The 2013 regulations are somewhat
similar to their 2012 counterparts with the exception of the FIA closing some loopholes
used by teams to circumnavigate the rules in order to gain an
advantage.
Nosecone - Step Noses
In terms of aesthetics the teams will also have the
option of covering up the 'Step noses' that became the centre of
attention when the cars were first shown before testing in 2012.
The 'Step Nose' was born out of a
requirement to allow airflow to pass relatively unencumbered toward
the leading edge of the cars floor. The reason for the ungainly look
is due to the difference in height allowable at the bulkhead and the
nose tip. In order to gain the highest possible setting the nose
became jaunted much to the dismay of many F1 fans. Aesthetics is not
something that principally drives aerodynamicists and so the step
adorned all but the McLaren and Marussia cars. The latter teams
deciding to run the bulkhead of their cars lower both yielded
throughout the season and adopted higher nose tips albeit without the
'Step'.
The 2013 regulations permit the use of
a vanity cover (non-structural fairing of prescribed laminate) which
allows the teams to effectively cover up the Stepped Nose returning
it aesthetically to the regular nosecone shape F1 fans had come to
know. This doesn't mean 'Step' noses have been eradicated as this is
only a recommendation. Red Bull utilised the stepped area for driver
cooling in 2012 rather than it's regular nose tip position, other
teams may adopt this path in 2012 emulating the RB8. Furthermore as
was the case for speculation toward the end of the season the
nosecone and front wing pylons may be being flexed. Having a vanity
cover placed over the a flexing nosecone could lead to failure of
either part and more importantly the degradation of it's effect.
Above: Craig's image shows how a vanity cover may be applied to the nose of a 2013 car - his original article pertaining to this can be found here: ScarbsF1
Front Suspension
Ferrari caused another storm when they
released the first images of the F2012 showing to the world their
2012 challenger would use Pull rod suspension at the front as well as
the rear of the car. Pull rod suspension was last seen at the front
of the car in a 2001 Minardi PS01 (Also driven by Alonso) In the
early stages of the F2012's life it was clear the car wasn't as
competitive as the Maranello team desired with many citing the pull
rod front suspension as one of it's weaknesses. As time passed by it
became clear that the suspension afforded the Ferrari team not only
advantages of a lower CoG but also in the way the suspension
responded with and treated the Pirelli tyres. Many other teams have
since stated that they too will investigate the merits of applying
pull rod suspension at the front of their 2013 challengers based on
the relative success of the F2012.
Tyres
2012 saw 7 different winners from the
first 7 races something that many fans angrily levelled at Pirelli's
aggressive tyre strategy. The problems encountered by the teams
early in 2012 were not all based on the compounds chosen by Pirelli
though with the construction of the tyre causing just as many
headaches. The construction of the front tyres lead to wear being a
factor unilaterally causing insistences in how the tyre degraded.
For 2013 Pirelli have once again changed both the construction and
compounds on offer with the latter available for the teams to test at
Interlagos. I wrote about this at the time:
Pirelli tyre test - Interlagos
However the important aspect is in regard to the construction of the
tyre allowing for a larger contact patch something the teams will
welcome based on their 2012 struggles.
Exhausts
Exhaust solutions have been a go to
area for decades in terms of creating additional downforce but over
the last few seasons the practice has rapidly increased. At the
start of 2012 we saw 4 main variations for the teams to utilise
exhaust gases.
Downwash Exhausts - Mercedes,
Williams, Caterham & Marussia used these exhausts which also use the 'Coanda' effect but due to their placement it only attracts the airflow traveling over the Sidepod
'Coanda' Exhausts (Ramped and
Wrap Around) Red Bull, Sauber & McLaren used this style of exhaust which later became the go to solution for the season with most of the grid converging on McLaren's style of exhaust
Engine Cover Exhausts – Lotus &
Force India used these exhausts which were placed much higher on the car maximising horse power (maximum freedom for tuning lengths) and sending the exhaust plume higher as a result of the positioning.
Convergence Exhausts – Ferrari & Toro
Rosso used these exits and looked to converge the exhaust plume with exiting radiator airflow
All of the designs have their own
merits and would have undoubtedly have originally been chosen with
regard to other factors aswell. Packaging, cooling and exhaust tune
ability would have been the primary concerns for the designers
sculpting their designs around these and aerodynamic demands. With 4
Engine suppliers on the grid all of these factors will change the
approach used, meaning that adopting an exhaust solution in use by
another team can lead to compromises in other key areas.
