage over their rivals.  Ferrari had their drivers (or should I say Rubens) under control in 2004 but like Mercedes, McLaren saw the egotistical scales tilting in 1988.

I don't need to write about the tumultuous relationship between Senna and Prost as the story has been told over and over, from different perspectives.  However what I will say on that matter is that Prost was always villainized, something that irks me and perhaps always will.  Prost was a thinker, a planner, a strategist but came across as more outwardly reserved, whilst Senna cut from a similar cloth had a fierce personality.  Senna's never die attitude is what endeared him to his followers and even made those that cheered for others, respect what seemed like an ability to out drive the machinery he was in.

Does any of that sound familiar? I see echoes of the Senna/Prost rivalry emerging in Hamilton/Rosberg as both vigorously tries to best the other as the Championship comes to a climax.  The media (especially the British) has not made things any easier creating a hyperbole around the pair as they both look to take the drivers championship, creating friction that Mercedes management seem ill equipped to deal with.  Like Ron Dennis and McLaren in 88, Toto Wolff & Niki Lauda have emphasized throughout that both drivers are on equal footing and are allowed to race.  Unlikely to lose the constructors title to Red Bull now, with an almost unassailable lead they could just let the pair have at it.  However I'm sure the Daimler board of directors won't be impressed with their drivers feuding, all the time leaving the door open for Daniel Ricciardo to ghost in behind and take the drivers title.

So what of the incident in Spa?  Post race, like many others I took to twitter and as always I tried to see the argument from both sides of the fence, afterall this was a racing incident, not investigated by the race stewards.
Of course this came across as a defence of Rosberg, much to the annoyance of the Hamilton fans, although this was not my intention.  The move was never on for Rosberg, I simply believed at the time that Rosberg was showing Hamilton "I'm here and you're going to have a battle on your hands".  Toto Wolff's reaction in an interview with the BBC post race was that the move was "absolutely unacceptable, absolutely unacceptable, lap number 2 of a long race, a crash between two team mates"

The problem with the incident, is what ensued for Hamilton, the instant deflation of the tyre handing Rosberg the lead of the race, with Hamiltons stricken W05 taking what would usually take just over a minute to get back to the pitlane, taking double that and of course all the time the delaminating tyre causing irrecoverable damage to his cars floor.  This more than anything is what people are unhappy with as even with a damaged front wing Rosberg was able to continue at a relatively decent race pace, whilst Hamilton's race was destroyed and his championship chances once again eroded.

If we were to rewind to lap one and look as Hamilton and Vettel diced for position in a similar way, Vettel (although he was actually further alongside Hamilton coming toward Les Combes, along Kemmel straight) abandoned his attempt to overtake, taking to the run off instead).
So does that make Rosberg's move wrong? Well lets also cast our mind back to Germany, when Hamilton was trying to get back through the pack and came up against Jenson Button at the hairpin.  Hamilton conducted an overtake in the same vein as Rosberg, where a collision ensued.  The result was a similar Front Wing breakage on Lewis' car but as the speed was much lower in this incident Button wasn't penalised with a puncture.  Yes I realise these are different incidents but in terms of racing incidents they both carry the same merits.  Just like the Rosberg / Hamilton scenario initially both blamed one another, Jenson later said he understood why Hamilton thought I was giving him the space to pass, but came short of actually admitting fault in any way (A racing incident.

Moving onto the post race debrief which has now sparked the insinuation that Rosberg intentionally drove into Hamilton.  As always this started out as a one sided argument with Hamilton telling the media that Rosberg had admitted driving into him.  As always though context is important, with Toto Wolff coming to Rosbergs defence:

"Nico felt he needed to hold his line,", "He needed to make a point. He didn't give in. He thought it was for Lewis to leave him space and that Lewis didn't leave him space. "For Lewis, it was clearly not him who needed to be aware of Nico.
"So they agreed to disagree in a very heated discussion among ourselves, but it wasn't deliberately crashing. That is nonsense."

Rosberg is clearly towing the line that he rolled the car into the gap, hoping that Hamilton would allow him the room to retain his momentum, which in his eyes would have allowed both of them to continue their fight.  Hamilton however didn't have to leave him that space, he had the position and was entitled to put his car in that position.  Thus making it six of one, half a dozen of the other: Racing incident.

