Two authoritative sources have admitted they doubt Adrian Newey was telling the whole truth about the air inlet in the ‘step’ nose of Red Bull’s 2012 car.
Designer Newey, the pioneer of the now-banned blown diffuser solutions seen throughout last year’s grid, insisted that the mysterious letterbox-slot gap in the RB8 is simply to cool the drivers with air.

But the aerodynamic expert’s explanation was met with some initial scepticism, amid speculation the monocoque air could also be flowing elsewhere for a performance benefit.

“The drivers are going to get their feet wet when it rains,” a suspicious unnamed engineer smilingly told Germany’s Auto Motor und Sport.

Also unconvinced is Joan Villadelprat, a veteran former formula one engineer who has worked at McLaren, Ferrari, Benetton, Prost and – most recently – heading the operations of the sports car team Epsilon Euskadi.

He wrote in El Pais newspaper: “Personally, I don’t believe Adrian Newey’s explanation that the opening is to refresh the drivers.

“If that’s what they need then Sebastian Vettel and Mark Webber must drive half-asleep,” the Spaniard joked.

Italy’s La Gazzetta dello Sport speculates that the RB8′s inlet directs air underneath the floor, as per Ferrari’s innovative nose-slot of 2008.

When Adrian Newey said a mysterious ‘letterbox slot’-shaped air inlet in the stepped nose of his new RB8 car is for driver cooling, a wave of speculation eased.
But not everyone inside the F1 paddock was entirely happy with that answer.

When the 2012 Red Bull was launched recently, it was apparent the ‘step’ nose design differed from its rivals in the form of a sizeable inlet where the monocoque meets the new mandatory lower nose height.

Some surmised it must be for KERS cooling, or perhaps even an F-duct style channel through to the diffuser.

Amid suggestions Mercedes has come up with an F-duct style channel in its 2012 front wing, Red Bull designer Newey explained that the nose slot is in fact simply to cool the drivers.

“Traditionally the driver cooling slot is at the front of the nose,” explained Newey, “but really for styling as much as anything we moved it to where you now see it to break up the aesthetics of the ramp.”

There are, however, doubts about that explanation, particularly with close-up images showing that the main inlet is actually divided into two channels at the middle.

Indeed, the Telegraph last week quoted Newey as having said the slot is “primarily” for cooling, which suggests that it might have another use.

According to Germany’s Auto Motor und Sport, “the competition is suspicious”, having already been outsmarted by Newey in past years in the area of flexing wings and blown diffusers.

When asked about Newey’s driver-cooling explanation for the big letterbox slot-style inlet, an unnamed rival engineer smiled: “Then the drivers are going to get their feet wet when it rains.”

Asked last week about the ‘cooling inlet’ amid Jerez’s cold temperatures, Mark Webber reportedly grinned to Autosprint: “The toes are a bit too cold now actually.”

 Adrian Newey has cleared up the mystery about the ‘letterbox’ opening in the nose of the newly-launched 2012 Red Bull car.
The F1 world noticed that Newey’s ‘step nose’ differs from its rivals in the form of an air inlet where the monocoque height meets the new lower nose height.

Some surmised it must be for KERS or engine cooling, or perhaps even an F-duct style channel through to the diffuser.

Designer Newey, however, said it is to just cool the drivers.

“The toes are a bit too cold now actually,” grinned Mark Webber to Italy’s Autosprint.

“Traditionally the driver cooling slot is at the front of the nose,” explained Newey, “but really for styling as much as anything we moved it to where you now see it to break up the aesthetics of the ramp.”

Newey also took the opportunity to reject speculation he might contemplate a switch to Ferrari in the near future.

“To now leave for another team would kind of feel a little like walking out on your children in a way,” said the Briton.

Mercedes is working on an F-duct system that does not need to be controlled by the drivers.

Germany’s Auto Bild Motorsport reports that the German team’s downforce-stalling solution could be ready to debut on the W01 car in Istanbul in just over a week.

McLaren pioneered the technology this year, where the blockage of an air inlet inside the cockpit with Lewis Hamilton and Jenson Button’s knee allows air to flow through the engine cover and out a slot in the rear wing.

Ferrari and Sauber’s subsequent systems involve the air inlet being blocked by a driver’s hand.

Until now, Mercedes has had a passive F-duct solution, where air is diverted at increasingly high speeds through a rear wing slot.

But its full system could be truly innovative and function without needing the drivers’ input, although Norbert Haug said that “right now it is still in the experimental phase”.

