To: Chode; Bad~Rodeo; Betis70; bobby.223; brf1; cld51860; Cowboy Bob; Cruising Speed; Daffynition; ...

F1 stuff...

The organisers of the new Korean Grand Prix have responded to rumours that the race will not take place by issuing a photograph showing some of the circuit in what seems to be completed form - with tarmac having been laid. Full story: Joe Saward's Grand Prix blog

Renault boss Eric Boullier believes the success of the Renault team's F-duct was responsible for the performance gain that allowed Robert Kubica to finish on the podium at Spa on Sunday.
Full story: Autosport.com

Renault is considering removing its F-duct for the Italian Grand Prix despite being delighted with its performance at Spa Francorchamps last weekend.
Full story: ESPNF1.com

Observers say Red Bull's front wing did not flex out on track at Spa as much as in Budapest following the introduction of more stringent load tests, although the team say they have changed nothing in the wing apart from things they would normally do when moving from an ultra-high downforce circuit like Hungary to a faster circuit like Spa.
Full story: James Allen on F1

Formula One teams will do more pre-season tests next year with the sixth and final one likely to be in Bahrain, on the eve of the new season, McLaren team boss Martin Whitmarsh has said.
Full story: Reuters

461 posted on 08/30/2010 3:31:13 PM PDT by Chode (American Hedonist *DTOM* -ww- NO Pity for the LAZY)

To: Chode; Bad~Rodeo; Betis70; bobby.223; brf1; cld51860; Cowboy Bob; Cruising Speed; Daffynition; ...

Austin reveals track layout for 2012 US Grand Prix

http://news.bbc.co.uk/sport2/hi/motorsport/formula_one/8961713.stm

462 posted on 09/01/2010 3:28:06 PM PDT by Chode (American Hedonist *DTOM* -ww- NO Pity for the LAZY)

Just got home, thanks for the ping. Turn 1 and 2 is going to be un-believable.

463 posted on 09/01/2010 3:34:39 PM PDT by Bad~Rodeo (We've lost control of our own borders, and no nation can do that and survive-Ronald Reagan)

absolutely... wonder when tickets go on sale???

464 posted on 09/01/2010 3:38:59 PM PDT by Chode (American Hedonist *DTOM* -ww- NO Pity for the LAZY)

465 posted on 09/01/2010 3:48:21 PM PDT by Chode (American Hedonist *DTOM* -ww- NO Pity for the LAZY)

466 posted on 09/01/2010 3:53:53 PM PDT by Chode (American Hedonist *DTOM* -ww- NO Pity for the LAZY)

Ground breaking will be in December or January but I haven’t heard anything about ticket sales. If I do I’ll let you know

467 posted on 09/01/2010 3:56:35 PM PDT by Bad~Rodeo (We've lost control of our own borders, and no nation can do that and survive-Ronald Reagan)

turn 12 or the final turn look like prime seats...

468 posted on 09/01/2010 7:01:15 PM PDT by God luvs America (When the silent majority speaks the earth trembles!)

To: God luvs America

yup... and i'd think they'd have seats going up the outside of the hill where hopefully you could get a pretty good view of a lot of the track

469 posted on 09/01/2010 8:00:11 PM PDT by Chode (American Hedonist *DTOM* -ww- NO Pity for the LAZY)

470 posted on 09/01/2010 8:00:57 PM PDT by Chode (American Hedonist *DTOM* -ww- NO Pity for the LAZY)

The Austin circuit looks great, and it's a 10 year deal so it should really do well. I am going to have to go there for a race!

Have only been to see one F1 event so far, the British Grand Prix at Silverstone. Great track, horrendous access though, it took 3 or 4 hours to drive 10 miles to get to the track when I went there a few years ago. Even that was fun, more like a slowly moving tailgate party than anything else.