Did Rosberg intentionally crash into Hamilton? Only 1 person truly knows the answer to that...  What is clear is that the incident is the tipping point in the Championship and more importantly a major issue for Mercedes to deal with going forward.  As we have seen in the case of Red Bull / Vettel / Webber / Horner / Marko, team orders are not always a resolution to such incidents, with a toxic relationship between all the parties created, with each beginning to believe the other is 'taking sides'.  Turkey 2010 created much the same ripples for Red Bull as we are going to see going forward at Mercedes if things aren't controlled.
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24 Aug 2014
Bite Size Tech: Ferrari powered teams exhaust covering - Spa


It's no secret that both Ferrari and Renault have failed to live upto the benchmark set by Mercedes with the 2014 poweruint.  As always that doesn't stop manufacturers trying to make up ground though, with both Ferrari and Renault making strides since the start of the season.  Fuel has provided the platform for large performance gains in both cases, with new blends being used to facilitate better power and performance as the teams look to extract more from their race allocation of fuel.  This is an area that Mercedes and Petronas bested their adversaries with before the season commenced and so perhaps have less to gain as the season continues.
Marussia tested (at the post Silverstone test) with their exhaust primaries wrapped, to see what sort of performance gains could be made.  It's something that the other teams have been doing since the start of the season and so it has been one of those head scratchers as to why Ferrari hadn't adopted it before now.  Questions were raised after the Marussia test as to the legality of the Ferrari teams deciding to wrap their exhausts mid season, owing to the homologation regulations.  I've been stead fast in my opinion since then that this practice is legal as they're not changing the specification of exhaust simply heat wrapping it.  Of course there are compound effects of heat wrapping an exhaust, as it will increase the exhaust gasses potential velocity.  This increase in exhaust gas velocity increases the turbochargers potential which in turn increase the MGU-H's potential to harvest energy, passing it either directly to the MGU-K for instantaneous power or to the ES (Energy Store) for later deployment.

The increased temperature and velocity of the exhaust gases driving the turbine will of course change the requirements of the fuel being injected into the cylinders, producing more power.  This development will undoubtedly have implications for Shell, as temperature (especially EGT, Exhaust Gas Temperature) will play a crucial role in their fuels development, giving them another opportunity to make incremental gains.

As we can see from the images above, Ferrari have 'bagged' their manifolds rather than using exhaust wrap, this will have a slightly different effect and of course comes with a slightly higher cost.  It's difficult to proportion a power figure to this heat enclosure method as I've seen 20bhp banded around on other sites.  I'd be weary of giving actual figures and ask that people not only look at the additional top end performance that it achieves but the compound effects we see with fuel, ERS etc.

Images in this article originate from AMuS
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23 Aug 2014
Bite Size Tech: Caterham CT05 Engine Cover - Spa


Caterham arrived after the summer break looking to chase down their closest advisory: Marussia.  With this in mind the new owners had given a raft of new performance parts the green light as they chase their rivals for the all important 10th place.  (Although Marussia are currently in 9th, owing to a bad season for Sauber)

Part of the upgrade package was a new engine cover/cooling outlet, which looks to make better use of the region,  not only by dispatching of the un-wanted latent powerunit heat but also by improving airflow, especially in the coke bottle region.
Smaller, shorter and wider channels on the outside of the cover (terminating ahead of the suspension) allow for a tighter inner cooling outlet which of course creates more room for the airflow to migrate around the coke bottle, increasing the performance of the floor and diffuser.

Also worth noting is the new paint scheme on the Caterham, dropping the mixture of Green, White and Black down to just Black might not seem like a huge weight saving but every little matters.  Furthermore this is a recognized Colin Kolles tactic (weight reduction) in order to gain competitiveness.
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Bite Size Tech: Caterham CT05 - New Nose - Spa


The CT-05 certainly wasn't going to win any style awards when the team unveiled the car at the start of the season (above), with perhaps the most hideous intepretation of the 'finger' nose on the grid.  Their latest design however is much more aesthetically pleasing but more importantly may unlock some further aerodynamic potential in the car.
The more svelt vanity panel section above the finger extension is reminiscent of the Sauber C33, but unlike Sauber the team haven't used conventional connecting pylons but instead use much shorter ones, connected to the lower part of their nose.  As only the upper section of the nose has been altered and not the structural part it's unlikely the team performed another crash test.

