D.R.S. Ferrari vs. Red Bull Racing
D.R.S. Ferrari vs. Red Bull Racing
It has been 6 rounds of 2022 Formula 1 and a point to ponder, after all that racing, it is evident that Red Bull Racing's D.R.S. package on the RB18 is a lot more effective than that of Ferrari's F1-75. This is especially notable during the Saudi Arabian Grand Prix. There is an irony here. The Ferrari F1-75 sidepod indentations, narrow minimalist air scoop and engine cover dimension are designed around a philosophy and that is to focus a lot of downforce on the rear wing. Simply put, the F1-75's rear wing has the least obstacles in front of it compared to its peers.
This means it has the best airflow approaching its rear wing. This would also mean that the F1-75 should be the most sensitive on D.R.S. activation hence the reason why it is being used as an example here yet ironically its the RB18 that stands out between the two when D.R.S. is activated. The RB18's speed difference when D.R.S. is activated makes it seem effortless to overtake the F1-75. The Spanish Grand Prix also saw Verstappen having D.R.S. issues that made it impossible for him to overtake George Russell. Russell's skill and ability to know when to defend his position and when to commit using all the track to keep his pace was pivotal in defending the attack
It has been 6 rounds of 2022 Formula 1 and a point to ponder, after all that racing, it is evident that Red Bull Racing's D.R.S. package on the RB18 is a lot more effective than that of Ferrari's F1-75. This is especially notable during the Saudi Arabian Grand Prix. There is an irony here. The Ferrari F1-75 sidepod indentations, narrow minimalist air scoop and engine cover dimension are designed around a philosophy and that is to focus a lot of downforce on the rear wing. Simply put, the F1-75's rear wing has the least obstacles in front of it compared to its peers.
This means it has the best airflow approaching its rear wing. This would also mean that the F1-75 should be the most sensitive on D.R.S. activation hence the reason why it is being used as an example here yet ironically its the RB18 that stands out between the two when D.R.S. is activated. The RB18's speed difference when D.R.S. is activated makes it seem effortless to overtake the F1-75. The Spanish Grand Prix also saw Verstappen having D.R.S. issues that made it impossible for him to overtake George Russell. Russell's skill and ability to know when to defend his position and when to commit using all the track to keep his pace was pivotal in defending the attack
Max, on superior machinery failed to capitalize here as the Circuit de Barcelona Catalunya is known to be a difficult track to overtake before the introduction of D.R.S. into Formula One. Perez, on new tires and with an active D.R.S. did not take long to dispatch Russell. So what is the secret behind Red Bull Racing's D.R.S. performance? Is it more a case of their hybrid electric power that is the difference? Is there something in their powertrain that they only use when making an overtaking maneuver in conjunction with their D.R.S.??
Max, on superior machinery failed to capitalize here as the Circuit de Barcelona Catalunya is known to be a difficult track to overtake before the introduction of D.R.S. into Formula One. Perez, on new tires and with an active D.R.S. did not take long to dispatch Russell. So what is the secret behind Red Bull Racing's D.R.S. performance? Is it more a case of their hybrid electric power that is the difference? Is there something in their powertrain that they only use when making an overtaking maneuver in conjunction with their D.R.S.??
Cast doubt when it comes down to rear wing flap design. Formula One cars rear wing is completely exposed for other teams to learn from or scrutinize. The D.R.S. flap between competitors cannot make that big a difference in isolation
24/5/2022Cast doubt when it comes down to rear wing flap design. Formula One cars rear wing is completely exposed for other teams to learn from or scrutinize. The D.R.S. flap between competitors cannot make that big a difference in isolation
Ligier JS11 Active Aero Tunnel
Ligier JS11 Active Aero Tunnel
The JS11 was a very competitive car in the early stages of the 1979 Formula One Season and its edge was exposed at the end of that season by F1 technical journalist Giorgio Piola. There was curiosity surrounding its speed that eventually Piola managed to expose it after Jacques Laffite crashed his JS11 during the 1979 United States Grand Prix at Watkins Glen
The JS11 was a very competitive car in the early stages of the 1979 Formula One Season and its edge was exposed at the end of that season by F1 technical journalist Giorgio Piola. There was curiosity surrounding its speed that eventually Piola managed to expose it after Jacques Laffite crashed his JS11 during the 1979 United States Grand Prix at Watkins Glen
What was exposed were flaps directly on the path of the JS11’s ground effect tunnels that covered the entire tunnel's width. Piola nicknamed them ‘Clapet’ for flaps/valve in French. It effectively is variable aero device that would remain close for high downforce and then open to stall the diffuser reducing drag during sections where high downforce is not needed.