471 posted on 09/02/2010 6:48:53 AM PDT by Son of Redleg

To: Son of Redleg

yup... i hope they make track access a priority

472 posted on 09/02/2010 2:37:15 PM PDT by Chode (American Hedonist *DTOM* -ww- NO Pity for the LAZY)

To: Chode; Bad~Rodeo; Betis70; bobby.223; brf1; cld51860; Cowboy Bob; Cruising Speed; Daffynition; ...

Ferrari have escaped further punishment for using banned team orders.

The FIA, world motorsport's governing body, upheld Ferrari's $100,000 (£65,100) fine, but will review the rule banning team orders.

F1's Sporting Working Group will look into the rule that forbids a team to tell a driver to cede to his team-mate.

Ferrari had been fined for appearing to give Felipe Massa a coded message to allow Fernando Alonso through to win the German Grand Prix.

"The judging body has decided to confirm the stewards' decision of the $100,000 fine for infringing article 39.1 [the ban on team orders] of the sporting regulations and to impose the payment of the costs incurred by the FIA," the FIA said in their statement.

Ferrari team principal Stefano Domenicali has conceded that a poor result at this weekend's Italian Grand Prix will prompt his team to abandon its championship challenge. (Corriere dello Sport)

http://news.bbc.co.uk/sport2/hi/motorsport/formula_one/8964502.stm

Renault are yet to make a decision about whether to run with an F-duct aerodynamic device or not at Monza this weekend.
Full story: adamcooperf1

Ferrari driver Fernando Alonso says has no concerns about exceeding his permitted engine supply before the end of the season. (GP Week)

Talk about dreams coming true... Indian Formula 1 Grand Prix finally inscribed on 2011 F1 World Championship calendar!! Great for India.
Full story: Force India boss Vijay Mallya on Twitter

Former double Formula 1 World Champion Emerson Fittipaldi will act as a steward for the Italian Grand Prix.
Full story: GPUpdate

473 posted on 09/08/2010 3:47:18 PM PDT by Chode (American Hedonist *DTOM* -ww- NO Pity for the LAZY)

just found this...

http://www.f1-dictionary.110mb.com/start_page.html

Start Exploring Dictionary

Exhaust Driven Diffusers

Rear downforce is very important for driver confidence. If the driver feels good rear end stability he will push harder, so the gain on the stopwatch from this kind of development is often not what a simulator tells you it will be, but what the driver actually delivers from it.

A diffuser is actually a simple device. A diverging and expanding duct creates low pressure area under the car, creating negative lift, i.e. downforce. More about diffuser you can read in my article hire.

A blown diffuser is basically a way of using the exhaust gases to interact with the diffuser airflow. There are two main purposes for this;
1.to try to move the wake from the rear wheels outwards where it will cause less disturbance
2.To re-energize the low pressure air at the back of the diffuser to create more rear downforce.

The blowing effect of exhausts is not a new thing, and has been a factor in Formula1 since 1983 when Renault first routed their exhausts into the diffuser aft of the flat bottom on the RE40 (V6 Turbo). Back then the diffuser was 1000 millimeters width and not split like the current versions are (due to the step plane regulations). Before this everyone had routed the exhausts into the area of least influence, usually above the gearbox or with long pipes through the rear suspension. This created no downforce benefits.

Blown diffuser on MARCH-911b Formula 1 car.
Picture left show engine bay and exhoust pipes entering diffuser. On picture below, exhoust pipes disapiring.

The effect of the exhaust gases speeding up air flow through the diffuser, was improving venturi effect under the car, energizing the flow and thick boundary layer, and with in this way powered the diffuser will gain more downforce without drag penalty.

The downside was the almost an ON/OFF effect (throttle position and quantity and speed of exhaust gases) of the exhaust blowing during the course of the lap varying the downforce effect. Idea of blowing into diffuser was excellent but was not very successful. Problem was that exhaust gases don’t have constant speed. More driver press the throttle pedal, higher the speed of the exhaust gasses and better efficiency of diffuser. Less throttle, lower the exhaust gasses speed. With lower speed of gasses, diffuser efficiency is lower and driving with lower downforce on the back of the car is not so pleasant thing to do. The worst part of the story is that during the cornering, when you need more downforce, drivers usually need to lift a foot a bit, losing downforce where they need it more. Read later more how this effecting RedBull RB06.

