With the 2022 rule change on the horizon bargeboards will no longer be a feature of F1 cars, but what are they, how do they work, and will F1’s designers be able to replicate their function in 2022?
And will these cars be better, worse or just the same in the wet?
That and have the wet tyre even been tested? Also we may have some interesting flows visible around the cars, will they match 'the drawings' .henry wrote: ↑29 Jan 2022, 18:13And will these cars be better, worse or just the same in the wet?
Given there seems to be a consensus that they will be sensitive to ride height and they all get the same increase in ride height from the tyres might it be difficult to optimise for both heights? Mercedes have typically optimised for the majority conditions, circuit type, weather etc. might they sacrifice wet performance to focus on dry, that being the vast majority of running.
No regulation can fix that, it's like the movie Time Cop, the same matter can't occupy the same space.SmallSoldier wrote: ↑29 Jan 2022, 01:04Slipstream won’t be as effective, but if the cars are closer coming out of a corner, the need for it is also diminished… We still have DRS and that should compensate for it too.Marty_Y wrote: ↑28 Jan 2022, 22:43I was watching this video, in general it's just more of the same basic information. But there was one interesting bit about slipstreams, earlier in this thread someone asked if slipstreaming would still be as affective in the new cars and in this video there's a quote attributed to Lando Norris saying that it won't be as affective.
It's only a short video but most of it is stuff that you've probably heard before or already know.
The problem so far has always been staying close to the car in front… It was very telling in for example the Saudi race that someone could close the gap to car in front in S3, but as soon as they enter S1, the car in front pulled almost a second ahead simply due to dirty air… If this is solved, it should improve racing (or at least I keep telling that myself in hopes of a great season!)
Big Tea wrote: ↑29 Jan 2022, 18:30That and have the wet tyre even been tested? Also we may have some interesting flows visible around the cars, will they match 'the drawings' .henry wrote: ↑29 Jan 2022, 18:13And will these cars be better, worse or just the same in the wet?
Given there seems to be a consensus that they will be sensitive to ride height and they all get the same increase in ride height from the tyres might it be difficult to optimise for both heights? Mercedes have typically optimised for the majority conditions, circuit type, weather etc. might they sacrifice wet performance to focus on dry, that being the vast majority of running.
Yes, my understanding is that to raise the nose you would need to have a shorter nose that only just satisfies RS-CH-NOSE, and have the lower flap of the front wing sitting in front of the nose and also elevated. Imagine a DW12 and the short nosed FOM model had a baby together. I sketched this out over your regulation boxes (thanks for posting those by the way!), and this layout would get the tip of the nose above the lower edge of the driver's heels. The minimum angle of tangency means a nose this high would sacrifice a lot of front wing area. The consensus seems to be that these cars are likely to be rear limited so giving up a little front wing to get cleaner air to the floor may be a good trade. Unless I'm missing another regulation that keeps the nose low?jjn9128 wrote: ↑20 Jan 2022, 10:45There's a couple of rules you might be up against, minimum radius of curvature in plan-view and minimum angle of tangency as projected from the leading edge angle of the wing volume.k.ko100v wrote: ↑20 Jan 2022, 10:42I am wondering is a solution like this possible:west52keep64 wrote: ↑18 Jan 2022, 13:30I'm surprised these nose examples by jjn9128 haven't been posted here:
It's almost a little sad to see how restricted the nose has become, I hope we see a little more variation than this.
https://imgur.com/egW8uBb.jpg
It can never be fixed with any kind of downforce cars, but it can be mitigated. If cars are able to follow at 0.4-0.6s instead of 0.8-1s then DRS as it is would become way to powerful almost immediately. Hopefully new regs will be able to achieve that.godlameroso wrote: ↑30 Jan 2022, 05:07No regulation can fix that, it's like the movie Time Cop, the same matter can't occupy the same space.SmallSoldier wrote: ↑29 Jan 2022, 01:04Slipstream won’t be as effective, but if the cars are closer coming out of a corner, the need for it is also diminished… We still have DRS and that should compensate for it too.Marty_Y wrote: ↑28 Jan 2022, 22:43I was watching this video, in general it's just more of the same basic information. But there was one interesting bit about slipstreams, earlier in this thread someone asked if slipstreaming would still be as affective in the new cars and in this video there's a quote attributed to Lando Norris saying that it won't be as affective.
It's only a short video but most of it is stuff that you've probably heard before or already know.
The problem so far has always been staying close to the car in front… It was very telling in for example the Saudi race that someone could close the gap to car in front in S3, but as soon as they enter S1, the car in front pulled almost a second ahead simply due to dirty air… If this is solved, it should improve racing (or at least I keep telling that myself in hopes of a great season!)
Ah, thanksjumpingfish wrote: ↑30 Jan 2022, 08:22https://twitter.com/pirellisport/status ... 4091926530Big Tea wrote: ↑29 Jan 2022, 18:30That and have the wet tyre even been tested? Also we may have some interesting flows visible around the cars, will they match 'the drawings' .henry wrote: ↑29 Jan 2022, 18:13
And will these cars be better, worse or just the same in the wet?
Given there seems to be a consensus that they will be sensitive to ride height and they all get the same increase in ride height from the tyres might it be difficult to optimise for both heights? Mercedes have typically optimised for the majority conditions, circuit type, weather etc. might they sacrifice wet performance to focus on dry, that being the vast majority of running.
Not to the same degree, there is now a limit on any openings in the nose & it also states that they should only be for driver cooling.
Indy Car manages it better, it’s not strange to see drivers in within a second of each other for most of the lap and for several laps… We’ll find out soon enoughgodlameroso wrote: ↑30 Jan 2022, 05:07No regulation can fix that, it's like the movie Time Cop, the same matter can't occupy the same space.SmallSoldier wrote: ↑29 Jan 2022, 01:04Slipstream won’t be as effective, but if the cars are closer coming out of a corner, the need for it is also diminished… We still have DRS and that should compensate for it too.Marty_Y wrote: ↑28 Jan 2022, 22:43I was watching this video, in general it's just more of the same basic information. But there was one interesting bit about slipstreams, earlier in this thread someone asked if slipstreaming would still be as affective in the new cars and in this video there's a quote attributed to Lando Norris saying that it won't be as affective.
It's only a short video but most of it is stuff that you've probably heard before or already know.
The problem so far has always been staying close to the car in front… It was very telling in for example the Saudi race that someone could close the gap to car in front in S3, but as soon as they enter S1, the car in front pulled almost a second ahead simply due to dirty air… If this is solved, it should improve racing (or at least I keep telling that myself in hopes of a great season!)
Rosario Giuliana / rosf1design:
In "broad lines", this is what a 2022 car should look like:
2014. 2012 was the year of the platypus
