Sadly, this ,might be true. The plank was replaced BEFORE the race. The other thing is 4 planks were tested after the race. Of those, 50% failed the test. You have to believe that the 2nd Merc and Ferrari would have failed the test. How many of the remaining cars would have failed the test? Maybe few played it conservative. The Only teams who's pace, in Texas, we can trust is McLaren and RBR. They actually passed the test.-wkst- wrote: ↑24 Oct 2023, 10:48Parc ferme was after FP1, with barely laps, so they played it safe (quote Krack AMuS). The plank normally has to survive Q + race. In Austin the plank had to survive a race, a sprint race, Q and Q shoot-out at a very bumpy track. HAM and LEC were dqed...OnEcRiTiCaL wrote: ↑24 Oct 2023, 09:15The upgrades definitely was working better than the old one. The question is why they did setup the floor so high at FP1 and Sprint race? After breaking PF they lowered the floor height and is made a magic.
Due to that reason I believe that it was a massive advantage to go lower for the race. Others played it maybe conservative too, but had to live with it. So I wouldn't draw a conclusion if things are better now...
3 fp I think will be enough for test both pilot the upgrades and give feedbacks.
The front wing is adjustable, they already have a large number of rear wings for different DF requirements, 2 engine covers for different cooling and several different brake ducts sizes. I doubt it will be site specific but who knows. We'll find out in a couple days.
Here's the supposed that list and it's pretty big (might be unnoticeable though)
“We can see where we went wrong in terms of upsetting the car balance,” he said.
“We’ve understood why that’s hurt our overall performance. Now, it’s a question of making sure that we don’t make the same mistakes again: it’s certainly been a year of learning.”
Hoping to address its errors, Aston Martin brought its latest batch of upgrades to the United States GP, but their potential was masked by its weekend being derailed by brake problems in FP1.
“We were led in a certain direction by our simulation tools on the aerodynamic side, and we did follow a path that was just the wrong one,” he explained. “I think we have now corrected the issue with the new package.”
Aston Martin performance director Tom McCullough has explained that the team’s main challenge this year has been in chasing a performance window that suits both low and high-speed corners at the same time.
“Ultimately, with this generation of cars, being strong in low and high-speed corners, from a rear ride height optimisation, is a little bit of a challenge without having porpoising, and how close you get to that. That is still the issue now two years down the road for everyone.
“If you look at our car, it hasn't been particularly strong in high-speed corners and low-speed corners [at the same time]. So, we're unable to do one or the other reasonably well, nearly since the start of the year.
“What we're trying to do is have an envelope that allows us to be strong at both lower ride heights and higher ride heights.”
Good article, thanksorganic wrote: ↑25 Oct 2023, 18:02https://www.autosport.com/f1/news/aston ... /10537395/
“We can see where we went wrong in terms of upsetting the car balance,” he said.
“We’ve understood why that’s hurt our overall performance. Now, it’s a question of making sure that we don’t make the same mistakes again: it’s certainly been a year of learning.”
Hoping to address its errors, Aston Martin brought its latest batch of upgrades to the United States GP, but their potential was masked by its weekend being derailed by brake problems in FP1.“We were led in a certain direction by our simulation tools on the aerodynamic side, and we did follow a path that was just the wrong one,” he explained. “I think we have now corrected the issue with the new package.”Aston Martin performance director Tom McCullough has explained that the team’s main challenge this year has been in chasing a performance window that suits both low and high-speed corners at the same time.
“Ultimately, with this generation of cars, being strong in low and high-speed corners, from a rear ride height optimisation, is a little bit of a challenge without having porpoising, and how close you get to that. That is still the issue now two years down the road for everyone.
“If you look at our car, it hasn't been particularly strong in high-speed corners and low-speed corners [at the same time]. So, we're unable to do one or the other reasonably well, nearly since the start of the year.
“What we're trying to do is have an envelope that allows us to be strong at both lower ride heights and higher ride heights.”
Hope it will reflect in performance in the next few racesorganic wrote: ↑25 Oct 2023, 18:02https://www.autosport.com/f1/news/aston ... /10537395/
“We can see where we went wrong in terms of upsetting the car balance,” he said.
“We’ve understood why that’s hurt our overall performance. Now, it’s a question of making sure that we don’t make the same mistakes again: it’s certainly been a year of learning.”
Hoping to address its errors, Aston Martin brought its latest batch of upgrades to the United States GP, but their potential was masked by its weekend being derailed by brake problems in FP1.“We were led in a certain direction by our simulation tools on the aerodynamic side, and we did follow a path that was just the wrong one,” he explained. “I think we have now corrected the issue with the new package.”Aston Martin performance director Tom McCullough has explained that the team’s main challenge this year has been in chasing a performance window that suits both low and high-speed corners at the same time.
“Ultimately, with this generation of cars, being strong in low and high-speed corners, from a rear ride height optimisation, is a little bit of a challenge without having porpoising, and how close you get to that. That is still the issue now two years down the road for everyone.
“If you look at our car, it hasn't been particularly strong in high-speed corners and low-speed corners [at the same time]. So, we're unable to do one or the other reasonably well, nearly since the start of the year.
“What we're trying to do is have an envelope that allows us to be strong at both lower ride heights and higher ride heights.”
Thx for that.Ashwinv16 wrote: ↑25 Oct 2023, 05:03Here's the supposed that list and it's pretty big (might be unnoticeable though)
Austin
- Sidepod Undercut drag reduction and subsequent floor changes on the top (2024 experimental part)(Likely the Final sidepods changes for 2023)
- Floor edge and diffuser (2023 part, better upgrade for 2024 with new underside)(Likely the Final floor and diffuser upgrade for 2023)
- Beam wing (2024 Ready part)
Mexico
- Bargeboard (2023 part)
- Circuit specific brakes ducts (2023 part)
- new front wing and nose (Bahrain spec with legality fix, not sure) (2024 ready part)
- new (maybe?) front suspension arrangement (2024 experimental part)
- rear wing upgrade with disconnected top flap (McLaren style) (2024 ready part)
Brazil
- Final set-up parts for Austin Upgrade
(list for now, there is upgrade and circuit specific changes coming to every single race from here)
- rear brake ducts and winglets (2024 ready part)