To operate, during high speed, high airflow would force open the flaps. This would force air out of the sidepod, rerouting it towards the tunnel floor and stalling it to reduce drag. When air flow is low at slower speeds, the flap would shut itself and the tunnels would return to its full potential in producing downforce. This may hint at the model maker getting the flaps opening at an inadequate angle. It was also believe that the JS11 did have engine temperature issues. The diffuser may have been too effective when the flap is opened that it may have diverted a lot of sidepod intake airflow away from the radiators to causing the engine to overheat
What was exposed were flaps directly on the path of the JS11’s ground effect tunnels that covered the entire tunnel's width. Piola nicknamed them ‘Clapet’ for flaps/valve in French. It effectively is variable aero device that would remain close for high downforce and then open to stall the diffuser reducing drag during sections where high downforce is not needed.
To operate, during high speed, high airflow would force open the flaps. This would force air out of the sidepod, rerouting it towards the tunnel floor and stalling it to reduce drag. When air flow is low at slower speeds, the flap would shut itself and the tunnels would return to its full potential in producing downforce. This may hint at the model maker getting the flaps opening at an inadequate angle. It was also believe that the JS11 did have engine temperature issues. The diffuser may have been too effective when the flap is opened that it may have diverted a lot of sidepod intake airflow away from the radiators to causing the engine to overheat
What is also known is that the JS11 ground effect tunnels produced very high downforce, so high that it would stress the aluminium chassis, and caused problems later in the season for Ligier. Then Technical Director the late Gerard Ducarouge must have taken full advantage of the ‘Clapet’ and run an aggressive high downforce set up knowing they have got a ‘trick’ that would still give them lower drag at the high speed sections of a circuit
What is also known is that the JS11 ground effect tunnels produced very high downforce, so high that it would stress the aluminium chassis, and caused problems later in the season for Ligier. Then Technical Director the late Gerard Ducarouge must have taken full advantage of the ‘Clapet’ and run an aggressive high downforce set up knowing they have got a ‘trick’ that would still give them lower drag at the high speed sections of a circuit
This increased the JS11’s performance on low to high speed sections of a circuit
5/4/2022This increased the JS11’s performance on low to high speed sections of a circuit
Giorgio Piola illustration off Motorsport tv
Giorgio Piola illustration off Motorsport tv
1:12 scale model of Ligier's JS11 by 0923model on Twitter
1:12 scale model of Ligier's JS11 by 0923model on Twitter
1:12 scale model of Ligier's JS11 by 0923model on Twitter
1:12 scale model of Ligier's JS11 by 0923model on Twitter
Image by F1-history on Deviantart of Lafitte's Ligier JS11 that crashed during the 1979 USGP at Watkins Glen
Image by F1-history on Deviantart of Lafitte's Ligier JS11 that crashed during the 1979 USGP at Watkins Glen
1:12 scale model of Ligier's JS11 by 0923model on Twitter
1:12 scale model of Ligier's JS11 by 0923model on Twitter
1:12 scale model of Ligier's JS11 by 0923model on Twitter
1:12 scale model of Ligier's JS11 by 0923model on Twitter
Image by F1-history on Deviantart
Image by F1-history on Deviantart
Tuned Porpoising Affecting Lewis’s Style More?
Tuned Porpoising Affecting Lewis’s Style More?
