yes 20kg more. it was a disgrace to watch michael in the first corner of the race in austin. in comparison to the other cars besides him he nearly stoppes at the apex.diego1960 wrote:Thanks Fox.
20kg more than the others? That is a huge difference, and yet they couldn't even make the exhausts work. It is a real sign of despair when you see them reverting to the older spec and being more competitive with them. I wonder if they ever really learned anything of the coanda exhaust, I suspect that their competitors having successful systems will always be one step ahead, no?
jet --costa is head of design and responsible for a lot more than engine integration. Brawns interview on GP international was quoted a few weeks ago by me already were he explained the organigramme of MGP..FoxHound wrote:Agree nando.
@Deigo
Bell is now working within engines, and it's integration into the car. I would guess he is heading research into Coanda development for the W04 and also to reduce the fuel usage of their system. They where carrying around 20Kgs more fuel than other cars just to utilise their exhausts correctly. So while they may work, as 5th place quali suggested, in race it is hampered by excessive fuel consumption and the pitfalls of this problem...excessive mass.
Bell's skillset is mainly in management I'm led to believe. So while he may not be offering solutions, he will certainly be sifting through the better solutions presented by the group.
Do you think the material "Zylon" will play a part in the W04's FW makeup (Zylon cabling inside the FW pylon).n smikle wrote:The W04 Chassis should be completed already... the Coanda must be taking priority on the CAD systems as we speak.
Then there is the suspension. The team will abondon the hydraulically linked suspension for something more simple and workable. This is where Aldo Costa comes into play.... He has a reputation as a great mechanical designer as we saw in the Ferrari F10.
They have it in them. They were the fastest pit crew in 2011.spadeflush wrote:An improvement in pitstop times is a must next year. The team was very slow in 2012. Maybe Hamilton can bring some secrets from McLaren.
I must admit have heard Zylon mentioned here before but I don't remember what it is.Hail22 wrote:Do you think the material "Zylon" will play a part in the W04's FW makeup (Zylon cabling inside the FW pylon).n smikle wrote:The W04 Chassis should be completed already... the Coanda must be taking priority on the CAD systems as we speak.
Then there is the suspension. The team will abondon the hydraulically linked suspension for something more simple and workable. This is where Aldo Costa comes into play.... He has a reputation as a great mechanical designer as we saw in the Ferrari F10.
marcush. wrote: jet --costa is head of design and responsible for a lot more than engine integration. Brawns interview on GP international was quoted a few weeks ago by me already were he explained the organigramme of MGP..
true ,I am in favour of Schumacher ,but I´m an old BAR fan as well..Sow hat to make of this?
The powerbashing I mentioned -I was not even half thinking about this important site...rest assured the german media ,lewis and his management and the world at large will be enough to shoot them down if they are not delivering .
i´m actually surprised they survived till now.According to german newspapers (not tabloids) Brawn and Haug are very close to
having lots of time very soon ...
From what I know Zylon is used for the side crash structure as well as inside the suspension rods to protect cables.n smikle wrote:
I must admit have heard Zylon mentioned here before but I don't remember what it is.
Ah! according to Wikipedia, F1 Regulation requires that Zylon fibres are used as a shrapnel absorber in the chassis (where you would have Kevlar I guess), for the same in at the crown of the driver's helmet and for use as the rope in the wheel tethers.
Now for cabling in the front wing... The Youngs modulus of Zylon is 250 GPA according to wiki. That is actually 50 GPA more than steel. It's harder to stretch for the same cross section than steel.
But I think you are interested in allowing the wing to move? Like on a hinge? Is that what you were thinking?
Your wing movement would be so small at about 5mm, that you might not need a long cable.
The rules state that mechanical moving parts are banned. (pulleys, moving cables (like a tug rope), linkages etc) So if you were thinking of stretching to allow flexing It would have to be a part disguised as a bolt or a simple stud to make it pass as a non-moving part. The cable cannot have mechanical movement (like the driver pulling on a cable) thought it is legal for mechanics to adjust such a part in the pits (Mclaren brake ducts).
IT's very likely that Zylon could be used as a tension cable, but do you know how it responds to fatigue? It's so stiff that you will only need a zylon string to hold up the wing and to get it move that 5mm, which is a big ask. It might work better off with a more elastic material.
Well, yes but it would be also good for the other teams. So I expect Mercedes to be once again one of the worst "of the class". The only solution I can see in a deep re-develoment of the suspension system.Cocles wrote:Not necessarily. The problem was the narrow window of operation. The accelerated rate of degradation was just a symptom of that. Supposedly, the window of operation will be widened in 2013, which will be very, very good for Mercedes.winth304 wrote:the 2013 tyres will degregate quicker than 2012er which makes it even more harder for merc.
They don't really have a choice but to be conservative with the W04 because of the rule changes . The flexy wing and the passive ddrs are the only bits of fairy dust worth chasing.diego1960 wrote:Well their problem is that they always seek the "silver bullet". They did it in 2009 with DD and it worked and since then they have wasted time, effort and resources trying to replicate that success. From what I've seen (what we've all seen) it doesn't work. I would like to see a more conservative W04 if it means that everything on the car works as it is supposed to, and gives them a fairly good base to build on.
Then again, even if they achieve all that they still have to keep developing the car. In 2011 they where fine but in 2012 they where horrible. Surely, they changed the 50%model for a 60% one but is that the only reason? I certainly hope so but if it is expectations will be much higher for 2013.