F1 2011 : Technical Regulations

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The FIA's publication of the details of the 2011 technical regulations points out to the effective ban of double diffusers, F-ducts and slotted rear wings. Newly introduced are the adjustable rear wings, tyres and mandated weight distribution.

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F1 2011: Tyres, adjustable rear wings, 640 kg and...


Craig Scarborough of scarbsf1 gives us the detailed explanation of the F1 2011 Technical regulations with amazing illustrations.


Ban on connected shark fins

Another route to banning F-ducts, as well as a move to limit the ever expanding rear fin, the rule prevents any bodywork reaching the rear wing.


“3.9.1 No bodywork situated between 50mm and 330mm forward of the rear wheel centre line may be more than 730mm above the reference plane.”

Ban on slots in the rear wing

As with the beam wing, the upper rear wing is prevented from having slots extending beyond the central 15cm. This prevent F-ducts or other blown slots, the latter which have been exploited for several years.

“3.10.2 Other than the bodywork defined in Article 3.10.9, any bodywork behind a point lying 50mm forward of the rear wheel centre line which is more than 730mm above the reference plane, and less than 355mm from the car centre line, must lie in an area when viewed from the side of the car that is situated between the rear wheel centre line and a point 350mm behind it.
With the exception of minimal parts solely associated with adjustment of the section in accordance with Article 3.18 :
  • when viewed from the side of the car, no longitudinal cross section may have more than two sections in this area, each of which must be closed.
  • no part of these longitudinal cross sections in contact with the external air stream may have a local concave radius of curvature smaller than 100mm.
Once the rearmost and uppermost section is defined, ‘gurney’ type trim tabs may be fitted to the trailing edge. When measured in any longitudinal cross section no dimension of any such trim tab may exceed 20mm.
The chord of the rearmost and uppermost closed section must always be smaller than the chord of the lowermost section at the same lateral station.”

Clarification of the starter motor hole


After some teams were exploiting oversized starter motor holes in the diffuser to create a slotted effect, the FIA clamped down with a clarification. This has now been written into the rule book.


“3.12.7 No bodywork which is visible from beneath the car and which lies between the rear wheel centre line and a point 350mm rearward of it may be more than 125mm above the reference plane. With the exception of the aperture described below, any intersection of the surfaces in this area with a lateral or longitudinal vertical plane should form one continuous line which is visible from beneath the car.
An aperture for the purpose of allowing access for the device referred to in Article 5.16 is permitted in this surface. However, no such aperture may have an area greater than 3500mm2 when projected onto the surface itself and no point on the aperture may be more than 100mm from any other point on the aperture.”

Ban on Double Diffusers (DDD) and Open Exhaust Blown Diffusers (EBD)


Due to a previous weakness in the rules defining the underfloor, teams were able to exploit this to create the double diffuser. Double diffusers were only possible as an opening could be created in the gap been the reference plane, step plane and the diffuser. Now the rules close this avenue off.

Additionally this opening allowed teams to open up the front of the diffuser to blow the exhaust through for an even greater blown diffuser effect. This rule also prevents this opening in all but the outer 50mm of the split between the diffuser and the floor.
One additional clarification is that the suspension must not form any of the measured point for the under floor. Previously the minimum height was exploited by some teams placing wishbones or Toe-Control arms across the top an opening in the diffuser.

“3.12.9 In an area lying 450mm or less from the car centre line, and from 450mm forward of the rear face of the cockpit entry template to 350mm rearward of the rear wheel centre line, any intersection of any bodywork visible from beneath the car with a lateral or longitudinal vertical plane should form one continuous line which is visible from beneath the car. When assessing the compliance of bodywork surfaces in this area the aperture referred to in Article 3.12.7 need not be considered.

3.12.10 In an area lying 650mm or less from the car centre line, and from 450mm forward of the rear face of the cockpit entry template to 350mm forward of the rear wheel centre line, any intersection of any bodywork visible from beneath the car with a lateral or longitudinal vertical plane should form one continuous line which is visible from beneath the car.

