etusch wrote: ↑10 Dec 2020, 18:59
godlameroso wrote: ↑10 Dec 2020, 18:10
Seems 2021 downforce reduction has been nullified. If the changes were aimed at reducing rear downforce by 10%, maybe it was successful, but the amount gained through development over the start of this year means the cars are basically starting next year with this year's Silverstone level of downforce. The big unknown is the new more massive tires, it's really annoying how heavy they are now, to add 3kg is ridiculous.
How stupid that. Aiming lower spending due to pandemic and freeze things, then a change for saving tyres(according to their talk) , caused more spending without nearly any benefit for saving tyre from df pressure.
Why they didn't change tyre instead of aero. It would make only one company to spend instead of 10. If fia has intention to slow down cars by changing aero rule and wanted to shot two birds with one bullet, it didn't worked and there was no need to hurry about it. they can do that for 2022.
F1 logic, forcing teams to spend money to stand still, because they're going to spend money no matter what to develop. Since they can't stop development they try to make it harder, so that it costs more to develop with the hope of helping the smaller teams.
Take the banning on variable cam timing or lift, that means to develop the best compromise an OEM has to build countless iterations, test them, then run them. But if the use of variable cam timing and lift(which are commercially available and road relevant) were allowed, it would save a tremendous amount of development costs. Those technologies are already well developed, and would spare you from the tedious iterative design process, countless cam grinds, timing gears, pneumatic systems.
That one little change would have a knock on effect and lower costs substantially, but no, F1 logic.
No doubt the OEMs have development engines which let you try different things quickly. It's impractical to have 10 different cam grinds, and 20 different cam timings.