Prelude to 2017 season by Scott
[February 26, 2017, 07:38:52 PM]
Pirelli set to lower minimum F1 tyre pressures by John S
[February 26, 2017, 02:39:01 PM]
New F1 aero/tyres regs to force energy recovery change? by John S
[February 26, 2017, 02:09:12 PM]
2017 Ferrari by John S
[February 26, 2017, 12:57:32 AM]
It's Wizzo's Birthday by John S
[February 26, 2017, 12:50:55 AM]
F1 Forum with chat about the latest Formula 1 news from around the World.
February 26, 2017, 02:39:01 PM by John S
Views: 100 | Comments: 0
They will actually mandate 22 PSI front & 18 PSI rear, starting with Barcelona testing this week, so says Auto Motor und Sport.
Last year, many teams and drivers complained about the very high minimum pressures (25psi) mandated by Pirelli on safety grounds.
Now, the sport is switching to much bigger, wider, grippier and less degrading tyres for 2017, but some engineers were warning that if the pressures did not drop as well, they may not actually be much faster.
An engineering source at Renault reacted: "That is very brave. With those lower tyres pressures, we will really be able to see what the new cars can do."
Like them I can't wait to see either.
February 26, 2017, 02:09:12 PM by John S
Views: 116 | Comments: 0
MGU-K(brakes) will need extra MGU-H(exhaust) input.
One side effect of 2017’s F1 aero/tyres overhaul is that more power will be needed to propel cars that will be 26kg heavier, produce around 20 percent more downforce, and generate extra drag due to Pirelli’s 25 percent wider tyres.
Although new-spec cars will be faster on corner exit, they will go slower on a straight line, resulting in a lower speed differential. Theoretically, there should be less acceleration phases and less braking.
All-in-all that means more downforce, more grip and therefore faster lap times. The apex speed will be increased as well as the air drag. Therefore harvesting of energy recovery will be changed. The car will have a lower top speed, but can brake later due to the higher downforce.
The braking distance therefore becomes shorter, which has an impact on the energy recovery. There needs to be different driving profiles and strategies in order to pick up the limited energy of 2 MJ on the MGU-K.”
F1 batteries can receive up to 2MJ per lap from the MGU-K, it recovers that energy under braking. Like a bicycle dynamo, the generator slows down the vehicle – either instead of the brakes or in conjunction with them – by acting on the drive shaft.
With the maximum output of the energy recovery systems (ERS) still limited at 120kW, the amount of energy recovered depends on the time spent under braking. In other words, shorter braking distances will equate to a smaller energy harvest.
In 2016, drivers were braking for 1.1s (according to figures released by brake supplier Brembo) to decelerate from 330kph to 120kph on the approach to Turn 1 at Circuit de Barcelona-Catalunya. Overall, pilots spent 18 percent of the lap on the brakes. That figure is bound to decrease this year, with cars travelling faster through curves but slower on a straight line.
According to some reports, the braking time for Turn 1 in Barcelona could go from 1.1s down to 0.8s, which would affect the other seven braking areas at the Spanish Grand Prix venue. Some existing corners are even expected to become straights (i.e. be taken flat-out) in 2017, meaning even fewer opportunities to recover energy under braking.
Meanwhile, cars will spend more time on straights due to the increase in drag, so energy demands on these portions will be potentially higher.
There might be venues on the F1 calendar where the overall braking time is not enough to get 2MJ per lap. In that case, the MGU-H would need to complement the MGU-K in harvesting more energy at the exhaust, which is feasible in theory given the longer periods of full-throttle expected.
This will call for a proficient MGU-H and above all a powerful, yet efficient, ICE. One may surmise then that engine manufacturers have factored in these new constraints and revised the dimensions of their turbocharger and MGU-H accordingly.
So rather than just looking at improved 1.6 turbo performance who is going to get the new balance of recovery systems optimised?
February 25, 2017, 04:14:34 PM by Dare
Views: 385 | Comments: 5
This one looks nice and Kimi says it's ok which may be high
praise or not
February 25, 2017, 01:02:21 AM by Andy B
Views: 251 | Comments: 1
Or so it seems I have just read the paragraph below from the Sky F1 web site and I just hope that its true as 11 is better than 10.
"There is still hope for Manor F1 in 2017, according to Sky Sports News HQ's Craig Slater.
The team ceased trading after administrators failed to find a buyer for the outfit, but Craig reports that administrators are deferring their decision.
"Talks have been ongoing over the last couple of weeks with a party that would seek to buy the team," he says. "And that has meant that the administrators, who are in charge of the factory and the cars, have deferred any kind of auction or sale of all of those goods until they are sure that either they can go ahead with this sale or that it's not going to come to pass."
Manor could enter the campaign as late as the Spanish GP, though they may have to use an old chassis if they really were to return."
February 24, 2017, 03:15:50 PM by Dare
Views: 454 | Comments: 6
I like it
February 23, 2017, 08:56:43 PM by Andy B
Views: 343 | Comments: 2
I think the Merc is the best looking car so far with the Sauber next and what must be worrying for the other is a comment by Force India that the Mercedes power plant has made a significant step forward.
It has to be remembered that the car you see displayed are different to the testing from the 27th and very different from what will appear in Aussie.
Its a shame some of the testing is not televised but just 29 days till the racing starts.