3.12.11 Compliance with Article 3.12 must be demonstrated with the panels referred to in Articles 15.4.7 and 15.4.8 and all unsprung parts of the car removed.”

Driver operated F-duct


Even though the loop holes in the rear wing regulations have been closed, this additional new regulation prevents the driver influencing aerodynamics. So that other driver controlled F-duct type devices cannot be exploited other areas, such as: front wings, sidepods or diffuser.


“3.15 With the exception of the parts necessary for the adjustment described in Article 3.18, any car system, device or procedure which uses, or is suspected of using, driver movement as a means of altering the aerodynamic characteristics of the car is prohibited.”

Driver adjustable rear wing


The driver adjustable front wing is now deleted from the rules and instead the rear wing is now driver adjustable. This is because the expected benefit of greater front wing angle never provided the driver with more grip when following another car. The front flap adjustment was much more a solution to tune the cars handling in between pitstops. The TWG found that the loss of drag from the rear wing was a more effective solution to allow the following to overtake. Now the rear wing flap can pivot near its rear most point and open the slot gap from 10-15mm to up to 50mm. Opening this gap unloads the flap and reduced both downforce and drag.

This being controlled by the timing gap to the car ahead and managed by the FIA. So there’s two ways the driver can use the system. Firstly in free practice and qualifying the rear wing is solely at the control of the driver. They can adjust the wing at any point on the track and any number of times per lap. So for the ideal lap time, as soon as the car is no longer downforce dependant (straights and fast curves) the driver can operate the wing, just as they did with the F-duct. Although a small complication to the driving process, at least their hands remain on the wheel and not on a duct to the side of the cockpit.

Then in the race the wing cannot be adjusted for two laps, then race control will send signals to the driver via the steering wheel, such that when they’re 1s or less behind another car at a designated point on the circuit, the rear wing can be trimmed out. The wing returns to the original setting as soon as the brakes are touched.

“Furthermore, the distance between adjacent sections at any longitudinal plane must lie between 10mm and 15mm at their closest position, except, in accordance with Article 3.18, when this distance must lie between 10mm and 50mm.”

3.18.1 The incidence of the rearmost and uppermost closed section described in Article 3.10.2 may be varied whilst the car is in motion provided :
- It comprises only one component that must be symmetrically arranged about the car centre line with a minimum width of 708mm.
- With the exception of minimal parts solely associated with adjustment of the section, no parts of the section in contact with the external airstream may be located any more than 355mm from of the car centre line.
- With the exception of any minimal parts solely associated with adjustment of the rearmost and uppermost section, two closed sections are used in the area described in Article 3.10.2.
- Any such variation of incidence maintains compliance with all of the bodywork regulations.
- When viewed from the side of the car at any longitudinal vertical cross section, the physical point of rotation of the rearmost and uppermost closed section must be fixed and located no more than 20mm below the upper extremity and no more than 20mm forward of the rear extremity of the area described in Article 3.10.2 at all times.
- The design is such that failure of the system will result in the uppermost closed section returning to the normal high incidence position.
- Any alteration of the incidence of the uppermost closed section may only be commanded by direct driver input and controlled using the control electronics specified in Article 8.2.
3.18.2 The adjustable bodywork may be activated by the driver at any time prior to the start of the race and, for the sole purpose of improving overtaking opportunities during the race, after the driver has completed a minimum of two laps after the race start or following a safety car period.
The driver may only activate the adjustable bodywork in the race when he has been notified via the control electronics (see Article 8.2) that it is enabled. It will only be enabled if the driver is less than one second behind another at any of the pre-determined positions around each circuit. The system will be disabled by the control electronics the first time the driver uses the brakes after he has activated the system.
The FIA may, after consulting all competitors, adjust the above time proximity in order to ensure the stated purpose of the adjustable bodywork is met.”

Mandated weight distribution


Along with the supply of Pirelli control tyres they will be matched to a mandatory weight distribution. Now the cars minimum weight is 640Kg, the specified minimum axle weights, equate to a weight distribution ranging between 45.5-46.7% on the front axle. This is a few percent behind the typical 2010 loadings.