In terms of aero the old nose was an extreme attempt at retaining the high nose seen prior to the new rules, in an attempt to drive airflow on mass under the car.  However quality trumps quantity every time and so the new design, although seemingly more conservative will likely yield better results downstream.
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Bite Size Tech: Ferrari F14T Rear Wing - Spa


Spa's unique circuit characteristics demand good top speed for the 1st and 3rd sectors whilst retaining a high level of downforce for sector 2.  This therefore makes for an interesting decision process when designing/selecting a rear wing, with most of the teams bringing a new specification of rear wing to cater for these demands, Ferrari are no exception.

Of course they completed correlation work to asses its merits in comparison to the standard specification too (below).

The newer wing (top and below) features a much shallower angle of attack for the Mainplane and Top Flap, whilst the endplate louvres which are used to reduce tip vortices are reduced from 5 to 3 (owing to the shallower AoA).  The chance of rain for qualifying/race and/or down to assessment work conducted in FP1&2 we may still see Ferrari run with the older specification as a precaution.
NOTE: As this piece was written after FP2 you should be aware that both drivers opted for the higher downforce wing for qualifying/race day.
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22 Aug 2014
Bite Size Tech: McLaren MP4-29 Rear Wing - Spa


McLaren have arrived in Spa with several updates, looking to increase the performance of the MP4-29, mainly centred around improving the airflow structures at the rear of the car.  As we have seen over the last few races the team have started to move away from the use of their 'wishbone wings' as the concept although sound hasn't produced the type of performance they require.  Furthermore as the design of many components was made to cater for them making widesweeping changes has taken time.




With changes to the 'wishbone wings' and diffuser already mentioned: McLaren MP4-29 - Diffuser - Spa we must now turn our attention to their new rear wing.  Having implemented several design changes to their rear wing in Hockenheim which was used again in Hungary and with a switch from high to medium downforce (with a large emphasis on drag reduction for the long straights) the team introduced another new design.
The top flap retains the leading edge tubercles introduced on the wings predecessor, retaining with it the increased L/D they create.  The mainplane however returns to having a regular trailing edge but has been redesigned with a curved leading edge, as the outer sections curve upwardly to reduce drag but also maximise downforce.  The canards added to the outside of the endplates in the last update have been removed as their purpose was to help unify the airflow structures in the region, which in turn will have a small drag penalty.  Whilst the louvres, used to minimise tip vortices have been reduced from 5 to 3, owing to the reduction in angle of attack of the top flap and mainplane.

Also worth noting is that the team are not running their Y100 Winglet / Monkey Seat this weekend (usually attached to the Y-Lon)


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Bite Size Tech - Lotus E22 Rear Wing - Spa

The last stop before the summer break being Hungary meant the team bolting on as much downforce as possible but the return to racing at Spa offers a new challenge.  The 7km circuit has some of the longest straights on the calender but also has its fair share of complex corners, making it a challenging place for the teams to get their aerodynamic packages right.  Rather than produce a race specific rear wing the team have returned to a specification last used in Montreal.

The wing features a much lower angle of attack than usually utilised with just two *louvres placed in either endplate. 

*Louves are used to reduce tip vortices (which of course there are less of when less AoA is run)
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Bite Size Tech: Red Bull Racing RB10 Rear Wing - Spa


Red Bull's strength over the last 5 or so years has been their ability to generate more efficient downforce than their opponents.  So it comes as no surprise that at Spa a circuit where being fast in a straight line is one of the largest performance factors, we see them utilize a skinnier rear wing.  Of course in 2014 they're not only considering the deficit to their rivals in terms of direct aerodynamic drag reduction, but also with a top end speed disadvantage from the under-performing Renault powerunit, they have to make up further ground.

Progress will have undoubtedly have been made by the French engine supplier over the summer break, with work continuing with Total (fuels and lubricants) to harness more power.  That's not to say that Mercedes/Petronas and Ferrari/Shell haven't also been working hard on their fuel blends too though, making a gain on them even more difficult.
As we have seen in previous seasons Vettel (above) tested a different wing to his Australian counterpart with Ricciardo opting for perhaps the more aggressive solution, whereas the German retains a similar specification to the last few races, albeit with less Angle of Attack.
The rear wing being used by Ricciardo (above) features an extremely low angle of attack, something only marginally eclipsed by a Monza specification rear wing in previous seasons.  Red Bull's use of the secondary (upper) Y100 Winglet / Monkey Seat has been curtailed too, with it deemed unnecessary with such a low AoA rear wing.  They retain the lower (beam wing slice) Y100 Winglet / Monkey Seat however, which retains its purpose of connecting the lower airflow structures (Diffuser/Floor) with the exhaust plume.
The wing itself has had the leading edge tyre wake slots deleted and as the AoA is so low, they don't see the need to include louvres ahead of the wing planes in order to reduce tip vortices.  Interesting though the top edge of the endplate has been made extremely thin to maximise the available width of the mainplane and top flap (see below).
The central support pylon has also been moved rearward, meeting with the mainplane (around halfway along the x axis) rather than on the leading edge like other solutions.  (Vettel's variant utilses the swan neck style approach)  This moves the pylon out of the sensitive area on the leading edge of the mainplane, allowing the wing to generate downforce that may be lost if flow separated with a pylon mounted further forward.  Lastly due to the AoA/Height of the mainplane/top flap a much smaller/longer DRS actuator pod has been commissioned (see above)