“Our solution is different from the other teams,” the German confirmed.

(GMM)

Ferrari might modify its F-duct system so that it is easier for the drivers to use.

Team figures defended the ease of use and safety of its solution when it debuted in Barcelona, after video footage showed Fernando Alonso and Felipe Massa using their hand to block the cockpit air inlet.

McLaren’s drivers block the air inlet with their knee.

Maranello based Ferrari has already vowed to modify the system for Turkey, after analysis of its use in Spain showed that downforce was being shed even when the F-duct was not being activated.

And Stefano Domenicali told Spain’s AS newspaper: “We are working on different solutions that will be more comfortable for our drivers than the first version.

“We have not yet decided what will be the position (of the cockpit air inlet),” the Italian added.

(GMM)

Sauber removed the F-duct from its C29 for Monaco for safety reasons, the Swiss team’s boss has revealed.

Ferrari also decided not to run the downforce-spoiling concept in the Principality, but the Italian team argued that the device simply was not effective on the twisty streets.

But Peter Sauber said his team’s decision was for a different reason.

“I wanted my drivers to have both their hands on the steering wheel through the tunnel,” he is quoted by Germany’s Auto Motor und Sport.

“Ever since Karl Wendlinger had his accident there in 1994, I have respect for this place,” added Sauber.

Like Ferrari, Sauber’s system involves blocking an air inlet with the drivers’ hand.

The McLaren system is activated by the knee, but Lewis Hamilton acknowledged that the time advantage was just a few hundredths per lap in Monaco.

Ferrari’s system will be back on the F10 car in Turkey in two weeks.

“Our system did not work as desired in Barcelona,” confirmed team boss Stefano Domenicali.  “We are still fine-tuning it.”

The red cars were very fast in a straight line in Spain, but the system was also shedding downforce in the corners “when the system was not being activated”, the Italian admitted.

Red Bull will also begin experimenting with the concept in Turkey.

“We are doing the research and for sure at the next couple of races we will have a look at it, but we will only introduce it when it earns a place on the car,” Christian Horner told F1′s official website.

(GMM)

Mercedes will revert to its original 2010 car for the Monaco grand prix this weekend.

The Brackley based team unveiled a car with a longer wheelbase in Spain last weekend, which is tipped to have helped Michael Schumacher get the upper hand over his teammate Nico Rosberg for the first time in 2010.

But according to German media sources, the pre-Barcelona package – which in Rosberg’s hands was driven to the podium twice in four races – will be up and running again in Monaco because it better suits the slow and twisty curves of the unique street layout.

The shorter-wheelbase car will however be fitted with the latest aerodynamic innovations in Monaco, including the knife-like rollover structure and engine cover air inlets.

“I am very optimistic that we will be more competitive than in Barcelona,” team CEO Nick Fry is quoted as saying by Germany’s RTL.

(GMM)

Like Sauber, it is believed Force India is also close to finishing an ‘f-duct’ air inlet system similar to the controversial one cleared to race this year on McLaren’s 2010 car.

“I hope that they don’t see quite as much laptime performance as we believe we get from it,” said McLaren’s chief engineer Phil Prew, ahead of Friday practice in Melbourne, during which Sauber is expected to test its prototype system.

“It was inevitable,” he added when asked about the copies. “Hopefully we will be able to continue developing it and further exploit it one step ahead of the rest.

GMM

Mar.24 (GMM-YF1) According to rumours from the Melbourne pitlane on Wednesday, Sauber is ready to test an initial version of the controversial McLaren-style knee-activated air inlet system.

The innovation, where air is allowed to pass through the car and onto the rear wing by the movement of the drivers’ knee, was declared legal on McLaren’s MP4-25 in Bahrain two weeks ago.

Basically, the system works by ’stalling’ the efficiency of the downforce-producing rear wing, thereby producing more straight-line speed when the car is not cornering.

McLaren had spent some time pioneering the system, so it is a surprise that Sauber has so quickly readied a version for its Ferrari-powered C29.

It is believed the Swiss team has not decided whether to actually run the system in Melbourne this weekend.

Asked by Germany’s Auto Motor und Sport, technical boss Willy Rampf said: “Ask me (about it) on Friday.”

It is likely Mercedes will be among the next F1 teams to also introduce the inlet system.

“We had an idea that they (McLaren) were doing it — we didn’t understand how they were doing it,” said team boss Ross Brawn. “But now we do.”

Virgin Racing, one of the new four cars of this season, this Thursday completed its first tests at the British Silverstone circuit, with the German pilot, Timo Glock at the wheel of the VR-01.