“4.2 Weight distribution :
For 2011 only, the weight applied on the front and rear wheels must not be less than 291kg and 342kg respectively at all times during the qualifying practice session.
If, when required for checking, a car is not already fitted with dry-weather tyres, it will be weighed on a set of dry-weather tyres selected by the FIA technical delegate.”

Double wheel tethers


For safety a doubling of the wheel tethers has been regulated. Each tether needs to pass through a different suspension member and have its own mounting points on the upright and the chassis. There’s not expected to be any performance impact with this. But the tethers are somewhat heavier, so they and the side intrusion panel are part of the reason for the greater minimum weight limit.

“10.3.6 In order to help prevent a wheel becoming separated in the event of all suspension members connecting it to the car failing provision must be made to accommodate flexible tethers, each with a cross sectional area greater than 110mm². The sole purpose of the tethers is to prevent a wheel becoming separated from the car, they should perform no other function.
The tethers and their attachments must also be designed in order to help prevent a wheel making contact with the driver’s head during an accident.
Each wheel must be fitted with two tethers each of which exceed the requirements of 3.1.1 of Test Procedure 03/07.
Each tether must have its own separate attachments at both ends which :
- are able to withstand a tensile force of 70kN in any direction within a cone of 45° (included angle) measured from the load line of the relevant suspension member ;
- on the survival cell or gearbox are separated by at least 100mm measured between the centres of the two attachment points ;
- on each wheel/upright assembly are located on opposite sides of the vertical and horizontal wheel centre lines and are separated by at least 100mm measured between the centres of the two attachment points ;
- are able to accommodate tether end fittings with a minimum inside diameter of 15mm.
Furthermore, no suspension member may contain more than one tether.
Each tether must exceed 450mm in length and must utilise end fittings which result in a tether bend radius greater than 7.5mm.”

No more shaped wheel spokes


After the static front wheel fairings that abounded in 2009, were banned and the wheel design homologated, there must have been some surprise that Ferrari managed to create an aerodynamic wheel shape in 2010. This is partly limited now by the restriction on surface area for spokes and shaping. The limited only allows 13% of the wheel centre to be spoked, meaning that a ten spoke wheel has to have spokes just 16mm wide.

“12.4.6 When viewed perpendicular to the plane formed by the outer face of the wheel and between the diameters of 120mm and 270mm the wheel may have an area of no greater than 24,000mm2.”

Clarification of mirror positions


Again when the FIA clarify a rule or make a change for safety reasons, we don’t get to see the detail of this change until its put into the regulations. The removal of outboard mirrors was brought in early last year and now the mirrors can effectively be no more than 27.5cm from the cockpit opening


“14.3.3 All parts of the rear view mirrors, including their housings and mountings, must be situated between 250mm and 500mm from the car centre line and between 550mm and 750mm from the rear edge of the cockpit entry template.”

Ban on blade roll structures


Mercedes surprised many with their blade-like roll structure, reducing the obstruction to the rear wing and allowing for a much shorter inlet tract for the engine, the solution was likely to be copied. A minimum cross section forced teams to have a wider section above the drivers head, negating the fundamental benefit of the solution


“15.2.4 The principal roll structure must have a minimum enclosed structural cross section of 10000mm², in vertical projection, across a horizontal plane 50mm below its highest point. The area thus established must not exceed 200mm in length or width and may not be less than 10000mm2 below this point.”

Dash roll structure point maximum height


With the cockpit opening fixed at 550mm, teams have often raised the front of the chassis around the dash bulkhead to create a raised nose. In the first of several limits for both 2011 and 2013, with even more stringent plans for 2013, the height of the front of the chassis is now being controlled. The limit for this point is now 670mm, still some 120mm above the cockpit opening.


“15.2.3 The highest point of the second structure may not be more than 670mm above the reference plane and must pass a static load test details of which may be found in Article 17.3.”