By the end of 2012 most of the field
were running some form of 'Coanda' exhaust with the exception of
Mercedes and Williams who had both trialled it but reverted to
early season iterations with Williams sporting their abruptly ending Sidepod (Convergence Exhaust).
2013 will most likely see the grid
converge on the same basic principle of 'Coanda' exhausts and instead
of having to adapt to the style out of necessity they'll have more
refined concepts designed with that layout as part of the cars
blueprint. The reason I believe this will happen is the lead teams
finished their campaigns running this type of exhaust but more
importantly perhaps it allows for a similar effect to the EBD's we
saw throughout 2010/11. Of course it's not as effective as a
shrouded exhaust (2010/11 EBD) but the manipulation of the
surrounding airflow leads to more airflow being drawn into the
required area between the outer Diffuser wall and the tyre. Pushing
airflow into this region encapsulates (Seals) the diffusers outer
portion and stops tyre squirt from impinging on the diffusers flow.
(Air is pushed sideways off the tyre and is sent latterally into the
diffusers airflow disrupting the diffusers effectiveness)
It will be interesting to see if any of
the other teams are bold enough to follow Red Bull endevours with
their Cross-Under Tunnel. The team struggled with the concept
initially and continued to revise the layout right up until the end
of the season. (Although the latter alterations were more aimed at
maximizing the DDRS system the team implemented in Singapore) The
Red Bull ramp and cross-Under tunnel looked to separate the airflow
regimes from above and from the side of the Sidepod by transporting
the airflow from around the side of the Sidepod underneath the ramp
and out of the car more centrally. This allowed the airflow from
over the Sidepod to converge with the exhaust plume and move toward
the gap between the Diffuser and Tyre. This of course is not it's
only destination with the airflow passing between the tyre wall and
the bottom of the engine cover, with it's life being made all the
time easier by another Red Bull only item for 2012. Red Bull have
historically shrouded the halfshafts where the exhaust plume would
interact with them. This is a topic I look at in more detail in my
recent technical assesment of the team:
http://somersf1.blogspot.co.uk/2012/12/red-bull-racing-historic-technical_30.html
This time however they went one step further using Vertical Floor
Strakes mounted underneath the shrouds to help distribute the airflow
and reduce boundary layer separation. I have heard rumour that
Ferrari will also adopt a similar method for their 2013 challenger
highlighting the fact they may adopt a exhaust/bodywork style similar
to the RB8. It would however not surprise me if Ferrari weren't the
only team to adopt the halfshaft shroud for 2013.
Sidepod Vortex Generators &
Sidepod Wings
In order to maximise the airflow over
the Sidepods team used these appendages throughout 2012. McLaren
started proceedings with their twin vertical fins mounted on top of
the Sidepod a feature that filtered throughout the teams with most
running 2 and others fielding 3. Sauber however fancied another
route placing horizontal winglets above the Sidepod in what I've
previously described as looking like a leading edge slats (as used in
aeronautics). In aeronautics slats are preferred over vortex
generators when the stalling angle is too great to be surmounted by
the latter. In the case of both Sauber and McLaren it would seem
that the width of the Sidepod cannot sustain enough Vortex Generators
to surmount the Length / Angle of Attack of their Sidepod and so they
used Sidepod Wings instead. An interesting development that could
have already been in play on the C31 and MP4-27 would be flexible
Sidepod Slats, if these were to deform at higher speed thereby
closing the gap between it and the front of the Sidepod it could lead
to the area becoming more efficient throughout the whole speed
threshold. Interestingly Toro Rosso combined both effects as the
frontal part of the STR7's Sidepod was detached from the latter part
to which they then added Vortex Generators on top of.
Sidepod Airflow Conditioners
Usually these items sit on the outside
edge of the floor next to the Sidepod and manage the airflow that
stagnates around the Sidepod co-er sing it along the floor instead of
off the floors edge. As with every component on an F1 car the longer
the item is the more boundary layer will build up causing unstable
flows. To make their conditioners more effective Ferrari, Caterham
and Lotus all used twin element conditioner's making for a more
efficient design. This isn't to say the other teams need to have
twin elements in 2013 but tells us more about how the aforementioned
teams tried to rectify a deficiency up stream. Sidepod Airflow
Conditioners have been around for about 6 or so years no and have
evolved considerably throughout this time frame so expect more of the
same for 2013.
