Aston Martin AMR26

[PlatinumZealot]

Is this similar to the 2015 scenario with the size zero concept?

I am extremely impressed by the tight packaging. Look at the asthma tight inlet ducting for the radiator and the fact that the engine doesnt have an immediate "liner" covering it. Crazy tight pakcaging!

[Farnborough]

They're using a continuous front control arm similar to what was used on RB16, RB18+

https://i.postimg.cc/qvK1cL3Q/amr26longbow.jpg
Photo:NurPhoto

Good clear image of that component, as mentioned its been in other team designs recently too.

Possibly correct to assume that it is a spring component that is supplemented by the torsion bar used to produce a homogeneous "total" spring contribution in support.
The damping can't of course be achieved (well not to any great degree) and must be placed within pushrod internal destination within bellcrank area.

Yes, it may act somewhat as a leaf spring, although the addition may be trivial. I had taken to calling it the longbow when I first became aware of it on the RB18, owing to it being almost the same dimensions thereof, then found it in photos of earlier RBR cars. In this specific application the unique feature seems to be that the arm anchor/pivot-point can be placed ahead of the bulkhead, inside the nosecone. It also would not trace a perfectly circular at its outboard end, being a bending beam, although, again, this might be trivial and consequential.

Who else is using it this year?

It looks like, to me (that's looking at the geometry fully assembled, and covered by bodywork) that RB + McL are using, but certainly not definitive.

As you note, there's often that characteristic bow in continuos arc displayed as signal to it's use.

One of the most famous applications of this as pure spring is of course the Chevrolet Corvette rear suspension. Not as structure in location, I believe. But fully the primary spring medium in composite GRP material.

If acting as a spring here, I can see benefit in reducing the point load of the conventional torsion bar arrangement within monocoque structure as this leaf element is relatively gentle in its spread of location into static structure.

There maybe some element potential in mass damper performance too, with the wheel assembly out on the far extended end of a large spring, that's if the leaf was structured with that ideal frequency in opposition to tyre induced oscillations.

It does surprise me that no-one has given this design to rear suspension across the top of gearbox to distribute load into more effective space, that where they are tight for real estate back there.

[Blackout]

https://www.pmw-magazine.com/wp-content ... F1-8-1.jpg
.
There is big room around the intercooler, with that opening that seems to vent some/most of the sidepod rads air, while the intercooler air is vented by the center cannons solely (it is insulated/sealed from the big side outlets with that vertical shroud on top of the engine plenum)
.

[Badger]

https://pbs.twimg.com/media/HBy4IF1XEAA ... ame=medium

https://www.pmw-magazine.com/wp-content ... F1-8-1.jpg
.
There is big room around the intercooler, with that opening that seems to vent some/most of the sidepod rads air, while the intercooler air is vented by the center cannons solely (it is insulated/sealed from the big side outlets with that vertical shroud on top of the engine plenum)
.
https://pbs.twimg.com/media/HB1Gak_XoAA ... name=large

This leads me to believe that the shoulder opening is a permanent feature. The packaging behind it is simply too tight to accomodate any kind of closed engine cover, there is zero flow through there to the cannon outlet at the back. They will just vary the size of the shoulder opening depending on cooling requirements.

On the whole their cooling outlets are pretty big. They have the shoulder exits, they have the rear exit, and also exits where the push rod goes through the cover.

[Jef Patat]

source: https://www.pmw-magazine.com/features/f ... etail.html

[AR3-GP]

[AR3-GP]

[venkyhere]

https://www.pmw-magazine.com/wp-content ... scaled.jpg
source: https://www.pmw-magazine.com/features/f ... etail.html

New to the thread, so pardon if this is a repeat Q :
Re: the rear top wishbone mounting on the 'rear wing stay'
Q : is this for any mechanical advantage or a gearbox-casing/aero defined compromise ?