It could still turn out that Daniel was simply testing this wing for use in Monza, however it appears that he is far less sensitive to a loose rear end than Vettel, probably owing to his time spent at Toro Rosso with a less aggressive blown diffuser over the last few seasons.  IF they choose to run different specifications for qualifying/race it'll be interesting to see the offset in terms of tyre degradation, where Daniel should suffer from graining much earlier into the race due to the lateral loads put through the tyres in sector 2.

Note: As this analysis was written post FP2 I can now confirm that both Red Bull drivers used the skinnier rear wing for Qualifying/Race even with the damp conditions.

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Bite Size Tech: Ferrari F14T Front Wing(s) - Spa


The first race after the summer break always provides us with the opportunity to see new parts on the cars, especially as Spa is quite a unique challenge.  Long straights combined with a tricky second sector demands a compromise between drag reduction and downforce.
Ferrari have arrived in Spa with several Front Wing configurations to test ahead of qualifying, all of which will have different direct and downstream effects.  The first of which has featured for several races now but has the upper flap cut down considerably at the adjusters end.  This is done to reduce drag at higher speeds but will come at the cost of downforce at low speed, perhaps inducing a little understeer.

The second is wing more specifically keyed at low downforce circuits, meaning it was only be tested in Spa ahead of the lower downforce configuration required for Monza.  The cascade element that is ordinarily used to direct airflow up and around the front tyre is replaced by two vertical fins, these two are used for a similar purpose but their effect will be reduced.  Again this is a response to the need for less drag over these next few races.
Above: This image is from Piola/Omnicorse

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Bite Size Tech: Force India VJM07 NEW Y100 Winglet / Monkey Seat - Spa


Having made their largest upgrades in Austria with a few straggling through for the Silverstone weekend Force India have another change this weekend which will impact those that went ahead of it.

The Y100 Winglet or Monkey Seat as we know it is an area that is constantly under scrutiny by the teams as any changes to the exhaust, rear wing, diffuser etc require minor alterations to it in order to extract the best performance.
Their new winglet is extremely reminiscent of the one used by Lotus in 2013 as they continued to assess the merits of their DRD (Drag Reduction Device), just as I talked about back then the curved winglet acts as a mini diffuser (venturi) expanding the airflow passing by it.  In the case of Force India we can see that ahead of the winglet the team have shaped their exhaust surround/pylon to create an inverted nozzle (when compared to the winglet).  These two components work in conjunction with the exhaust to pull airflow through and over the engine cover/sidepod bodywork.

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Bite Size Tech: Mercedes W05 restructured nose, turning vanes & brake duct fin - Spa


As we know the pace at which Formula One moves and develops is phenomenal and even though Mercedes lead the way, they're still introducing parts to improve performance and keep the gap to their opponents.
In Spa we can see that the team have made some modifications to the nose in order to maintain that development curve.  The upper surface of the nose seems a little steeper, which in turn allows the lower section to be raised, facilitating more airflow to pass under the nose.  Furthermore the top surface of the nose is more concave, allowing airflow from the upper surface to bleed off, reducing pressure on it.  Making the surface more convex at the outer edges, makes the pylons seem more widely spaced, although their position is retained it will have an effect on the airflow.  It's worth noting that this also seemingly reduces the height of the FOM camera handlebar style mounts, changing how the airflow interacts in unison with the suspension.

The changes to the nose tie into the team increasing their turning vanes from 3 part appendages to 4, with more mass flow for them to deal with.

