Category: Other PPT designs

Quick updates on Eddie’s car

Speaking to Eddie recently he has no informed me that he’d like the car to be a two-seater, which means it’ll be much longer. This also then requires completely different aero off of the front wing, and also because the car will be so much longer, the weight distribution will be miles out, impairing the handling in slow speed corners. Also we won’t be able to run as much rake in the set up of the suspension as the front wing would then scrape on the ground. This means that the suspension will have to be easily adjustable for road and track use. Normal, higher ride-height for on the road with softer suspension, and then a lower ride height, with more rake and stiffer spring/damper settings for the track use. I’ve already started the amendments for the designs, but the front wing will be massively different. It will probably be a mixture of my Monaco spec wing and my Singapore spec wing.

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Eddie’s car updates

Over the last few days I’ve been making small bodywork revisions and adding in some of the missing details to Eddie Ruskin’s car designs, namely the barge boards and having its own front wing now that allows more airflow to the barge boards. And that therefore means more air to the radiator inlets, and therefore it can have smaller inlets, and another product of that means smaller sidepod frontal area, less drag and more airflow to the rear of the car.

The front wing still keeps the ‘endplateless’ design, but rather than having 4 elements joining to the base plate, there is now only 3. The rearmost one being the largest one, and curving around at the same angle as the 4-element design. This creates a larger suction and stronger vortex. The front wing also has a much flatter main plane, but with a large squared off arch section. This creates a smaller, less powerful vortex, but the vanes underneath that curve also draw air upwards, splitting the airflow and stalling it above speeds of 120mph. This slightly reduces downforce in that area and creates a very strong vortex that is drawn around the front wheels, further reducing drag.

The car also now has VG’s on the leading edge of the sidepods, that draw the air out of the chimneys at a higher, more efficient rate. The design is exactly the same as the 2012 car VG’s, but there’s only one of them. As well as the chimneys there are now 4 slots in the top of the sidepods just to allow slightly improved cooling.

I’m still yet to do the floor, as trying to design a double diffuser on the 2008 designs will be very…. interesting. And difficult too with the exhaust blowing. Figuring out where to blow the exhausts will be difficult without wind tunnel testng. I’ll have to build this design and study the airflow in a home-made wind tunnel. After this test I could then make changes to parts of the car to improve airflow. And I can also see where the airflow goes that could be corrected with high speed exhaust gasses.

There is also a new nose, which is slightly higher, and slightly thinner. This gives more airflow to the floor of the car, more downforce and very slightly less drag.

Okay, that’s enough blabbing on, here is the updates.

Car specifically for Eddie Ruskin

At the British GP I started talking to someone down at the White Horse. He was helping to run an F1 car simulator. His name was Eddie Ruskin, and for those of you who watch Wheeler Dealers on the Discovery Channel, you may recognise him. He owns a company called Dynamic Mouldings.(http://www.dynamicmouldings.co.uk)

Over the weekend we were having tremendous battles on the simulator, with  was only 0.2 seconds behind him! We were starting to work on the car setups together, giving the exact same feedback. I started talking to him about my dhim racking up over 300 laps. I only did around 30, so to be so close was pretty good. He told me that he wants to build his own F1 car, but road legal. He hasn’t seen my designs, but he did mention that we could work together on this project. Essentially what he wants is a 2008/2009/2012 hybrid (he doesn’t like the stepped noses, just like almost every other person on the planet). He likes the sharp bodywork (although when making my designs road legal, the sharpest is a 25mm radius. An actual F1 car is a 10mm radius. (except the sidepods, which are 75mm radius)

We will keep the 2012 wings, with the 2009 nosecones (fairly low) but the sidepods, floor and diffuser will be of 2008 spec.

Eddie is also a rapid response ambulance driver, and this car could theoretically be used as such. Therefore the blue lights will be housed in the camera pod on top of the engine air intake. This means that they are in plain sight. The rear wing endplates will house the brake lights, indicators and reverse lights. The rain light will be the fog light, and the third brake light will be housed in the upper flap of the rear wing.

The mirrors will be mounted on the side of the cockpit as per the 2012 regulations,

The vehicle will actually have two engines. These are 4-cylinder motorcycle engines mounted longitudinally, each having its own seperate exhaust, which blows the centre expansion area to keep the coke bottle shape as narrow as possible for better over-floor and beam wing aero. The front wing is the same as my Hungaroring spec design (so in a way you’re getting a sneak preview of the new front wing too. As the firing order of most engines is 1-3-4-2 having two of them means that we will need to time the ignition together so that there’s one power stroke on every quarter of a turn to maximise output, and minimize vibration. This means that a firing order of 1-8-3-6-4-5-2-7 will be needed to minimize crankshaft twisting, and therefore improve power output. The two crankshafts should be bolted together to create a common shaft.

The gearbox hasn’t been confirmed yet, but we know it will be a 6 speed flappy-paddle gearbox.

The car will not have adjustable brake bias, as it is against IVA regulations. Also IVA regulations state that the rear wheels may not lock up before the front wheels, therefore a bias ratio of 55-45 front-rear will be used. Most road cars use a bias of 75% front and 25% rear. This therefore will be much more stable, but will still lock that inside front wheel under heavy braking, which is spectacular. Overall downforce should be higher than the current figures, this is due to the addition of all those extra flick-ups, a double direct-blown diffuser, curved floor (the outer edge is actually a good 14mm lower than the inner edge), slightly more flexible front wing, and extra slots in the main plane of the rear wing.

Here is the starting point that I’ve come up with, Eddie needs to check it make suggestions for alterations, and then we just add the dim’s to the drawings, ready for construction.

Yes I know the front view has the tyres missing, and also the barge boards, but that’s because the barge boards are yet to be designed, and the tyres hide some detail of the sidepods so…. they are left out for a reason!

My race tracks.

Here’s the key to the tracks. The green sectors are the first sectors, the red are the second sectors and the blue are the third sectors. Obviously the numbers are the corner numbers.

If you have any suggestions as to the design of the tracks, then please let me know!

Now, here’s a thing for you readers, it’s not compulsory, but I’d like you to do it. Think of all the F1 tracks, the corner names, pick out a few, and then pick out a few corners from my two track designs, submit the suggestions to my Twitter account ( @JB_LH_fan ) and I will create you a race track based on those corner suggestions. A minimum of 17 corners, a maximum of 25 please.

Track 1:

Track 2:

LMP1 class race car.

Here’s a one-off prototype design that I designed to fit in with the 2012 LMP1 regulations. I will not do any updates to this car, I’m happy with it the way it currently looks.

The Naca ducts on the front splitter feed air to the front brake ducts. There is an F1 style double wishbone suspension system on both the front and rear, with the rear having pullrods instead of pushrods, similar to that of my F1 car designs. Closed canopy cockpit, and Audi powered. Work out the rest for yourself, any questions about it just ask!

LMP1 car.

I’ve made major headway with the LMP1 car. I have a few small refinements to make, such as addition of lights, wheels, front aero, windscreen, wing mirrors and wheel pod refinements to make. I can however give you some general stats about what I would like it to have. I would probably use Audi power, but I would prefer to use a high-revving (let say… 11,000rpm) V12 engine. This would probably never happen….

6-speed sequential ‘box

PAS

no STM/ESP/TCS

double wishbone pushrod suspension similar to F1 layout (front suspension)

Brembo brakes

Michelin tyres

Anything else you want to know, just ask…