[Farnborough]

https://www.pmw-magazine.com/wp-content ... scaled.jpg
source: https://www.pmw-magazine.com/features/f ... etail.html

New to the thread, so pardon if this is a repeat Q :
Re: the rear top wishbone mounting on the 'rear wing stay'
Q : is this for any mechanical advantage or a gearbox-casing/aero defined compromise ?

Without a very detailed account of geometry, this more projection than high accuracy in portrayal:- gives more option for anti-squat performance (whatever they focus to +/- effect) also needs to be somewhere and so could derive aero benefit, more in flow conditioning (in absence of beam wing specifically) in that it has to be neutral by rules but can be effective in a vane type performance of cleaning up the airflow and reducing drag (used in wind tunnel) to "condition" airflow going into measuring zone.
Distributes overall rear structural loading more in net dispersed scheme around the rear casing and away from torsion/damper support, possibly to keep point load in reduced range.
Perhaps to mitigate and re-align the efflux from the large gill vents and reduce drag on whole of aero strategy efflux to allow more efficient extraction from floor and rear wing.

[Shakeman]

https://www.pmw-magazine.com/wp-content ... scaled.jpg
source: https://www.pmw-magazine.com/features/f ... etail.html

New to the thread, so pardon if this is a repeat Q :
Re: the rear top wishbone mounting on the 'rear wing stay'
Q : is this for any mechanical advantage or a gearbox-casing/aero defined compromise ?

I'm not well enough versed in the mechanical advantages but the aero advantages are to bring back the beam wing which connects the airflow of diffuser to the rear wing allowing more edgy wings..

I wonder whether having the rear suspension mounted to the rear wing stay is not actually fraught with issues and prone to vibration which could feedback into the tyres. However, it doesn't look like Aston will have to worry about additional tyre wear for at least half a season if not more.

The Ferrari solution of a blown diffuser extension seems like the field leading and most elegant solution which is unlikely to appear on other cars until next year.

[AR3-GP]

[PlatinumZealot]

source: https://www.pmw-magazine.com/features/f ... etail.html

The shoulder padding looks very high or seating position is very unusual.

[Jef Patat]

https://www.pmw-magazine.com/wp-content ... scaled.jpg
source: https://www.pmw-magazine.com/features/f ... etail.html

The shoulder padding looks very high or seating position is very unusual.

I've had that same feeling on the mclaren. Driver length of course might influence this a bit. If you compare the top of the helmet or the visor position vs the halo it looks lower and further back but I'm not sure.

I think it's the shoulder winglet deceiving us.

[Andi76]

They're using a continuous front control arm similar to what was used on RB16, RB18+

https://i.postimg.cc/qvK1cL3Q/amr26longbow.jpg
Photo:NurPhoto

Good clear image of that component, as mentioned its been in other team designs recently too.

Possibly correct to assume that it is a spring component that is supplemented by the torsion bar used to produce a homogeneous "total" spring contribution in support.
The damping can't of course be achieved (well not to any great degree) and must be placed within pushrod internal destination within bellcrank area.

Yes, it may act somewhat as a leaf spring, although the addition may be trivial. I had taken to calling it the longbow when I first became aware of it on the RB18, owing to it being almost the same dimensions thereof, then found it in photos of earlier RBR cars. In this specific application the unique feature seems to be that the arm anchor/pivot-point can be placed ahead of the bulkhead, inside the nosecone. It also would not trace a perfectly circular at its outboard end, being a bending beam, although, again, this might be trivial and consequential.

Who else is using it this year?

Just by the way - such contious whisbones were used first by by Rory Byrne on the Ferrari F2001 in 2001. It was called "one-piece" or "monolithic"-wishbone back in these days. And it indeed acted like a kind of leaf spring. Ferrari used them untill 2007 (actually they stopped using it with the F2007) and Renault and Minardi copied it in 2002 and used it untill 2004.

[venkyhere]

This longbow leaf spring, with one degree of motion and 100% left-right faithfullness , how is it damped ? In what way can a damper be connected ? (not a mech engineer, hence the Q)