2014, Monaco spec.

Just a few minor modifications (a couple which will stay for the rest of the season) around the car. New front wing (Monaco specific, extra downforce and stability), new rear wing, new Y100 (monkey seat), a new diffuser and a few internal mechanical changes.

Here are some pictures

diffuser FW monaco monaco RW side

The only new thing on the RWEP are new slots, slightly reprofiled for better airflow.

monaco RW

 

New flatter profile on the rear wing upper and lower planes. Upper plane is also slightly larger for a little more downforce.

Next update will be Silverstone as there will be a slightly lower downforce configuration for Canada and Austria due to both circuits having long straights.

AGP005 update package 2

Update package 2, in time for China has a new upper flap on the front wing, which has a slightly better shape to turn air around the front tyre, and new inner cascade elements to do the same, whilst producing just a little bit of downforce. The main thing  is the new inner cascade elements have vortex generators on the ends to produce small vortices that control airflow a little further down the car. There will be a new nose cone coming soon.
2014.2

Update package 1.

Package 1 would have been introduced before testing began as it includes major things like brake ducts. It also includes cascade elements on the front wing, slightly narrower sidepods and an updated livery. There’s also a new slot in the footplate of the front wing endplate, vortex generators and also, rear view mirrors!

Image

2014 car.

Yes, hello everyone. After over a year I am back posting cars! I unfortunately lost all of my data due to a virus last year, about a week before I was due to post an upgrade package, and seeing as the car was already pretty detailed, I decided not to carry on with the 2013 car, and go straight to the 2014 car. Finally finished the launch spec, I am please to announce that this car will also be the unofficial PitStopRadio car, running a PSR livery!

Starting out with the basics, it does follow the trend and does have a sex-aid nose, but the front wing mounts form a sort of tunnel on either side of this protrudence to help guide airflow underneath the car. The design would be very hard to engineer to pass the crash tests, but I’d find a way.

You will notice that the steering arms on the car are completely different from the regular designs, this is for aero purposes, it may give a little more drag but it is stronger when in contact with barriers (ahem, Monaco) or hits on the forward edge of the wheel when in battles and is angled in such a way that the air passing over it is sent straight to the undercut of the sidepod, and to the back of the car, interacting with the rear suspension.

The front wing itself is very complex, with the 2nd front-most element being used to turn airflow outside of the front wheel, as well as the rearmost 3 achieving the same effect. This (surprisingly) works quite well in my makeshift airflow tests, and will be a main source for improvements and developments throughout the rest of the season.

I have been cheeky and have decided to go with a similar rear suspension design to that of the McLaren. I am also still using Mercedes power, as was always the plan.

The sidepods are not the smallest out there, but they’re small enough that they are efficient. They are also asymmetrical with the entire left hand sidepod used specifically for the intercooler, and the right hand sidepod for engine oil and water cooling. Not visible on the launch car are cooling ducts on either side of the engine cover. One of these is to cool the MGU-H, the other is to the gearbox oil cooler. Inside the left hand sidepod are 2 extra cooling ducts, one going to cool the energy store under the fuel tank, and a further duct for the MGU-K cooling.

Enjoy the images. Updates coming very soon!

launchspec2014

launchsidesidepodlaunch

AGP004 – Update package 4

Yes, I know I skipped update package 2, but that’s because it was basically mostly mechanical changes, and the only visible aerodynamic change was to the front wing, and even then it was tiny.

I also know that I skipped update 3, but that was a change to the cascade element.

Update 4 has a little more substance to them, so you can both of the changes made in 2 and 3, and the updates in package 4.

There’s completely new front wing upper flaps, additions to the cascade elements,  The innermost shapes on the cascade elements produce very little downforce, and are more about airflow conditioning, creating vortices that are directed in the airflow over the front wing to the top of the sidepods. Speaking of the sidepods, the flow conditioning flaps across the leading edge have had vortex generators fitted, as the sidepods are slightly lower in that area than the regulations allow, these vanes stand as tall as the regulations allow. These help strengthen the downwash effect even more, giving stronger attachment to the floor. These updates have been designed to work mostly in benefit with the ramped coanda system that I’m developing right now. I’ve found a solution that doesn’t stall, but, the ducting system is quite complex, and does have an effect on the crossflow, meaning the exhaust jet doesn’t flow between the floor and the wheel, but instead flows across the top of the diffuser. Although this has a small benefit, it’s not as powerful as the jet flowing to the edge of the diffuser, sealing it.