In a 2017 article by Brembo, they use Formula One driver Lewis Hamilton as an example to relate his driving style to how their product or brakes could keep up. The reason why Brembo chose Lewis is because they saw that, among his peers, his driving technique demanded a lot from the brakes of a Formula One car
In a 2017 article by Brembo, they use Formula One driver Lewis Hamilton as an example to relate his driving style to how their product or brakes could keep up. The reason why Brembo chose Lewis is because they saw that, among his peers, his driving technique demanded a lot from the brakes of a Formula One car
For this article, a point of interest in what Brembo wrote will be used as reference in that “After the first stage of braking, the Brit doesn't completely release the brake right away. Instead, he continues to use it as he increases the steering angle.
For this article, a point of interest in what Brembo wrote will be used as reference in that “After the first stage of braking, the Brit doesn't completely release the brake right away. Instead, he continues to use it as he increases the steering angle.
This technique, which was spread globally by fellow countryman Jim Clark, has been given the name Trail Braking. Hamilton learned it as a child when he drove go-karts, which is another reason why he favors oversteering, a common follow up to Trail Braking, rather than dealing with understeering.
This technique, which was spread globally by fellow countryman Jim Clark, has been given the name Trail Braking. Hamilton learned it as a child when he drove go-karts, which is another reason why he favors oversteering, a common follow up to Trail Braking, rather than dealing with understeering.
Ever since his debut for Mercedes-AMG Petronas Motorsport, Hamilton has proven that he is comfortable with the braking systems used by the team. As an Official Team Supplier to Mercedes-AMG Petronas Motorsport providing the car’s brake calipers, Brembo has been a major part of Lewis’ driving style – allowing him to push the cars limits.” The video provided is a good example of Lewis Hamilton displaying his trail braking technique. It is from one of the best lap of his career at the 2018 Singaporean Grand Prix Qualifying. F1 does not allow sp.limited to imbed from their Youtube account so click on the image or its title above to be redirected to a video of this on Facebook
Ever since his debut for Mercedes-AMG Petronas Motorsport, Hamilton has proven that he is comfortable with the braking systems used by the team. As an Official Team Supplier to Mercedes-AMG Petronas Motorsport providing the car’s brake calipers, Brembo has been a major part of Lewis’ driving style – allowing him to push the cars limits.” The video provided is a good example of Lewis Hamilton displaying his trail braking technique. It is from one of the best lap of his career at the 2018 Singaporean Grand Prix Qualifying. F1 does not allow sp.limited to imbed from their Youtube account so click on the image or its title above to be redirected to a video of this on Facebook
Click on image to view video
Click on image to view video
Then we come to porpoising. Many think that porpoising is a problem in Formula One but in truth, it has its advantages. Formula One teams are known for their intense research and development program especially in the field of aerodynamics. To take the vast amount of experience and knowledge through such investments here and conclude that porpoising cannot be eradicated by such outfits in these modern times would be incorrect. Even during the late 70’s and early 80’s with larger dimensions ground effect tunnels and side skirts they still manage to do get rid of porpoising
Then we come to porpoising. Many think that porpoising is a problem in Formula One but in truth, it has its advantages. Formula One teams are known for their intense research and development program especially in the field of aerodynamics. To take the vast amount of experience and knowledge through such investments here and conclude that porpoising cannot be eradicated by such outfits in these modern times would be incorrect. Even during the late 70’s and early 80’s with larger dimensions ground effect tunnels and side skirts they still manage to do get rid of porpoising
One way was to run on harder suspension with probably a controlled amount of maximum compression travel to retain enough ground clearance that would avoid porposing. The proximity between earth and a Formula One cars under floor would not be too close to trigger it
One way was to run on harder suspension with probably a controlled amount of maximum compression travel to retain enough ground clearance that would avoid porposing. The proximity between earth and a Formula One cars under floor would not be too close to trigger it
Porpoising is when ground effect becomes too efficient in producing downforce that it would bring down the floor’s tunnel venturi too close to the ground as the suspension and tyre set up fail to cope with this load. Too close here means, to the point that later it would choke or stall the tunnel’s airflow.