DDRS & DRD
DDRS (Double
DRS) was pioneered by Mercedes at the start of 2012 and was
immediately requested to be banned by the other teams. They feared
that like the F-Duct that had appeared in 2010 it's design that was
an intrinsic part of the W03 would be difficult and costly to
develop. Furthermore it was believed that it could give Mercedes an
advantage at the start of the 2012 campaign. The system which was as
simple as the forethought to lay tubing that spanned from the front
to rear wings allowed the team to reduce drag on the Front Wing
aswell as the rear when DRS was active. The system however could not
surmount the other design deficiencies of the W03 leaving it just one
win all season. Red Bull keen to mount a charge at the end of the
season also saw an advantage to using DDRS. The Red Bull system
however didn't use the secondary function to reduce drag at the front
of the car but instead further reduced drag at the rear. As with the
Mercedes DDRS when DRS was activated a hole emerged in the Rear Wing
Endplate that sent air down a cavity in the Endplate to the Beam
Wing. Small holes in the Beam Wing then allow the airflow
characteristics around the Beam Wing to change further reducing
downforce and drag. DDRS has been banned for 2013 with the FIA
disallowing use of the the top flap for secondary purposes,
furthermore they have also redefined the rules pertaining to ducts
leading from the front of the car.
DRD (Drag
Reduction Device) as coined by myself and Craig Scarborough is a
totally independent system to DDRS. The mainstream media
unfortunately confused many F1 fans calling the original Lotus
'Device' DDRS which was the reason for us coining it DRD. Sky Sports
commentator David Croft picked up on this and towards the end of the
season referred to it as DRD when Lotus and Mercedes used theirs in
free practice sessions.
DRD is passive
and requires no interaction from the driver to activate it, the
system is tuned to 'Stall' the rear wing at a predefined speed
threshold. This created a problem for both Lotus and Mercedes who
tested DRD frequently throughout the season but failed to race it.
In terms of a speed advantage as the device is passive the point at
which it switches from producing downforce to a stall is imperative.
The RW80's / F Ducts driver interaction gave the switching capacity over
to the driver allowing them to activate the system when they felt
comfortable with the level of downforce available leading to around a
10KPH-15KPH gain in top speed. In order to create a safety buffer the teams will have to be much more lenient with DRD
as you don't want it stalling the rear wing on the exit of a corner too
early. This would lead to a lower drag reduction value but could still
see the teams gaining upto around 8KPH in top speed.
My theory
(below) is DRD produces additional downforce until the prescribed
speed threshold (in much the same way McLaren's RW80 / F Duct did):
The rear
wing planes are set at a higher angle of attack than usual
Air
entering the airbox or additional airbox 'Ears' (Car dependant) and
running through the engine cover to the Pylon.
The airflow
then runs up the pylon and exits through slots cut into the side of
the pylon, tangentially blowing across the mainplane.
This
airflow allows the rear wing to operate up to the speed threshold
whereby the airflow being received from the pylon cannot sustain the
angle of attack the wing is set at. This leads to the wing
stalling, detaching the airflow completely and reducing both
downforce and drag.
Mercedes version
of DRD featured a pylon that didn't extend to join with the mainplane
allowing the slots to blow onto a wider proportion of the mainplane.
As DRD was only
used in testing during 2012 it's difficult to ascertain it's true
potential but with unlimited DRS usage now removed for Free Practice
& Qualifying in 2013 the potential for additional drag reduction
will appeal to the teams. At the young drivers test in Abu Dhabi
both Red Bull and Sauber tested their own variety of DRD's with Toro
Rosso also placing an appendage on their Monkey Seat simulating the
position of a Double DRD.
DRS has been reduced to usage only within the specified zone(s) at each GP this year with it previously having unlimited usage. This will have an effect on how the teams design their rear wing planes in 2013 with the DRS delta now changed. Many teams were skewing their setup to allow for a maximum DRS gain but with the likely introduction of DRD and the rule changes this approach will probably alter.
Lastly just a quick mention about Sauber's test package used at the young drivers test in Abu Dhabi, the team introduced an exit on the side of the Sidepod to assist in attachment along the length of the Sidepod a feature that may well be part of many of the 2013 designs that go along the Ramped bodywork lines.
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Sunday, February 03, 2013
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