Enough waffling, here’s the pictures that you SOOOOO want to see…. (sarcasm…)

AGP004.4topAGP004.4FW AGP004.4side

AGP004.1 (Update package 1)

This is the car I would run at the 1st pre-season test. Several differences compared to the launch version. The original McLaren style-sidepods are on this car, along with the new front wing and rear wing. Also the floor is different as are the sidepods. There are now the turning vanes on top of the sidepod to strengthen the downwash effect. What you can’t see from the 2d images (not got software to do 3d images, still) is the tunnel effect created by the sidepods. While the sidepods may not connect to the floor, the large area underneath allows for a lot of airflow to be guided downwards, and inwards, away from the exhaust exits, and towards the starter hole. Airflow also has an escape route around the beam wing area of the car.

top downsidefront wingrear wingsidepod frontal area

 

As you can see from the rear wing image, there is a 3-exit duct passive DRS system, with the outer two ducts blowing at an angle to the main plane. This spreads out the stalling effect further, creating a stronger drag reduction system. Also the ducts can have several angle variations on them, or be removed altogether. The ducts on the roll hoop feed the system, and a pressure switch activates/deactivates the system.

Also another big difference, is the new nosecone, and front wing pillars. The pillars are now straighter as they had no need to be angled backwards, they also curve inwards slightly, similar to that of the 2012 Ferrari, which speeds up the airflow underneath the chassis, and therefore the leading edge of the floor, giving a small boost to rear downforce.

Update package 2 will be released on Thursday 31st January.

AGP004 – The launch

Well here it is at long last. After MANY MANY hours of careful fiddling around, trying to find a slightly better design (most of the time spent on the nosecone and sidepods) designing the car around the coanda exhausts (I will also try out a 2012 Red-Bull style exhaust/sidepod configuration, to see what difference it makes) Bearing in mind, this is just the launch version. On Monday I will be posting the first upgrade package, at 8AM GMT. This will run through the first test. I currently have 5 upgrade packages complete. The 5th package will be released around the time of the Bahrain GP. Of course there will also be a special Monaco upgrade package , which will feature not too dissimilar upgrades to that of AGP003 (which can be seen HERE).

There are a fair few features missing from this car. Such as the cascade elements, and the passive drag reduction system. Also this car has a completely different front wing than the one that will be used in testing. If anything, I’m being stupid. There’s nothing on this car that the F1 teams will see and copy. I tried to find loopholes in the DRS regulations, but there really isn’t much scope. It seems the FIA and TWG really do not like innovation in F1, and anything that is deemed ‘innovative’ seems to get banned, and it’s not fair. The way I see it, having a DDRS system on the car boosts straight line speed, and because you travel faster over the same distance, with the same power, doesn’t that technically improve the fuel efficiency of the cars? In fact, I estimate that if the DRS system was used over a whole race, you could save 1 or 2 kilos of fuel in a race, that adds up to 40-odd kilos in a season, which is 1/4 of a tank of fuel. with 22 cars, that adds up to be 5.5 tanks of fuel saved throughout the grid in the season, which is a lot of fuel! Of course, if you disagree with my maths, feel free to voice your opinion!

Also, you will notice, that I have done away with the double floor arrangement. I tested the double floor, and this sort of sidepod arrangement with (pretty crap, but it’ll have to do for now!) CFD simulation in The Powder Toy) and, with the double floor, the coanda effect exhausts didn’t work quite as well, as the extra air underneath pushes the exhaust gas stream higher, and actually it was a struggle to get the plume to hit the floor! It required very steep downwash on the sidepods, and even then, it was unreliable. At a fairly high speed, the coanda effect from the top of the sidepod which creates the downwash actually stalled, became unstable and did nothing but increase drag. Therefore, this arrangement which actually also creates a better downwash efffect, as the air underneath the sidepod is forced downwards as well as the air from above, which draws the plume much tighter to the floor. As I said earlier, a RedBull ramp style will be tested, and is currently in development.