“To see the VR-01 in action was a wonderful moment for me and for all the team.  It’s great to be back in the racetracks,” said the pilot at the end of the testing session.
On the other hand, Nick Wirth, Technical Director pointed out that the 10 month effort of the team paid off.  “Today were the first steps, but the program will really be in action tomorrow, with a full day of evaluation in Timo and Lucas di Grassi’s racetrack.”

Analysis of the new Virgin VR-01

Leaving aside the beginning of his campaign in the media, Virgin made clear at all times that Wirth was going to design the car totally with CDF technologies.  The team believes it’s the most profitable solution.

With scarce time for tests, the VR-01 has already passed the FIA-required crash tests and has rolled its first laps in the British circuit of Silverstone.

Aside from its very attractive line, the VR-01 has quite simple front wing endplates.  And we say simple because it currently does not incorporate a system for the driver to modify the angle of attack of the upper element.  Yet, we will surely see more developments in before it runs in Bahrain.

The nose follows the trend to copy the Red Bull  V nose concept (as well as the rounded underside), and it also has a sharp tip, almost as low as on the Mercedes GP (but longer).  The front wheel suspension is mounted like a unique keel system.  Seems as though the chassis has a small keel under its nose for the lower wishbone.

Rather unusual for new cars are the front brake ducts.  Even though most of the teams have opted for the highest possible position for the ducts, the VR-01 has them pointing downward, attempting to catch the air from under the front wing.  It’s important to consider that in this area, the air can flow faster and be a bit less dense.

The front part of the sidepods is clearly inspired in Brawn’s BGP001 and it’s also quite similar to the 2010 McLaren 2010.  Small and high combined air inlets must prevent an efficient flow of air around the sidepods, providing more potential downforce in the rear end.

This configuration of the sidepod panels will surely help to achieve this goal.  The racing car seems to be quite developed in the middle zone, though the way the mirrors are mounted and their place came as a surprise.

Just like the new Ferrari, the sidepods are rather lean and without sharp curves.  In both cases, the designers opted for a long car capable of placing all the components near the center line.  This Virgin, as well as the Ferrari could be around 5.5 meters long, 70 cm longer than the Mercedes.  While this may prove beneficial in the fast circuits, in twisty road tracks they may become a challenge.  We’ll see…

The back end of the car seems to have some influence from last year’s Red Bull, as for instance, the aggressive slope.  While this puts the upper wishbone mounts completely in view, the suspension system is still a push rod design.

In its striking silver and black, the new nose of the single-seater does remind us of Brawn’s BGP01, but if we look closely it’s very different.  The middle part of the nose is much higher, reaching above the front wing, together with the typical V shape of the Red Bull RB5 V.  The car has its nose edge higher at both sides right up to the cockpit opening. (look at the detailed picture below.)

The underside of the nose is rounded off, also as the RB5, but with less height in the front suspension mounts which are joined to the chassis by a small keel.

Around the driver, the sidepod entries have changed less, maintaining the air inlets that are now bulky in comparison to what McLaren and Ferrari have presented in 2010. The wing mirrors have been kept very simple.

Front detail of the Mercedes W01

This racing car may be one of the most innovative, not having anything to do with the adjustments made for his official presentation in Germany.  The airbox, apart from being an air inlet, its main objective is to be a roll hoop for the pilot in case of a crash.  Due to this, the teams usually reinforce the airbox walls with carbon fiber so that it matches the required strength.  Up to here there’s nothing we don’t know, but Mercedes has gone a little farther applying a completely different concept.

W01 Airbox

Here, the team has chosen to build the roll hoop as a vertical column providing a thick support on the centerline of the car.  So an air inlet must also be provided.  If you watch closely, the airbox is divided in two, with an air opening much larger than we are used to.

A little more to the back, there is a small opening on each side of the airbox, providing cooling air for some components that sit more rearward in the car.  It is understood that Mercedes and several other teams have chosen to move some components to sit in the low rear to make place for the larger fuel tank.

Despite the fairly bulky shape of the sidepods with a remarkable lack of undercut, the rear end of the car is extremely mince, leaving most of the suspension components open to free airflow. The team have made the bodywork so narrow that many of the components protrude.