A small change to the teams brake duct is also a worthwhile subject to touch on too with a small vertical blade added above the brake scoop.  This blade will create a vortex similar to the one already being generated by the upper surface of the brake scoop, working together these vortices help to control some of the wake induced by the rotating tyre outbound of it, reducing the impact it has on the additional mass flow being generated under the nose.

An upshot in performance won't all come directly from these changes with gains being seen further downstream too as the area provides a critical transition, with airflow migrating toward the splitter, bargeboards and around the sidepods undercut.  The quality of this airflow will further enhance the performance of larger aerodynamic surfaces such as the sidepods, floor and diffuser.
Above: Mercedes engineer takes pictures of how the flo-viz that has been applied under the nose is migrating

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Bite Size Tech: McLaren MP4-29 Diffuser - Spa


McLaren have arrived in Spa with several updates, looking to increase the performance of the MP4-29, mainly centred around improving the airflow structures at the rear of the car.  As we have seen over the last few races the team have started to move away from the use of their 'wishbone wings' as the concept although sound hasn't produced the type of performance they require.  Furthermore as the design of many components was made to cater for them making widesweeping changes has taken time.
Performance from the diffuser is obviously critical and the use of the 'wishbone wings' meant that the design of the diffuser needed to be keyed directly to their design.  Owing to the flow structures generated by the 'wishbone wing's' and how they interact with the diffuser, pulling upward on the diffusers airflow.  With only the lower suspension elements shrouded by the wings for Spa the team have sought to re-design their diffuser to compliment the change.  The upshot will likely be a reduction in drag (diffuser's tend to provide less drag for the amount of downforce being generated than their wing counterparts, however with the wishbone wing intrinsically linked to the airflow structure, their L/D was plausibly much higher than their oponents) and a more consistent (if lessened) quantity of downforce (shifting the peak window).  The re-design all features something from the Mercedes locker with the central portion of the diffuser featuring a U bend.

The U bend is a clever use of the regulations as not only does it allow access to the starter motor hole that others have had to hide with a hinged access flap, it also serves an aerodynamic purpose.  Performance won't be significantly higher from this small addition but it will likely add some much needed consistency to the ebb and flow of how the diffuser generates downforce.  The U bend funnels airflow from above the floor and injects it into the diffusers path, aiding with the connection of flow structures above.

Also worth noting is McLaren's continued use of the small vortex generators on the transition line from the plank to the diffuser
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Bite Size Tech: Mercedes W05 Rear Wing - Spa

Mercedes have introduced a new rear wing for Spa and will utilise the more simplistic Monkey Seat / Y100 Winglet that they tested at the post Silverstone GP test.  These changes are of course made inline with their ambition of reducing drag, on a circuit that demands both fantastic top speed whilst maintaining a good level of downforce for the tricky 2nd sector.  It's a tough balance for Spa as too much drag reduction will hinder downforce generation and visa versa.

Therefore the rear wings main change comes to the top flap, which features curved outer profiles on the trailing edge.  This alludes to how the tip vortices would form, which can be both destructive in the creation of downforce but moreover create areas of separation which in turn creates drag.

The slimmer Y100 Winglet is used in order to change how the flow structures interact with one another, Mercedes have been keen to utilise what energy is expended by the exhaust for aerodynamic gain this season.  Utilising the exhausts energy to unify the airflow structures created by the diffuser and rear wing, this is further assisted by the Y100 winglets interaction with the exhaust plume.  The more complex winglet that has been in use up until this point will of course manipulate the exhaust plume and surrounding airflow differently to the new slimline version, with the newer winglet aiming to reduce drag inline with the re-design of the rear wing.
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20 Aug 2014
Is it ever too early or late to get an F1 drive?


This week we've been on the end of polar opposite driver announcements, with wunderkind Max Verstappen announced as a Toro Rosso driver in 2015, whilst Andre Lotterer will replace Kamui Kobayshi at Caterham for this weekends race in Spa.
Verstappen is the son of previous F1 driver Jos and has been hugely impressive in this years Formula 3 championship with a string of victories, he lies second in the championship.  At 16 (17 by the time he starts his first F1 race) though many are questioning whether he'll be ready for Formula One and has the Red Bull junior programme skipped a generation or two? Max's fast track to Formula One comes at the expense of Antonio Felix Da Costa (now test and reserve driver for Red Bull Racing), whom many felt was overlooked when Kyvat was promoted ahead of him.  Whilst Carlos Sainz Jnr also awaits a call up to the big time too.