Okay, onto the pictures. With this car, I have also included the basic steering wheel shape and a few switches/buttons! Enjoy, and thank you for reading this (much longer than I was planning) article… I seem to have picked up Jade’s habit of waffling on about things! ;)

For the CFD images, you can message me on Twitter @JB_LH_fan.
Also if you would like to see the upgrade packages, you can also message me through Twitter.
AGP004.1 launch top

AGP004.1 launch side

AGP004.1 lanch FWAGP004.1 launch sidepod

AGP004.1launch RW

United States Grand Prix – Jades Review

’YeeHaw’ shout the cowboys, galloping away on horseback, guns ablaze – very much a stereotypical Texan lifestyle. But Sunday’s race in Austin was far from that, breaking the mould as possibly the best race so far this season, and with only one race left, that’s going to take some beating – Not bad for its debut huh? The last time Formula One took its place in the US was 2007 at Indianapolis. There Lewis Hamilton took pole position and also another race win. But could he repeat that 5 years later? Only time would tell.

Warfare started on the Saturday with drivers fighting for the honour to be the first on pole position at the Circuit of the Americas. In his recently dominating form Sebastian Vettel managed the feat in a time of 1:35.657s, following closely behind (only a tenth) was the hungry Hamilton. The rest of the grid lined up as follows: Webber then Raikkonen, Schumacher, Massa, Hulkenburg, Alonso. Grosjean started 9th after a gearbox penalty promoting the 5 drivers in front of him as he originally qualified 4th. In 10th was Maldonado followed by Senna and Button who suffered a throttle problem in Q2. Behind the stricken McLaren was Di Resta, Vergne, Perez, Kobayashi and surprisingly Rosberg. Those knocked out in Q1 were: Ricciardo, Glock, Pic, Petrov, Kovalainen and the slowest of the lot – de la Rosa and Karthikeyan.

Once the dust had settled after an electric qualifying session it was time for the main attraction. One that attracted 266,499 spectators over the course of the weekend. Before the drivers made it onto the grid there was already controversy in the F1 paddock over a tactical decision made by the bosses at Ferrari. With Austin being a very new track, not much rubber had been laid down previously, making the track very green. Over the weekend, plenty of running had produced a nice grippy racing line thereby creating a noticeable difference between the clean and dirty side of the grid. All those on an odd numbered grid slot had the advantage, that they won’t be wheel-spinning in 3rd gear off the line due to the slippery conditions. Fernando Alonso was originally meant to be starting in 8th after Grosjean’s penalty and with the World Driver’s championship within his grasp, Ferrari made the decision to break the seal and open Felipe Massa’s gearbox, their clear ’No. 2 driver’. Thereby incurring a 5-place grid penalty and a new gearbox for the Brazilian. This meant that Alonso started in P7 a much gripper side of the circuit, giving him a better chance of hunting down Sebastian Vettel and preventing him from taking his 3rd successive championship title in Texas.

The start was greatly anticipated with a fantastic hill climb into Turn 1. Some fans may have been disappointed as there was no carbon-fibre flying around as they all catapulted up the hill and into blind-apex of the sharp hairpin all at once. As expected those on the dirty side of the grid lost positions. One being newly signed Mercedes driver Lewis Hamilton who managed to regain his 2nd place on lap 4. His teammate Jenson Button who started P12 had a terrible start and ended up 16th by the end of the first lap. Alonso’s advantage helped him up to 4th. Frenchman Romain Grosjean made up 2 places on lap 2 but lost it all and a further 2 places when he spun at turn 19, one of the more tricky corners, on lap 7.

