He did an analysis piece after one of the McLaren car launches several years ago where he claimed the concept was a dud and it wouldn't be a contender... it turned out to be the quickest car that season. One of those people that just lucked in to their jobDreameagl wrote: ↑Sat Feb 22, 2020 6:35 pmI guess Mark Hughes had a moment of confusion (toe vs camber) in his article here:
https://www.formula1.com/en/latest/arti ... PCKC4.html
Typically an F1 car will be set up so that its front wheels are aligned with ‘toe-out’, which simply means that they splay out at the bottom away from the centre of the car, with the top pointing inwards.
I agree with your expectation.henry wrote: ↑Sat Feb 22, 2020 5:35 pmRules about suspension elements. There are allowed to be up to 6 elements per wheel. My expectation is that these are: two for the upper wishbone, two for the lower, one push or pull rod and one for the track rod (steering arm). The regulations don’t specify these and other configurations that meet these rules would have to be allowed.enri_the_red wrote: ↑Sat Feb 22, 2020 1:47 pmrules about the steering or rules about the suspensions?
IMO Steering is an alignment function using elements of the suspension not a separate physical system. The rules allow re-alignment using this function. The rule writers didn’t expect that the re- alignment might be change in toe. They do now and have written this option out of the 2021 regulations.
The simplicity is incredible.
yes i was thinking this. And now they've got it basically cleared, i wouldn't be surprised if a Version2 arrives on Wednesday, with as you say a bigger range of angle and perhaps more change of camber as well, and an intermediate position or even continuous adjustment with a locking leverGioKer32 wrote: ↑Sun Feb 23, 2020 2:33 pmDoes anyone know which is the normal toe-out used in Formula 1? And i'd also like to know if Mercedes, using the DAS, can increase this angle. I think that toe-out in the other cars must be a compromise between corners and straights, probably Merc is able to run a more extreme configuration without losing speed in the straight.
Because it doesn't account for the large amount of backlash that would be needed on the sliding splines and the fact that there's both a hydraulic shuttle valve and the piston on the rack - which would now need to float on one rack piece with a seal and drive all it's assist forces back through the pinion gears to the other rack half, instead of just on the single bar.