we'll see. to me it sounds similar to last year.
the update isnt giving them the numbers they got from the windtunnel.
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Winning before existing is quite dificult
This act of doing everything calmly is not a decision, but how things work. None said "I don´t wanna win yet"
I wondering how Redbull updates works immediately without optimization in "few races". Is just b**t.
They also said this about the AMR23 and at the start of the world championship it was second force. For me this reasoning doesn't exist, if you have capable people you win. Newey is a case of winning everywhere he went (Williams, McLaren and Redbull). You don't need any experience at the top, you need good engineers who make you the best car, end of story. Progression does not exist, as demonstrated by amr23 and even more so by McL60.Andres125sx wrote: ↑17 Apr 2024, 08:12Winning before existing is quite dificult
This act of doing everything calmly is not a decision, but how things work. None said "I don´t wanna win yet"
Brawn GP was the exception, not the norm. It was a new ruleset, they found a loophole and did exploit it perfectly. But that was a rare exception, no other team in all F1 history won at their debut, so using a rare exception as a reference, can only cause loads of frustration
There´s no stupid people in F1, all teams have very competent people even if armchair experts usually think otherwise, so no matter how good is your strategy and work, there will be several other teams with very good strategy and work too, and in those scenarios, experience is key.
That is the reason no new teams win titles in normal conditions, they need to earn some experience fighting at the top
You can see RBR doing the same thing. They even make mistakes sometimes, Brazil 2023. It's just that they have been so far ahead that it has no impact.OnEcRiTiCaL wrote: ↑17 Apr 2024, 11:44I wondering how Redbull updates works immediately without optimization in "few races". Is just b**t.
If you try or put on something in the simulator then you don't need few races to make it work ,otherwise the simulator worth nothing. I still keep my word, that is something not right in the Mercedes wind tunnel or just simply not good enough for ground effect cars. Don't forget how McLaren was struggling till they didn't started to use the new wind tunnel.
Thasts why I want Stroll to give Alonso a Tow on the long back straight in Q3, it could change Alonso from starting top 6 to top 3
https://www.funoanalisitecnica.com/2024 ... -cina.html(google translate so there could be mistakes)
Aston Martin: AMR24 unlocks the untapped potential of new updates
The Aston Martin AMR24 has not yet managed to maximize performance. An optimal working point for the single-seater which was not always reached over the weekend. Furthermore, Lance Stroll 's performance often leaves something to be desired, too far from the performances of the two-time Spanish F1 world champion : Fernando Alonso. On the contrary, the driver from Oviedo exploits every little opportunity, drags the team along and achieves truly positive results. As regards the car, in Japan, the technical team led by Dan Fallows presented the first update package on the Verdona.
The aim of this first update to the bottom and bellies of the British car underlines the important work carried out on the fluid structure of the single-seater. The objective was to increase load stability under the various driving conditions of the car. On the other hand, we must always remember that, in F1, especially with the wing car which uses the ground effect through the Venturi channels, the downforce produced is a function of various variables including the yaw, roll and pitch angles. Variations to which the single-seater is very sensitive.
Keeping this factor in mind, we can say that an update does not always work perfectly immediately. In fact, it must be validated on the track to maximize its intrinsic potential. For this reason, thanks to the information collected by our editorial team, we know that for the Chinese trip Aston Martin is considering a clear step forward in this respect. To do this, she will have to be very good at getting the car set up correctly in the short time available, considering that free practice will consist of a single 60-minute session on Friday.
Tom McCullough, performance director of the British team, analyzes a couple of undoubtedly interesting aspects. The track is atypical and the right aero-mechanical compromise must undoubtedly be achieved to give the best. A so-called front-limited track, where the left front will suffer particularly. Furthermore, the evolution of the track will undoubtedly be very great, bearing in mind that the asphalt has recently undergone renovation and the tires are quite low. An AMR24 that nevertheless thinks it can put together a positive weekend, taking a further evolutionary step regarding the learning curve on the car.
In Japan the AMR24 did not combine its excellent qualifying performance with its performance in the race. As had already happened in Jeddah, after performances on par with his competitors heading into Saturday, Alonso "suffered" a car that was not at all gentle on the tires with a high fuel load. The graph relating to the degradation of the first stint illustrates how, although maintaining a good average pace, the Spaniard paid for the wear of the rubber on the softer compound. The attempt to recover some positions at the start turned into an uphill race, due to the extra stress imposed on the Soft tyres.
The deterioration earlier than planned forced Aston Martin to make an early stop for the number 14. In doing so the strategists implicitly forced Fernando to a slower pace in the final stints. In addition to this factor, on a track that requires good efficiency, the British car seemed anything but capable of correctly interpreting the equation that links aerodynamic load to straight-line speed. Specifically, in fact, the data highlights a car that is not too fast in both fundamentals, and this is probably the main cause of the performances that are distant from Ferrari and McLaren.
The choice made at Suzuka to reduce the level of downforce to exploit the vertical thrust guaranteed by the updates present in the bottom worked halfway. Not enough compromise. Through the on board tests we saw an AMR24 that was not well balanced, incapable of fully exploiting the performance guaranteed by the front suspension during insertion. Furthermore, the performance in high-speed corners wasn't all that good. Drivers were often forced to make micro-corrections to control the car, a factor which leads to an increase in the energy put into the tires and consequently facilitates their wear.
In the weekend that is about to begin, Aston Martin's set-up will try to further enhance the work of the front suspension scheme. Unlike Japan, the two single-seaters will be able to count on greater rigidity, without exaggerating, which will give the drivers better driving dynamics in the various start and stop corners of the Chinese circuit. The objective is to improve the aero-mechanical potential of the single-seater, consequently widening the operational window of the car. To do this, we look for a more pointed anterior that can guarantee an optimal insertion phase.
The engineers will make the anti-roll bars and shock absorbers slightly stiffer, taking advantage of a circuit that involves fewer changes of direction compared to Suzuka , preferring a more stable car in the wide-radius corners, in support, which at the same time facilitates the warm up strategy in the laps out . On an aerodynamic level, the AMR24 will seek a fairly low ride height , taking advantage of a more linear road surface to obtain a performance gain from the recent upgrades. According to the technicians, the performance potential has not yet been unlocked, especially in fast corners.
We expect a car with medium downforce and broadly similar to its rivals. The beam wing and diffuser combination will be used to maximize the downforce produced in the fast corners of T2 and to manage the tires during the race . The engineers of the team across the Channel expect a better performing car in general terms, thanks to a suspension package with revised stiffness that can activate the potential of the updates. The objective is to broaden the operational window of the car to bring the performance between qualifying and the race closer.
The management of micro-slips in corners, EOSS and balance in slow sections under the magnifying glass . To enhance the overall efficiency of the single-seater, the top speeds must necessarily be increased . To do this, the engineers in charge of the hybrid part will try to redistribute the "discharge" of the battery, moving the peak power towards the end of the straight to obtain high top speeds . In this way, we want to mitigate the less than exceptional efficiency of the DRS due to a lower rear wing.
Would be interested reading about this, is there a link to this article?