Limit on front chassis height


As already explained teams raise the position of the front (AA) and dash (BB) bulkheads to create space under the nose for airflow to pass in between the front wheels and reach the rear of the car. The trend for “V” sections noses, introduced on the Red Bull RB5 in 2009, makes the front of the chassis even higher, often being visible above the height of the front tyres (~660mm). Now both these bulkheads need to be at 625mm, some 75mm above the cockpit opening.

“15.4.4 The maximum height of the survival cell between the lines A-A and B-B is 625mm above the reference plane.”

Limit on shaped Rear Impact Structures


Since the 2009 aero rules, teams have been shaping the rear impact structures into ever more curved shapes to lift it clear of the diffuser and pass it underneath the beam wing. The tail of this structure must be centred at 300mm high, to prevent extreme banana shaped structures, this rule forces the structure to vary by no more 275mm.

“Furthermore, when viewed from the side, the lowest and highest points of the impact absorbing structure between its rear face and 50mm aft of the rear wheel centre line may not be separated vertically by more than 275 mm.”


Craig Scarborough is a journalist/illustrator who focuses solely on the technology of F1. His technical illustrations have appeared in AtlasF1, Autosport and print magazines.

Source: http://feedproxy.google.com/~r/F1InsightAFormula1Blog/~3/ubXLjf9rpo4/f1-2011-technical-regulations.html

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Luca di Montezemolo: “Winning depends on us, not on others”

Luca di Montezemolo used Ferrari’s Xmas lunch today to encourage the team to work harder in the build-up to 2012. Over 1000 team members and suppliers – including the drivers – were present to hear Montezemolo celebrate 20 years in … Continue reading

Source: http://adamcooperf1.com/2011/12/17/luca-di-montezemolo-winning-depends-on-us-not-on-others/

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Heikki Kovalainen - Classic F1

Heikki Kovalainen is the driver picking his five favourite all-time grands prix for the penultimate edition of BBC Sport's 2011 classic Formula 1 series.

The Finn has re-established his reputation with Team Lotus in 2010-11 after two years at McLaren alongside Lewis Hamilton that were, by Kovalainen's own admission, "disappointing in terms of results".

So it is appropriate he has chosen five of his own races, as they remind us that he is a race winner in his own right and not simply one of F1's top drivers.

Heikki Kovalainen

Kovalainen is trying to re-establish his F1 career at Lotus. Photo: Getty

In chronological order, the 30-year-old talks through his choices, starting with the race that stopped him getting the sack after a shaky start to his debut season with Renault:

Canada 2007

"A very difficult weekend. One of the low points of my F1 career. I think Flavio [Briatore, the Renault team boss] was very close to getting rid of me. His patience was running out. I crashed the car on Friday and it didn't look good in the first part of qualifying. I honestly think he would have sacked me after that race if I hadn't come through the field and finished fourth, fighting actually for a podium with [Williams driver] Alex Wurz

"After that, I finished a strong fifth in Indy, beating Kimi [Raikkonen of Ferrari]. From then on, things started to work in the right direction. I probably didn't realise at the time that it was that much on the line. I just thought: 'It's not working, let's try again tomorrow.' But looking back now I think my career was at stake. Some other people have told me that. Luckily, he [Briatore] gave me some more races and things started to go well. 

"In Canada, Robert Kubica had a big accident. I was just exiting the hairpin and I saw the accident to my side and thought: 'That's going to be a safety car.' I was just coming up to a pit stop and I decided to go into the pits myself. I called the team and said: 'There's going to be a safety car.' And they were like: 'No, no, no.' I said: 'Yeah. I'm sure there will be.' And as soon as I left the pits I saw the safety car, so I jumped a lot of people. If I had stayed out I probably wouldn't have been able to finish fourth."

Japan 2007

"It was my first podium in F1 and with Renault. It was raining a lot, quite difficult conditions. We started behind the safety car, then [I was] coming through [the field] all the way through the race. I found I was in second place and fighting with Kimi on the last lap. He passed me, I passed him back, and I was able to keep him behind me. 