Max is an exception to most of the rules and although he'll become the youngest F1 driver when he takes the wheel at the start of 2015, this isn't a new experience for Toro Rosso with both Jaime Alguersuari and Danil Kyvat being promoted at 19.  In both instances the same issues were raised by the media about their demeanor, talent and exuberance as are now being raised about Max.  Max clearly has racing in the blood but also comes from a generation of drivers that has to not only mould their craft in karting but in the digital world too.  Formula One has always been at the cutting edge and is perhaps as scientific as sports get, but just as other sports look to the improvement of their athletes through scientific and medical advancements so do the younger generation of drivers aspiring to get to the pinnacle of motor racing: F1.

Talent is no longer enough as drivers surround themselves with driver trainers, personal trainers and nutritionists, as they strive to improve both body and mind.  This is not a new process by any means with the stars of the 90's adopting similar methods a little later in their careers.  But as with Formula One these processes evolve, we do not forget what has already been learnt but improve upon those foundations.  You only have to look at some of the older drivers on the grid: Jenson Button and Fernando Alonso (whom also entered F1 at 19) they openly share their exercise activities on social media with huge cycle rides taking care of their aerobic exercise regimes.

So do I think Max will be a success? Yes in all honesty, he has done well to align himself with Red Bull, who are always eager to market youth as it aligns with their brand.  They should be able to extend the tools he needs to garner success and fulfill his ambitions.  However fail to show that early promise and they'll be quick to discard him for the next big thing.

Andre Lotterer finds himself at the other end of the shark pool, looking to fulfill his potential as an F1 driver at the tail end of his career.  Successful in both WEC/Le Mans and Formula Nippon/Super Formula he's still sharp and race ready.  His connection to Colin Kolles seems the most likely route into the seat at Caterham, with him reportedly using the teams simulator over the last week or so.  The 2014 Super Formula car that Andre has become accustomed to is a 2 litre, direct injection turbocharged machine which doesn't produce the peak HP that the new generation of F1 engines do but will certainly give Andre a representative feeling.  (Furthermore the series now also uses DRS)

Is Lotterer the answer for Caterham? Only time will tell but asking him to jump in mid season, just when the team are about to assess upgrades could pose quite a challenge for both him and team.  His Super Formula experience will no doubt be of great use to him but I'd suggest the largest challenges he must overcome will be familiarization with the cars controls and poweruni, whilst understanding the tyres tends to pose a significant challenge to all the drivers, let alone one thrown in at the deep end.  I can't help but draw parallels with Lotterer's drive with the stand in performances of Heikki Koveleinen's at Lotus in 2013 and Giancarlo Fisichella at Ferrari in 2009.  Lest we forget that these were both drivers that had significant F1 experience but still needed to adapt heavily to new machinery with both failing to really make their mark.

The last question we have to ask is, will Andre complete a time within 107% of the leader?

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10 Aug 2014
Changes at Parabolica

Outrage has swept across social media over the last few days as fans witnessed images showing changes at Monza's Parabolica.  As usual a lack of information presented by the FIA or the circuit led to many deriding what is essentially a change made to aid safety.

Monza is one of the classic European tracks still visited by Formula One that most would say hasn't been neutered, with changes made to Spa in recent seasons bringing it inline with some of the 'Tilkedromes', providing tarmac run off area's rather than gravel.

As always the eternal optomist in me sees what is being done here, yes the purist in me still thinks that is a change really needed? but on the face of it, it won't actually change too much, providing a safer environment not only for F1 but other racing classes too.  Gravel is still retained on the periphery of the corner with only the first 20metres beyond the tracks limits resurfaced (below)

Gravel is something we are used to seeing at the more 'classic' venues but from a safety standpoint means that vehicles invariably dig in and can flip, furthermore 'beaching' means that removal of the vehicle must be done by the marshalls, prompting either a safety car or double waved yellows.  Running wide in Parabolica with the changes will not always end someones race now but on the same token it won't make for a faster lap time.  I know you all want to see drivers punished for their mistakes BUT we must consider the safety implications.

The only place that could have resulted in a lap time gain with the new layout is over stepping the track limits out of Parabolica onto the pit straight.  However take a look at the rumble strips in that area (above), that wouldn't be pleasurable to run over and would likely result in damage if done too often.  However that won't stop the drivers re-ascertaining the image in their mind of the limits throughout Free Practice though I'm sure.