Specifications

• Chassis: Construction Molded carbon fiber and honeycomb composite structure
• Suspension: Wishbone
• Dampers: Sachs
• Wheels: BBS forged magnesium
• Tyres: Bridgestone Potenza
• Brakes: Brembo calipers, discs/pads Carbon/Carbon
• Steering: Power assisted rack and pinion
• Electronics: FIA standard ECU and FIA homologated electronic and electrical system
• Gearbox: Seven speed unit with carbon composite maincase
• Gear selection: Sequential, semi-automatic, hydraulic activation
• Clutch: carbon plate

Dimensions

• Overall length: 4800mm
• Overall height: 950mm
• Overall width: 1800 mm

Motor

• Type: Mercedes-Benz FO108X
• Capacity: 2,4 liters
• Cylinders: 8
• Maximum rpm: 18.000 (maximum FIA regulation)
• Bank angle: 90 °
• Piston bore: 98 mm (maximum FIA regulation)
• No. of valves: 32
• Weight: 95kg (minimum FIA regulation weight)

There were high hopes of a remarkable racing car on January 31^st when the Renault R30 was unveiled, with a front wing that resembles very much the 2009 version, even though Alonso had pinpointed that that was precisely one of the main problems of the 2009 car.

Nevertheless, next day the car that made its debut in the racetrack and the characteristics of the front wing of three stacked elements was totally different.  Specifically, it’s very similar to the one that McLaren has.

The changes made on the R30 are very deep and one has to pay much attention.  The rear wing is also new, with a drop in the middle where the sharp fin gives it the aerodynamic support.

The nose’s cone is absolutely different from the rest of the scuderias, contrary to the 2010 trend which is V shaped.  Even though it is still a bit bulky, it lacks the extra protuberance underneath, with the purpose of gaining more resistance.

The wings are a clear evolution and contrary to the other three cars previously launched by Renault, the R30 has huge sidepod air inlets that extend down to the vehicle’s floor.  Instead of rectangular air inlets (more conventional) they are bigger in the high part than in the low one.

There’s no doubt that the team is quite interested in the temperature, because over the engine’s cover are connected heat stickers.  The engine’s exhaust have been moved towards the back and more to the middle of the car.

Specifications

• Chassis: Molded carbon fiber and aluminum honeycomb composite monocoque, manufactured by the Renault F1 Team and designed for maximum strength with minimum weight. RS27-2010 V8 engine installed as a fully-stressed member.
• Front suspension: Carbon fiber top and bottom wishbones operate an inboard rocker via a pushrod system. This is connected to a torsion bar and damper units which are mounted inside the front of the monocoque. Aluminum uprights and OZ machined magnesium wheels.
• Rear suspension: Carbon fiber top and bottom wishbones with pushrod operated torsion bars and transverse-mounted damper units mounted in the top of the gearbox casing. Aluminum uprights and OZ machined magnesium wheels.
• Transmission: Seven-speed semi-automatic titanium gearbox with reverse gear. “Quickshift” system in operation to maximize speed of gearshifts.
• Fuel system: Kevlar-reinforced rubber fuel cell by ATL.
• Cooling system: Separate oil and water radiators located in the car’s sidepods and cooled using airflow from the car’s forward motion.
• Electrical: MES-Microsoft Standard Electronic Control Unit.
• Braking system: Carbon discs and pads (Hitco); calipers and master cylinders by AP Racing.
• Cockpit: Removable driver’s seat made of anatomically formed carbon composite, with six-point harness seat belt by OMP Racing. Steering wheel integrates gear change and clutch paddles, front flap adjuster.

Car dimensions and weight

• Front track: 1450 mm
• Rear track: 1.400 mm
• Overall length: 5050 mm (250 mm more than R29)
• Overall height: 950 mm
• Overall width: 1800 mm
• Overall weight: 620 kg, with driver and cameras

Engine

• Designation: Renault RS27-2010
• Capacity: 2400 cc
• Architecture: 90° V8
• Weight: 95 kg
• Max rpm: 18.000 rpm
• ECU: McLaren Electronics Standard ECU
• Fuel: TOTAL
• Battery: Renault F1 Team

Although BMW decided to interrupt the development of its single-seater in the middle of the season, the C29 is the result of the permanent evolution of the BMW Sauber F1.09.  In its first test in Valencia in February 1^st, one could see its front aileron clearly influenced by the 2009 Brawn GP design.

The nose’s cone drops a little further down, after an update similar to the one already carried out last year.  The top part of the nose is now almost flat, from the pilot’s cockpit to the tip of the racing car.  The front aileron is carefully sculpted to improve the nose’s air flow condition.

The front suspension has been modified and has an independent steering arm to help the front aileron work more efficiently.