"Of course, it mattered that it was Kimi and a Ferrari. Kimi was at that time one of the big names, one of the guys fighting for the championship. To be able to beat him as a rookie, in a car that wasn't as good as his car, was a great moment. 

"Obviously, the circumstances worked out very well for us. The strategy was good and the rain maybe it evened out a bit. It was a tricky race and Kimi was also coming through the field. Maybe a few more laps and he would have got me."

Australia 2008

"My first race at McLaren and I came very close to winning it. [Team-mate] Lewis [Hamilton] had done his second pit stop, I was coming up to mine. I had just done the fastest lap of the race and I was catching him. 

"He was on full fuel and I had a few extra laps before the end of my stint, so I was actually gaining a couple of seconds a lap on him. The team thought about stopping, but we decided to go to the planned end of my stint. Then the safety car came out. 

"I remember being behind the safety car at the head of the queue. Most of the guys behind me had stopped, so I dropped to 10th and eventually fought back to fifth. I overtook Kimi and Fernando [Alonso's Renault]. It was good. But imagine starting your McLaren career with a victory; it would have been quite cool.

"At the time I was annoyed, but what can you do? It was the right choice to stay out to fight for a win. If we had taken the conservative approach and stopped earlier, I would have been second, but we had good pace and going quicker and quicker. It was just unfortunate the safety car came out."

Hungary 2008

"My first win. I was in a good position all the way through the weekend. After Lewis had a puncture, I was running second all the way through the race. Then at the end I was catching Felipe Massa's Ferrari by two seconds a lap. 

"I knew he was in trouble. We were running out of laps. Then I saw his engine go. There are no style points in F1. It was a great moment. I knew now was a good chance to win the race. I had a good cushion behind me to Timo [Glock's Toyota]. I didn't have to push. I was able to ease off a little bit and finish the job. It was nice to win a race.

"It was a good part of the season [for me]. I was on pole at Silverstone and I didn't finish off that race. Hockenheim was a little bit unfortunate - I was in a position to be on the podium and then it didn't work out for me with the safety car. Then to get the victory just before the summer break was great."

Monaco 2010

"Looking at the performance of the [Lotus] car, I think I got everything out of it. I remember fighting with [Renault's Vitaly] Petrov and some other guys in better cars for quite a long time, knocking on the [door of the] top 10. But then the power steering broke five laps before the end and I had to stop. It was a good race - I was able to build a big gap to the other new teams and join the back of the [midfield] queue."

Kovalainen has chosen Hungary 2008 as his favourite race. The highlights are embedded below, with short and extended highlights of last year's title-deciding Abu Dhabi Grand Prix underneath to whet your appetites for the weekend's action. 

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CLICK HERE TO WATCH HIGHLIGHTS OF THE 2010 ABU DHABI GRAND PRIX
CLICK HERE TO WATCH EXTENDED HIGHLIGHTS OF THE 2010 ABU DHABI GRAND PRIX

The classic races will also be available on digital television in the UK. On Freeview, they will be broadcast between the two free practice sessions on Friday 11 November, from 1035 and 1255 GMT. On satellite and cable, they will be available from 1500 GMT on Wednesday 9 November to 1000 on Thursday 10 November, from 1030-1430 and 1830-2000 on Thursday, and from 1035 -1255 on Friday.

Source: http://www.bbc.co.uk/blogs/andrewbenson/2011/11/heikki_kovalainen_-_classic_f1.html

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New 1/25th scale 57' Ford Custom Sedan

...........I was looking at some of the coverage of the I Hobby Expo 2011, what I could find of it, and noticed Revell Monogram is releasing a all new 57' Ford Custom Sedan two in one kit.  From the parts and the box it looked highly detailed. I couldn't tell if two in one meant it could be built stock or as a street rod or a stock car like the 57' Chevy Utility. Now if the could do a station wagon or Rancho pickup version.

Source: http://cs.scaleautomag.com/SCACS/forums/thread/983056.aspx

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