I'd also suggest that the tarmac won't be left bare and a low grip paint will be applied, making a trip onto it entertaining for the drivers, slowing them down somewhat.

A selection of pictures (below) were taken by @ceredaemanuele detailing the reprofiling of Parabolica






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4 Aug 2014
Where's F1 heading? (geographically)

This isn't a look at the state of affairs in F1 (that's coming up in another article over the summer break instead). Instead it's a look at the ever evolving calendar that Formula One keeps.

With two new signings in recent weeks and two venues languishing on the subs bench holding current contracts, I thought it worth a look at where Formula One will be visiting for the next few seasons.

Australia - Albert Park


Having played host to Formula One since 1996, replacing Adelaide, it's promoters have often crossed swords with Bernie/FOM over hosting fees and advertising rights.  Their contract was due to expire in 2015 and although Ron Walker has crossed swords with Bernie over the noise of the new powerunits a renewal has been agreed that will see Melbourne retained on the calendar until 2020.

Malaysia - Sepang International Circuit

Sepang has played host to Formula One since 1999 and was really on the cutting edge of the sports move into new markets. Sepang was also Herman Tilke's first foray into a full Formula One designated circuit design.  The German having already redesigned the Osterreichring in 1995 (then dubbed the A1 ring) set his sights high, trying to assimilate the local topography whilst designing a striking grandstand that echoes the culture of the region.  The circuits current contract expires in 2015 but a new one should be a mere formality, Bernie recently stipulated as much, citing a lick of paint as what they needed to do.  The race fee is funded by the Malaysian government with state owned Petronas having been used as a sponsor for the event since its inception.

Bahrain - Bahrain International Circuit

Another of the Tilke designed circuits it's been part of the calendar since 2004 and often criticized for its continued placement on the calender due to civil unrest (something that stopped F1 visiting there in 2012).  Formula One and more specifically FOM has always highlighted the fact that the sport will not be used as a vehicle to push political agendas, with the safety of personnel their only concern.  It's still questionable that hosting an event under such circumstances isn't a clear signal of whom they support, however as always money is more often or not the motivator for an event to appear on the calendar.  Bahrain currently hold their contract until 2016 but a 5 year extension is already on the table should both parties wish to continue.

China - Shanghai International Circuit

Debuting in 2004 (the same year as Bahrain) the Chinese GP initially ran in tandem with the Japanese GP and was even used as the season closer in 2005.  The circuit another designed by Tilke has produced very few memorable races and now finds itself placed much earlier in the season.  A contract is in place until 2017.

Spain - Circuit de Catalunya 

Barring an absence between 1982-1985 the Spanish GP has been one of the longest serving venues for Formula One, albeit with several circuits hosting the event.  Formula One has been visiting the Circuit de Catalunya since 1991 making it a place that both the drivers and teams know well.  On top of this the teams have used the circuit to test at for some time as it offers a wide ranging topography, long straights and array of complex corners.  Racing at the circuit is therefore always a little tiresome, with the teams and drivers fully aware of every square inch of the place.  A contract is in place until 2016 and will likely be renewed as Jerez and the Valencia street circuit are currently the only real viable options to replace it, with the latter already removed from the calender when it couldn't afford its hosting fees.

Monaco

The jewel in the crown as it's often described is not perhaps as glamorous as it used to be but is still as challenging for the drivers.  The event holds a contract until 2020 but can virtually write its own, with its presence as synonymous to Formula One as Ferrari.

Canada - Montreal

Having successfully negotiated a new contract this season the Circuit du Gilles Villeneuve retains its place on the calender until 2024, firmly keeping a foothold in the North American region


Austria - Red Bull Ring

The circuit has a checkered history in F1 having previously been known as the Osterreichring (1970-1987)
and A1 ring (1997-2003) whilst the purchasing of the circuit by Red Bull clearly meant that at some point the brand would look to host it's own race.  This year saw the return to a circuit that'll remain on the calendar until 2021.

Great Britain - Silverstone

As we all know Silverstone nearly lost its place on the calendar several years ago with Donnington emerging as a candidate for its position.  Donnington never came to fruition and so Silverstone were able to negotiate a new deal, whilst spending a considerable sum on new facilities to appease Bernie.  Their contract runs until 2020 with a price escalator making it both more expensive to the circuit and fans each year.  An option to extend the contract for a further 7 years is also on the table with preferable rates pre-written into the deal.