As the laps began to tick by drivers squabbled for position, Button for example recovering from his bad start took 11th from Michael Schumacher, who struggled in this race, on lap 11. At the front Vettel, surprisingly, was not pulling away from Hamilton. It was the McLaren driver who in fact was reeling him in! Kimi Raikkonen fresh from his race win in Abu Dhabi pulled a brave move around the outside of Nico Hulkenburg heading into turn 2 on lap 13.

The first to exit the US Grand Prix was Toro Rosso driver Jean-Eric Vergne as he had to retire with front right suspension damage. Another non-finisher was Mark Webber who was told on lap 17 that yet again he had no KERS, he then proceeded to pull the car off track and get out on lap 18. His first mechanical failure since the 2009 Japanese Grand Prix, 59 races ago. Later it was discovered that again it was the alternator that had caused the problems with Webber’s car.

Into the next phase of the race, tyres began to drop off and soon enough they were all flying in for fresh rubber, others staying out longer, mixing up the order and making the race even more tense for us nail biting fans! With more rubber beneath him, Hamilton began hunting down the championship leader and eventually on lap 42 the deal was done. A sensational move, a very close one too aided by DRS and the traffic of Narain Karthikeyan. However it was also an inevitable one considering the calibre of driver, a fairly competitive car and the drive and determination of the 2008 champion.

Both Hamilton and Vettel had pulled out a considerable lead over the rest of the field, some 30 seconds back to Alonso on lap 47. Unnervingly Hamilton didn’t begin to pull away from Vettel but kept him behind at a consistent gap, so that he was never within the 1 second DRS zone. The race may have looked fairly finished at the front with positions staying the same but it was a close battle for 8th, 9th and 10th between Hulkenburg, Maldonado and Senna who eventually finished in those positions respectively.

So to recap Lewis Hamilton won the United States Grand Prix, a superb race for the British driver, which he classed as one of his best wins. One which I would class as one of his best drives, a mature, clean race – showcasing that raw racing talent. He was followed closely behind by Vettel who didn’t manage to achieve the World Driver’s championship but instead cemented the Constructor’s for his team – Red Bull. A quiet race for Alonso in third but one that managed to keep him in the title race for Brazil. His teammate finished just behind in 4th even with the penalty he took. Button managed to haul his McLaren into 5th after starting on the harder tyre and pitting on lap 32. Behind him were the Lotus driver’s: Raikkonen and Grosjean. Both looked strong in the race but faded out, finishing 6th and 7th respectively. Then there was Hulkenburg, Maldonado and Senna, followed by Perez in the Sauber who just didn’t have the right car beneath him this weekend, same goes for his teammate Kobayashi who finished 14th. Ricciardo finished 12th in front of Mercedes driver Rosberg – a competitive drive in the Toro Rosso shame about his teammate JEV. Di Resta managed a lowly 15th a disappointing race for the Scottish lad, not helped by a spin at turn 19, flat spotting his tyres and having to pit for new set. He did however finish in front of Michael Schumacher who was left 16th. Now the battle of the backmarkers: The Caterham’s of Petrov and Kovalainen finished 17th and 18th ahead of the Marussua’s of Glock and Pic. Both HRT’s managed to finish, just 21st and 22nd de la Rosa leading Karthikeyan the entire race.

So that sums up the first ever race in Austin, race number 19 of this season. Yet still the championship is undecided, with only 2 drivers left to compete. One will bear the title of the 2012 Formula One world champion in Brazil. Who is it? Only the race can decide.

 

F1 2012 Demo Glitch – XBOX 360

Okay guys, it’s a very simple glitch to do. No fancy stuff. The simple fact is, go to Career, Young Drivers test. Complete all the challenges if you haven’t already done so. Next, select free run wet at the bottom of the selection menu.

Drive out, and then DRIVE straight back into the pits. Select free run dry, and hail as the last half of sector 2 and all of sector 3 is WET whilst the other half of the circuit is DRY!

Alternatively, you can drive out of the pits, do a lap or 2, then come back into the pits for the opposite to happen! (Sector 1 and half of sector 2 WET, the remaining track DRY.

Simple as that. The 2nd one is the most fun because you get to see the AI crash straight out of the pit lane!