Turbo-charged engines are not critical to exhaust tuning (pipe length and position), and ones the exhaust gases have passed through the turbo charger they have much constant speed and slowing lag. It was during the turbo era that aerodynamicists discovered that using the exhaust gas flow to blow the diffuser of the flat-bottomed cars, increased the air flow extraction under the car and so increase downforce. The move away from turbos and their effect of smoothing the flow out of the exhausts made this a bigger problem. As we sad before, when the driver lifted the throttle, the flow reduced and the downforce reduced. From this time on, exhaust system design has been a compromise between aerodynamic needs and power, and the two departments (aero and engine) have strenuously researched the affects in order to make their individual cases as priority.

When diffuser blowing first came in, the exhaust was arranged to blow tangentially along the surface of the inclined diffuser. The high velocity gases entrained air, energizing the thick boundary layer, and effectively powered the diffuser as it drew air under the car. The fact that the throttles controlled the gas flow would appear to contravene the regulation that prohibits any part of the car that affects aerodynamic performance from being moveable. However, wherever the exhaust exited it would affect the aerodynamics, so diffuser blowing has escaped the regulation on the basis that if it was banned, all exhausts would be illegal.

During the construction of an F1 car, wind tunnel models of the Formula 1 car incorporate small, ejector-type, air driven pumps that simulate the air flow into the ram intake and doubled it as the exhaust flow. The effect of throttle-open and -closed can be tested and the changes in downforce and, more importantly the centre of pressure of the car can be measured. In recent years, the effect of the exhaust on the centre of pressure, and its variation with throttle opening have led to the true blown diffuser being abandoned, and exhausts exits moved to blowing over the top of the lower body rear edge. In this position, they probably did more to increase the radiator air exit flow than influence the underbody flow.

However, two further trends have led to Ferrari considering and then adopting an alternative exhaust arrangement. In the quest to move weight forward that has resulted from the width limitation on the rear tyres and the grooves in the treads which led to Bridgestone introducing a wider front tyre in 1998, the engine has moved forward relative to the rear of the bodywork, defined in the regulations by the rear axle centre line.

At the same time the peak RPM of engines climbed relentlessly upward, now 18,000rpm. Thus, while exhaust pipes needed to become shorter to stay in tune with the higher RPM (higher RPM-s - shorter pipes, Lover RPM-s - longer the pipes), the exhaust pipes had to be longer to reach the trailing edge of the underbody. For Ferrari, the arrangement that provides for nearer optimum length exhaust pipes, by leading them the short distance from the engine to an exit port set into the top surface of the bodywork (chimney), is better than one that still blows into the base region around the trailing edge of the diffuser.

Blown diffuser on McLaren MP4/17. Not in the exsactly in the plain view, but you have idea.

In this time, Adrian Newey’s McLaren MP4-17 blows the exhaust into the centre of the diffuser to improve the flow along the step lane and under the plank. Problem was very strong ON/OFF effect produced during throttle lift.

Besides this two, there are not many other areas that exhausts could route to gain benefit. You need to route the exhausts around the rear of the sidepods somewhere, so there is a limit to the flows that can be affected, plus they cannot route beyond the rear edges of the diffuser (it's in the regs). Exhaust gases can be used for speeding flow up where it is low energy or bad quality (along the step plane, McLaren), or for further speeding up flow over and aerofoil (rear wing/flip ups, Ferrari).

