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
The only new thing on the RWEP are new slots, slightly reprofiled for better airflow.
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.
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.
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.
In just under 24 hours, my 2013 car will be launched, right here on pptf1car! For a sneak preview, all you have to do is message me on Twitter @JB_LH_fan
I think Schumi should’ve won in Monaco, it would’ve been nice for him to have another win before he retired again. You can’t say he’s lost it. Don’t forget as of the Indian GP he’s out-qualified Nico by 9-8!
He’s won 91 races, won an outstanding seven world championships, secured a whopping 68 pole positions, led an unimaginable 5096 laps, inspired an entire country to race and starred in ‘Cars’. He’s Michael Schumacher and he’s about to retire from the sport that has held him dear for 21 years. And yet, half the people don’t seem to care.
Its true, his comeback hasn’t been fantastic. Leaving the sport in 2006, He was waved off by the paddock but returned in 2010 to reunite the Schumacher/Brawn arrangement that dominated the sport for five years. But all did not go well and as of Qualifying after the 2012 Indian Grand Prix, He has never won a race, only had one podium (3rd in Valencia) and one pole position (in Monaco) which was cruelly stripped from him after he was penalised five grid places following his crash with Bruno Senna in…
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Previously, I posted the chart below before the Indian GP and I stated the following:
The trend has been that Vettel has yet to win with a Hard/Medium combination. Alonso has never won with a Hard/Soft combination. Given the above observation and Pirelli’s selection for the final four races, Vettel may hold the advantage in one race, while Alonso may hold it in three races. ONLY in terms of this season’s historical success rate on the compound combination. This doesn’t take into account circuit, weather or any other critical factor.
After this past weekend’s Indian Grand Prix, the results suggest that my observations based on the chart below hold true. As expected, Vettel, won with the combination of Pirelli Hard/Soft tyres. If we are to believe the chart, then the Medium/Soft combination may favor Alonso in the next round.
Author: Ernie Black
|Grand Prix||Pirelli Compounds|
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RIP Professor Sid Watkins. We will miss you. You deserved a knighthood for all the work you put into saving drivers lives before the accidents occurred, alas you ‘only’ got an OBE. Without your input, the sport will have had many more fatalities since Senna’s death in 1994. Many drivers owe their lives and more to you. Time for you to go fishing with Ayrton
Let us take a look at some of the work that he has done for motorsport safety since Ayrton Senna‘s death in 1994.
At the 1995 Australian GP he performed a trackside tracheotomy to save Mika Hakkinen‘s life, and also restarted his heart not once, but TWICE.
He ‘invented’ the HANS device that is compulsory in all forms of motorsport. I say ‘invented’ because you had a helping hand in developing it.
He had the sides of the cockpits raised to give the drivers better head protection
He had wheel tethers introduced to try and keep the wheels attached to the cars in a collision.
He introduced collapsible steering columns, which as well as being used in F1 and other forms of motorsport , are also used in road cars.
He introduced new, much more stringent crash tests for the front, rear and sides of the car, which meant the cars had to be made much stronger.
He also introduced the foam padding around the cockpit to further protect the drivers in a collision.
He called for downforce levels to be reduced to reduce cornering speeds, and therefore accident speeds. In fact in the races after Senna’s death, downforce was reduced overall by around 15%, which is a noticeable drop in grip for a car as sensitive as an F1 car.
He also did work on the tracks as well as the cars. He called for larger run-off areas to reduce the chance of a high-speed collision with a barrier. He also called for new barrier types to be used to reduce G-forces in collisions.
He will be missed so much that people have said said seeing him in the paddock automatically made the sport feel safer.
I will end this article with 2 Sid Watkins quotes from the Senna movie at Roland Ratzenberger and Ayrton Senna’s death. Rest in peace. We all love you. Your death has hit us hard. You are the TRUE legend of Formula 1.
‘Ayrton got very, very upset and cried a bit. And that’s when I said to him ”You know, Ayrton, you’ve been three times World Champion, you’re the fastest man in the world” and he liked fishing, so I said ”Why don’t you quit, and I’ll quit and we’ll just go fishing?” ‘
‘We got him out of the cockpit, got his helmet off and got an airway into him. And I saw from his neurological signs that it was going to be a fatal head injury. And he sighed, and his body relaxed and that was the moment… I’m not religious… that I thought his spirit had departed.”
Well, that was an interesting thing for Hamilton to tweet…
Things that I found interesting:
(I’ll refer to everything by the distance around the lap, which is noted at the bottom. For example, Eau Rough is at 1200m or so)
1) Hamilton gains mostly under braking, rather than in the corners (300m, 2200m, 3000m, 6700m). I would have expected the cornering speeds to be noticeably different, but they are actually quite similar. Hamilton can just go that little bit deeper, and brake that much harder before the wheels lock, due to the extra downforce he was running. With each steep drop in the speed trace (second trace from the top), you can see that Hamilton is just a little later on the brakes.
2) Hamilton messed up the third corner in the “Les Combes” section (corner 9, 2600m). He has more downforce, so should be as fast or faster, but…
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What beautiful engineering.
Yesterday, a new article on the R18 engine appeared on speedhunters.com – THE MONOTURBO. I cannot understand, why Audi didn’t send me this pictures before. 😉 If I have had this pictures earlier, I could have built the engine much more accurate.
Although I’ve found a mass of mistakes on my engine, I won’t make any big changes. Especially the front end of the engine is completely different to my one. But I took help there from the R15 engine that has the gear drive for the ancillaries at the front end. Now, with the new pictures, the drive gear of the R18 engine is doubtless at its rear end. But with the engine mounted in the car, this error can’t hardly be seen later. But certainly that rankles me much.
Also at the turbo charger I’ve found a new item between the turbine and the compressor which should…
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Fastest Pit Crew in the West
You could hear the engine pound as it raced across the ground,
With the burning smell of rubber as the wheels spun ’round and ’round.
As he raced into the pit lane, a red flash emblazoned upon his chest,
His name is Jenson, and he’s got the fastest pit crew in the west.
Now they said that pit crew was rubbish, couldn’t even change a wheel
So hope they enjoy their dinner as they eat their words now for a meal
They called him Jenson, (Jensooooooooooon)
And he’s got the fastest pit crew in the west.
– Adapted from a song by Benny Hill
Caterham have been slowly working their way clear of Marussia and HRT to close-in on Q2 sessions and the Toro Rosso’s in the race. This year the CT-01 is a clean sheet design and exploits a Renault engine with a Red Bull gearbox and KERS.
I’ve been lucky to have been given permission from Ionut Pascut to post these detail pictures taken at Monaco, to allow us to look at the detail of the 2012 Caterham.
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