Also, following Brawn’s example, the sides have smaller air inlets and big pontoons, the mirrors mounted over them.  We have seen that the rear part has a more pronounced drop to provide with better air flow towards the rear aileron.  As a result, most of the rear suspension arms are open for air flow.  Once again, the racing car’s sculpture has been optimized to improve the new double diffuser.

Specifications

Chassis: Carbon-fiber monocoque.
Suspension: Upper and lower wishbones (front and rear), inboard springs and dampers, actuated by pushrods (Sachs Race Engineering).
Brakes: Six-piston brake callipers (Brembo), carbon pads and discs (Brembo, Carbon Industries).
Transmission: Ferrari Seven-speed quick shift gearbox, carbon, longitudinally mounted, carbon-fiber clutch.
Chassis electronics: MES
Steering wheel: BMW Sauber F1 Team
Tyres: Bridgestone Potenza
Tyres: OZ

Dimensions

Length: 4.940 mm
Width: 1.800 mm
Height: 1.000 mm
Track width, front: 1.495 mm
Track width, rear: 1.410 mm
Weight: 620 kg (including driver, tank empty)

Engine

Brand: Ferrari, 056 engine
Type: V8 natural aspirated engine, 90 degree cylinder angle
Cylinder block: sand cast aluminum
Valves / type: 32 / tyres
Cylinder: 2.398 cc
Diameter: 98 mm
Weight: kg> 95
Injection: electronic injection

Subsequent to the first two testing days where the single-seaters were seen, there are aerodynamic solutions for all tastes.  During these days, it has been surprising how the engineers have hurried to cover the diffusers when the single-seaters enter the boxes.  Funny, because some moments later they’re back in the racetrack and it would be difficult to run after the car to cover the diffuser, wouldn’t it?

Leaving the “funny” note aside, let’s take a look at how the aerodynamics of the seven scuderias that have been presented in these official tests at the Valencian circuit have evolved.  I must say that it’s not an analysis of the aerodynamics, but of some visible changes.

FERRARI

The engineers of the Italian ‘scuderia’ chose to change the nose and wing in a significant way.

The nose seems to be lower than last year’s increasing its descending curve, with a softened V form (below, in the photo gallery you can enlarge the picture to see in more detail.)

For 2010, Ferrari has initially chosen to include a sharp fin, similar to the one that became fashionable with Red Bull, last year.

MERCEDES

No doubt, one of the cars with more changes, if we take the Brawn GP as reference.  The nose is even lower than Ferrari’s, with less tip and more rounded.  Very similar to last year’s well-known Red Bull design.

Contrary to the rest of the scuderias, they have selected a short tail behind the air inlet over the pilot (engine’s lid).

RENAULT

Renault does not contribute with any extraordinary changes in its front, following its aerodynamic philosophy of a robust appearance, “rough” nose. It has a descending angle, but lacks the famous V shape that can be seen in other single-seaters.

Just as it finished last season, Renault uses a great sharp fin as engine lid.

MCLAREN

The MP-4 follows an evolution from its previous model, without the V shape used by Ferrari or Mercedes.  Its nose is rounded and seems higher than others,’ even though, the front double wing is wider and have joined the “sharp fin” fashion.

Peculiar interpretation of the sharp fin, since it almost finishes in the rear aileron.  However, we’re still investigating the camera options on the single-seaters.  Note that Ferrari, McLaren and Williams “have an integrated periscope.”

WILLIAMS

Aside from the periscope, its possible the single-seater with less changes of all that we have seen (a priori).  The characteristics that stand out the most are a very flat and high nose, together with a front double aileron.

Hopefully, tomorrow we’ll go to another place where we can see the rear of the car, because we’ve heard that’s the part of the single-seater with more changes.

BMW SAUBER

As you can appreciate in this photograph, aerodynamically it seems like a completely new single-seater.  A nose with little drop, and a long but mostly high “sharp fin.”

When I say ‘high’, I mean that it does not fall as other scuderias’, but it’s rather a great extension of the air intake.

TORO ROSSO

The new Toro Rosso’s nose follows the trend of its previous model with only some slight touches.  However, the rear section is the one that has had the most evolution in 2010.

The sharp fin is an innovation joining with the rear aileron of the racing car.  The idea is to transfer the most quantity of air possible to the rear aileron.  Is that a solution to get extra grip?

Awaiting to see “the revolutionary USF1″ that according to the North Americans breaks with anything ever seen, this year the scuderias have changed a great deal the exterior of the racing cars.  Enjoy the gallery.