The FIA has acted several times since the mid eighties to cap the potential of the diffuser by reducing its length, height, ride height and position relative to the rear axle. Moving air through the diffuser is the key to it producing downforce, or Mass flow as the aerodynamicists call it.
Onset airflow is another factor controlled by the front wing, bargeboards and the floor itself, but this is somewhat capped by what can be achieved with the limited devices the rules allow for.
Then there is the flow over the top of the diffuser, this has been perhaps the biggest area of development in recent years. By ending the diffuser with a gurney flap, the airflow over the top of the diffuser can actually aid airflow extraction underneath the diffuser. This is the reason sidepods have become slimmer, undercut and the diffuser appears more exposed amongst the coke bottle bodywork. Effectively the harder the air flows over the diffuser, the more powerful the gurney can be in puling airflow from inside the diffuser; this makes the diffuser act as though the exit is larger and makes more downforce.

With 2009 downforce reduction rules, the diffuser continues to be the dominant factor in aero design. Making the most of creating low pressure under the rear of the cars bodywork is as important as ever. Last year (2009) we saw teams exploit rule loopholes to create additional underbody air inlets feeding and energizing larger exit areas, known as the double diffuser. This year teams have further exploited these rules for ever larger inlets and outlets.

However it has again fallen to Red Bulls Adrian Newey to look at the history book and re-invent a concept that has since fallen out of favor. Last year he did the same with reinvention of the pull rod rear suspension and this year it has been the exhaust driven diffuser. By mounting the exhaust outlets in line with the floor, they blow through and over the diffuser driving greater airflow and hence creating more downforce.

Red Bull surprised everyone with their revised car that appeared on the last day of 2010 preseason testing. The RB6 car sported revised exhaust systems with a low exits. Although it was first tested with the conventional RB5 exhausts, it was only at the last test day the team unveiled the secret exhaust development. Even replacing the old exhausts with look-a-like stickers to fool the unwary.

The RB5 that preceded 2010 year’s car, already had high placed rear wishbones, and this allowed the subsequent car to run exhausts mounted low down and exit well below the wishbone, avoiding any overheating issues of the carbon fiber components. Teams have run exhausts in very close proximity to the wishbones now for many years, the differing strategies teams employ reduce the thermal load on the carbon fiber wishbones. Either gold foil film, extra carbon fiber heat shield or these are often coated with ceramic finishes to reflect heat.

Contrary to the popular belief, the low exhaust position is not related to the Red Bulls Pull rod suspension; in some respects having the exhaust in close proximity to the pull rod/rocker linkage is undesirable. But the exhaust positioning is probably more sensitive to wishbone position, so much that teams aiming for low wishbones may have problems packaging the exhaust under the suspension. McLaren and Virgin have notably low wishbones.

However, the Newey designed solution on the RB6 is a little more complicated than it first appeared. In the RB6's case Newey made a window in the diffuser to allow the diffuser to be blown both under and over by the exhaust. This helps the airflow going up the outside shoulder of the upper diffuser deck, which probably has little energy and struggles to keep attached, and the high speed exhaust gas will drive more flow through the diffuser to increase downforce.

Criticism aimed before at exhaust driven diffuser is their sensitivity to the throttle. As we see before, this issue was mainly related to when the exhausts were placed right on the kickline between the floor and diffuser, thus ON/OFF effect on downforce was much more pronounced. Plus, the placement of the exhaust exits some way upstream of the diffuser should allow a better compromise between downforce and sensitivity. Newey knows a thing or two about blown diffusers, the McLarens retained diffuser exhausts exits all the way to the MP4-17, even then the switch to periscope exhausts was largely driven by other engine packaging factors. Even the still born MP4-18 aimed to have diffuser exiting exhausts.

Another misconception of the low exhaust is the effect on tyre temperature. It’s possible that the exhaust does affect the inner shoulder of the rear tyres, but this may well be an effect teams want to discourage. Any complete tyre heating will certainly be secondary benefit of the system and the sole reason for going with low exhausts. It’s interesting to note Red Bull have run a fence on the floor between the exhaust and rear tyre. This probably helps keep unwanted heat from the tyres. But in Canada, where tyre temperatures were low, this fence was removed. It could be that the tyre heating effect could be a tunable parameter, by varying the heat shielding around the coke bottle area.