Germany - alternating between Hockenheim and Nurburgring

With both Hockenheim and Nurburgring wanting to hold Grand Prix's they've been hosting on an alternating basis since 2007 in an agreement that currently runs until 2018. However it appears that Nurburgring has been trying to negotiate it's own contract of late which could see Hockenheim return under the guise as the European/Luxembourg GP as it has run in the past.

Hungary - Hungaroring

Having held a GP now since 1986 the Hungaroring is a firm fixture on the calendar and currently has a contract through until 2021

Belgium - Spa

A firm fan favourite, Spa's long sweeping track nestled in the Ardennes forest offers a high speed challenge enjoyed by both the drivers and teams.  The venues current contract is one on the danger list though with expiration looming in 2015.

Italy - Monza

The Italian GP is an important foothold with one of the sports most recognizable teams - Ferrari, from the European country.  Word on the street suggests Bernie is unhappy with the facilities at Monza and is requesting they make some improvements ahead any new contract negotiations, with their contract due to expire in 2016.

Singapore - Marina Bay

Formula One's night race has become the modern jewel in its crown, the backdrop for many deals much like Monaco used to be the circuit that deals were concluded in.  It's night race status obviously gives it plenty of allure which in reality it needs as the race itself is often a little bore-some.   The venue currently holds a contract through until 2017 but I so no reason why FOM won't renew it's contract.

Japan - Suzuka

The Japanese GP is a cornerstone of the calendar and although it has spent some time at the Fuji speedway the economic downturn and withdrawal of Toyota led to Suzuka (owned by Honda) retaining the slot.  Suzuka have a contract through until 2018. 

Russia - Sochi 

Formula One will race in Sochi for the first time this season finally realising plans that Russia have had to hold a race for decades.  The race has a contract through until 2020 with a 5 year extension option.


USA (Austin, Texas) - Circuit of the Americas

Perhaps the best of the Hermann Tilke designed circuits, it offers high and low speed corners, undulation and a couple of high speed straights.  Putting America back on the Formula One map was essential, especially given the way it whimpered out in Indianapolis.  Austin has a place on the calendar until 2020.

Brazil - Interlagos

Another firm fan favourite and the scene of plenty of titanic battles up and down the years now has a contract through until 2020 with a new pit complex on the agenda.

Abu Dhabi - Yas Marina

Another Tilke designed circuit often criticized due to it's lack of undulation has recently renewed its contract through until 2021.


At 19 races long the calender almost finds itself at capacity with a unanimous vote from the teams needed to elevate the calender above the 20 race threshold.  Taking this into account the inclusion of a Tilke redesigned Hermanos Rodriguez Circuit in Mexico from 2015, takes the calender to full capacity. Disturbingly though the announcement that Baku, Azerbaijan will host a GP from 2016 means either Spa or Sepang (less disturbingly) isn't being renewed, or the calendar must expand.

Meanwhile the Indian GP and New Jersey (US) still have contracts in place, with Bernie already stating that New Jersey cannot host a GP now until at least 2016, meaning both Spa and Sepang would be on the chopping block to accommodate it.  The Indian GP's contract expires in 2016, with it unlikely to see a renewal based on the governments taxation stance, saying F1 is entertainment rather than a sport.

The Formula One calendar is based squarely on the economics rather than anything else, with those willing to pay larger race hosting fees taking precedence over what could offer the sport a more rounded product. I've often wondered what a regional race split could create in terms of marketing, whilst also creating 3 additional championships (I've listed below the current contracted countries that could form these, along with some additional countries/circuits that could rotate or be added):

Asia - Australia, Malaysia, China, Bahrain, Japan, Singapore, Russia & Abu Dhabi (Turkey, India)

Europe - Spain, Monaco, Great Britain, Austria, Germany, Belgium, Italy & Azerbaijan (Germany, Spain, Portugal)

North & South America - Canada, New Jersey, Austin, Mexico & Brazil (Long Beach, Indianapolis, Argentina)

You might argue that most of those are on the calendar so why split the championship up into three, granted it would be more complex in terms of allocating race slots thinking of the weather etc but logistically it should make life much easier.  Sponsorship could then be sold on a regional basis, helping some of the smaller teams.  Meanwhile operating regionally should allow the sport to further increase it's fanbase in the area.  With the calendar effectively stagnant over the next few years (bar a unanimous agreement to increase the amount of races), regionalising the event could add fresh vigor to the sport. 

NB: Contract length for Abu Dhabi provided by Formula Money
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