Porpoising is when ground effect becomes too efficient in producing downforce that it would bring down the floor’s tunnel venturi too close to the ground as the suspension and tyre set up fail to cope with this load. Too close here means, to the point that later it would choke or stall the tunnel’s airflow.
Then it would lose downforce, easing suspension and tyre load which would return enough ground clearance for the floor to regain its capability in producing downforce. If speeds are not decreased, the floor repeats its ability to produce too much downforce for the suspension and tyre set up and repeats in bringing the floor too close to the ground once more
Then it would lose downforce, easing suspension and tyre load which would return enough ground clearance for the floor to regain its capability in producing downforce. If speeds are not decreased, the floor repeats its ability to produce too much downforce for the suspension and tyre set up and repeats in bringing the floor too close to the ground once more
This repetition triggers a bouncing motion even though the surface of the track or road is flat. So why aren’t teams getting rid of it? Because of its aero stalling properties, this reduces drag. It is relative as well in that porpoising can be tuned to happen at much higher speeds so this would help on long straights to increase top speed. If it could be engineered to happen at speeds just higher than the fastest corner exit, then it should not be a problem...theoretically
This repetition triggers a bouncing motion even though the surface of the track or road is flat. So why aren’t teams getting rid of it? Because of its aero stalling properties, this reduces drag. It is relative as well in that porpoising can be tuned to happen at much higher speeds so this would help on long straights to increase top speed. If it could be engineered to happen at speeds just higher than the fastest corner exit, then it should not be a problem...theoretically
So how can this relate to having a negative effect to Lewis Hamilton's driving technique? Whatever edge Lewis Hamilton have found among his competitors, the ability to brake very late plays a crucial role. If his car was bouncing or porpoising at maximum speeds, his braking marker will not be consistent. Every time when he is braking during porpoising, it is always a gamble due to the complete lack in consistency of the bounce, is it up, down or in between
So how can this relate to having a negative effect to Lewis Hamilton's driving technique? Whatever edge Lewis Hamilton have found among his competitors, the ability to brake very late plays a crucial role. If his car was bouncing or porpoising at maximum speeds, his braking marker will not be consistent. Every time when he is braking during porpoising, it is always a gamble due to the complete lack in consistency of the bounce, is it up, down or in between
This would continously move that marker and disturb that edge and may hamper his concentration or confidence in executing that perfect trail braking. Even his weaker sector times at the Saudi Arabia Grand Prix were at sector 1 and sector 3 where both has the hardest braking point coming off high speed sections
This would continously move that marker and disturb that edge and may hamper his concentration or confidence in executing that perfect trail braking. Even his weaker sector times at the Saudi Arabia Grand Prix were at sector 1 and sector 3 where both has the hardest braking point coming off high speed sections
If Mercedes-AMG were to reduce porpoising then it would also take some advantage away from his top speed. It is a scenario they need to juggle and may affect his entire season
31/03/2022
Honda Research On Cylinder Tumble Swirl
Honda Research On Cylinder Tumble Swirl
Research is for small motorcycles
Research is for small motorcycles
A part throttle research done by Honda on trying to improve swirl without using any additional device other than port design in relation to partially open throttle(POT) and one with an additional valve that is TCV or Tumble Control Valve. The former without TCV utilized the engine throttle valve
A part throttle research done by Honda on trying to improve swirl without using any additional device other than port design in relation to partially open throttle(POT) and one with an additional valve that is TCV or Tumble Control Valve. The former without TCV utilized the engine throttle valve
30/3/2022
With TCV, the POT port is venturi
With TCV, the POT port is venturi
Longer separator has higher RQpot. RQpot is the flow ratio of the partially open throttle
Longer separator has higher RQpot. RQpot is the flow ratio of the partially open throttle
RQpot is the flow ratio of the partially open throttle. Interesting reverse flow
RQpot is the flow ratio of the partially open throttle. Interesting reverse flow
Shorter separator has lower RQpot. RQpot is the flow ratio of the partially open throttle
Shorter separator has lower RQpot. RQpot is the flow ratio of the partially open throttle
Result
Result