Of course, other teams want to dissolve RedBull advantage, and start to develop their own blown diffusers. So far we have seen Ferrari, Renault and Mercedes have followed Red Bulls ‘back to the future’ exhaust/diffuser solution on European GP in Valencia. McLaren and Williams are expected to follow for the next race At Silverstone. Ferrari, Renault and Mercedes start the race with a diffuser blown only over the top, without window, which perhaps offers less potential then a through blown diffuser, but at least will be legal

next year when double diffuser is banned by new rules, and preventing openings in the diffuser. The blown element operates independently of the “double” element of the diffuser and whereas double diffusers are banned from next season, the blown diffuser is here to stay.

A blown diffuser increases downforce on all corners, with the greatest effect on high-speed corners. That’s the reason why is Red Bull so strong on the tracks with high speed corners, and less on the tracks like Monaco, Montreal or Valencia.

474 posted on 09/08/2010 4:03:18 PM PDT by Chode (American Hedonist *DTOM* -ww- NO Pity for the LAZY)

Bishop Rotary Valve Design for F1 engine

For those who are interested into the technical side of F1, this might not be news to you, especially for you Imhotep.

Way back in 1997, Bishop Technology group collaborated with Mercedes-Ilmor to develop a cam-less engine with the intention of implementing this new, compact and efficient engine design in their F1 engines, until of course FIA banned it in 2003. By that time they have already spent 6 years designing and refining the concept.

Using this design alone shaved off 16kg from a V10 engine because the cylinder head are very compact, this also reduce the C of G of the engine.

Download the full pdf file from herehttp://home.people.net.au/~mrbdesign...utoTechBRV.pdf. it is a good read if you are into the technical side of things.

__________________
Now officially an engineer

475 posted on 09/08/2010 4:10:14 PM PDT by Chode (American Hedonist *DTOM* -ww- NO Pity for the LAZY)

and how will Crazy Vettel entertain us this weekend?

Bahrain Grand Prix - Vettel loses spark plug.

Australian Grand Prix - Vettel loses left front wheel.

Chinese Grand Prix - Vettel has pit-lane incident with Hamilton.

Turkish Grand Prix - Vettel hits Webber.

Canadian Grand Prix - Vettel blames backmarkers for fourth-placed finish.

British Grand Prix - Vettel picked up a puncture after a touch from Hamilton.

Hungarian Grand Prix - Vettel given a drive through penalty for falling more than 10 car lengths behind the safety car.

Belgian Grand Prix - 1st Vettel hits Button, then Vettel hits Force India's Liuzzi.

476 posted on 09/08/2010 6:57:40 PM PDT by Lockbox

Italian Grand Prix - Vettel hits the Safety Car!!!

477 posted on 09/08/2010 7:57:44 PM PDT by Chode (American Hedonist *DTOM* -ww- NO Pity for the LAZY)

Italian Grand Prix - Vettel hits the Safety Car!!!

Would that be a drive-through or a stop and go penalty?

478 posted on 09/09/2010 5:12:42 AM PDT by Lockbox

prolly a stop and go...

479 posted on 09/09/2010 5:21:17 AM PDT by Chode (American Hedonist *DTOM* -ww- NO Pity for the LAZY)

To: Chode; Bad~Rodeo; Betis70; bobby.223; brf1; cld51860; Cowboy Bob; Cruising Speed; Daffynition; ...

fuk... now i think i'll go puke

McLaren backs move to four cylinder engines

ESPNF1 Staff

September 8, 2010 « 20-race 2011 calendar unveiled | Stoneman closes on title after dominant weekend in Oschersleben »

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480 posted on 09/09/2010 3:29:08 PM PDT by Chode (American Hedonist *DTOM* -ww- NO Pity for the LAZY)

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McLaren backs move to four cylinder engines

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