F1technical.net

ESPImperium wrote:Maybes a return to 2012 noses, but i doubt that.

in terms of the step? why?

edit: im just reading scarbs's page and he says this

- Front Bulkhead maximum height 525
- Chassis height maximum 625mm

i thought the aa line was the front bulkhead? so will BB and CC line be able to be 625 but the AA line 525?

I dont rly understand the discussion, the nose has to be low, so it will look like the Brawn one more or less, we had the 625 bulk then aswell. Only thing that can happen is the first 09 Red Bull nose being like slope instead of curved.

astracrazy wrote:

ESPImperium wrote:Maybes a return to 2012 noses, but i doubt that.

in terms of the step? why?

edit: im just reading scarbs's page and he says this

- Front Bulkhead maximum height 525
- Chassis height maximum 625mm

i thought the aa line was the front bulkhead? so will BB and CC line be able to be 625 but the AA line 525?

I thought the front bulkhead/AA line/maximum height between the front tires will be 550 or 525mm high too, so the noses would look more like the Renault R28/2006 BMW Sauber/2001 Minardi that means: noses that droop immediately after the cockpit... but with a lower nosetip...

so would it not be similar to the marussia? but with lower nose


it slants off right after the cockpit bb line

hope this scheme helps:
(note: "section" is defined as "single external cross section, in horizontal projection, of more than 9000mm^2 at a point 50mm behind its [of the impact absorbing structure] forward-most point.")


and this is one of the many possible interpretations (not the best one, if you ask me...):

have a look at articles 3.7.9 and 15.4.
Let me know if i made some mistakes.

edit: thanks Blanchimont. Fixed.

I would say your section A-A is to high, 525mm is the correct maximum height at this point.

15.4.4 says: "No part of sections taken at the lines A-A and B-B may lie more than 525mm and 625mm respectively above the reference plane."

thats a very good example

on another 2014 note, the gearbox

so some tracks they may not use 8th gear (monaco) or 1st (monza). Are they allowed to do the following and would they to avoid confusion to the drivers

for example, it might be hard for the driver to get used to not knocking it into 1st gear so would they stop him being able to through the ecu (if that is what they would use) and even go as far as changing the display (2nd gear shows as 1st, 3rd as 2nd and so on)

SatchelCharge wrote:tbh an F1 driver who can't figure out which gear out of eight he needs to be in should be nowhere near the sport.

Well it will be an adjustment not going down to 1st at Monza, but at the same if they are at 8th going down to 2nd will the same number of down shifts as we have now from 7 to 1 so i guess it might not be a problem from that perspective.

Well I'm no proefessional driver but from my shirt track experience and extense simulatiors one drivers usually don't count gear numbers in their mind, they just flick it when it's right.

My view on the nose:



The original image and model is done by Will Tyson, the cut and the yellow are my additions.

I think they will opt for a a smaller nose, so to get more air from aside the nose underneath it.

turbof1 wrote:I think they will opt for a a smaller nose, so to get more air from aside the nose underneath it.

The air under the nose will be very limited next year, nothing compared to the last few years and also i dont think a smaller nose if you mean pointier will result in more airflow, a wider or normal as we have now but at that height is better.

The article published in F1technical is really good. I've only just read it.
Looks like there is no limit to the power coming from the MGU-H. Based on the diagram, all teams fully charged their their energy storage at the start. Giving them the highest power output at the start with both MGUs assisting the car forward.

I expect the engine to be torque optimised, like the way the 2L WRC cars were. This is because the 125K RPM might limit the inlet pressure at high engine speed. We can expect a bit more jerky torque movement from such car. It might bring out the driver's personality. I look forward to see Hamilton wrestle the beasty car around the track.

Management of fuel consumption will be even more dominant issue. This will influence the amount of high speed downforce. This also means aero is even more important than ever. This is because, low speed downforce is key to a winning championship, but now the aero has to continue to work at the expected low speed (especially to handle the higher torque machines) but lower drag at high speed.
It might be essential to have a passive F-duct or something like that to save fuel.
This may also mean the cars will have lower V_max to save fuel.

Could be something like

Huntresa wrote:

turbof1 wrote:I think they will opt for a a smaller nose, so to get more air from aside the nose underneath it.

The air under the nose will be very limited next year, nothing compared to the last few years and also i dont think a smaller nose if you mean pointier will result in more airflow, a wider or normal as we have now but at that height is better.

IIRC, there is a minimum width dimension for the nose.