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.
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!
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!
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…)
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! 😉
Here it is. The FINAL upgrade package of the season.
The eagle-eyed reader out there will notice the small revisions to certain areas of the car, eg. the rear bodywork around the exhaust exits.
Not only that, but there’s also a couple of noticeable revisions. AKA new nosecone, new front wing upper flaps and a small revision to the main plane.
Also there’s a new ‘Monkey Seat’ as it’s now being called.
Here’s the Monza car. Very thin rear wing, for maximum top speed. Front wing also optimised for maximum DDRS effect on the long straights of Monza. The rear bodywork has an effect that draws air down over the lower beam wing (which is also slightly smaller) to increase downforce between the speeds of 90 and 130mph, then stalling over those speeds to reduce drag further and increase top speed. Also there is a new nosecone coming for Singapore, with a new front wing too.
Well, I wasn’t planning on making a completely new car, but the new exhaust worth a lot of time. Also the front wing on this new car is more efficient. Also, there’s a choice of two rear wings, both give basically the same performance, so it would be down to driver preference. This car also has a new nosecone (which will be raced for the rest of the season) new sidepod frontal area, and also a new floor. A big package, with a Spa and Monza front wing. The rear wing for Monza will be different and will be posted closer to the Monza GP.
Here is the car that I’d send out to the Hungarian GP. New front wing, new exhaust positioning (and sidepods) new rear wing, new diffuser and also new multi-slotted barge boards (like Ferrari introduced in Germany) with integrated vortex generators (these are hidden)
As you can see, I’ve unusually fitted gurney tabs to the lower beam wing outer edges,
Also the front wing adjustable flaps have gurney tabs fitted to them, as well as the outermost cascade elements.
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.