Five F1 tech talking points of 2017: Ferrari lead the way on Bargeboard development
Innovation
Posted By:   |  31 Dec 2017   |  9:00 am GMT  |  55 comments

When the new cars were launched ahead of the 2017 season, one area of immediate interest was the area in front of the side pods – the bargeboards, with Ferrari leading the way.

Throughout the season this continued to be an area of interesting development as the redefined areas opened up by the 2017 regulations (seeking to create much more downforce than the old cars to lower lap times) increased the scope for development.

Teams made noticeably large changes in this area across the season, which we’re going to look into.

Brief Background
The development area for bargeboards had been heavily restricted in the post-2008 aerodynamic formula. But for 2017 the rules gave teams a far greater opportunity to pursue gains in front of the sidepod inlets.

As such, teams arrived with bargeboard designs of varying complexities as they sought to manage the wake from the suspension components and front wheel geometry, cleaning up the airflow around the sidepod in the process to ensure the inlet receives as much clean, laminar flow as possible.

Ferrari the pioneers in 2017

From the launches of the 2017 cars, it was clear to see that Ferrari had made the most radical steps in developing its bargeboard package.

The conventional bargeboard part itself, conveniently coloured in white, appeared conventional in design. It was augmented by a raised “lip” in front, offering greater control in channelling airflow around to the front of the floor.

However, the bodywork around the sidepod inlet was the most ingenious offered at the launches. Teams generally use the sidepod inlet to house its side-impact crash structures, but Ferrari used this to extend the workable area used to condition airflow.

The real sidepod inlet was moved back, offering Ferrari much greater control over the wake from the front end of the car, worked predominantly by the large secondary bargeboard in red.

Mercedes also extended the flow conditioner – along with the front of the floor – past the sidepod inlet to deal with tyre wake, albeit with a different design ethos to Ferrari, while the likes of Renault and McLaren used curved turning vanes to manage the wake from the larger wheel assembly as far upstream as possible.

As the season progressed, teams were more eager to break up the bargeboard assembly into a collection of smaller elements in order to promote greater airflow attachment.

With large “plate” structures, airflow tends to separate and create a zone of turbulence, and so breaking down the geometry pushes that separation point further back.

Force India understood that early on, and applied four slots to the top of the bargeboard geometry after testing in order to collect airflow from the front of the car and channel it down around the sidepods to be worked by the front of the floor. They increased the number of slots to nine by Bahrain to channel air more aggressively.

Teams also began to maximise their exploitation of the permissible bounding box, adding numerous louvres and slots to work the airflow harder at the front of the floor, allowing for more extreme direction of vortex structures.

Adding further bodywork to this part of the car also ensures greater integration with the under-nose flow conditioners, which pick up vortices generated by the inboard section of the front wing, and allows the flow to be carried around the car.

Towards the end of the season, there was a notable difference between each team’s bargeboard package before and after the season. Red Bull and Haas both displayed the greatest amount of progression, beginning with conventional bargeboard designs and ending with Ferrari-inspired constructions next to the sidepod inlet.

With relatively stagnant technical regulations for next season, it is expected that teams will pursue this area of development even further – so expect the first cars to arrive in time for testing with rather intricate designs aft of the front wheels.

What did you think of these developments in 2017? Leave your comments in the section below

Featured Innovation
INNOVATION BRIEFING
technical innovation from tata COMMUNICATIONS
Previous
Next
Share This:
Posted by:
Category:

Add comment

E-mail is already registered on the site. Please use the Login form or enter another.

You entered an incorrect username or password

Sorry that something went wrong, repeat again!

55comments

by Oldest
by Best by Newest by Oldest
1

James, since there are a lot of posts about how aero affects the racing, could you do a feature comparing the F1 aero features with say IndyCar aero and how that affects close racing.

2

Barge boards eh! What about turning vanes? What the ‘eck do them things do? There was a time when they used to prepare air for removal (beyond some that one is) but that dissappeared when turbo’s came along. I suppose we’ll have to wait for the data driven daft before the front wing assembly finds itself split in two and relocated where the barge boards once were. Attached by means of two carbon fibre box beams down from the centre of the front axle there’d be an adjustable amount of downforce available and inside wheel wake, or weight of air to mop up end of straight close in behind other cars and then outside wheel wake in the turns. Alas! What with all this data driven daft it’s merely something sky viewers might eventually see. Pity that! I think it would have made the halo far more tolerable also.

3

The big thing about the Ferrari was the location of the side pods. They were above the suspension plus the shape increases down force not even counting the barge boards.

The Mercedes was made to go fast in clean air. I don’t think this will change much and Ferrari just might win the WDC but not the WCC.

I guess we have to wait and see.

4

Do the teams ever hide stuff at the launches? Fit a mundane front wing in place of the real version etc?

5

Yes, the cars shown at launch are merely ‘muck-ups’ so to speak.
Not the final thing and no details really. Just having the overall lines of the new bodywork represented.

6

Absolutely. The cars revealed at launch are usually nothing more than “hey this is the basic shape and colour of our car this year”. They often have very little else in common with the cars that hit the testing a couple of weeks late.

7

Absolutely they do – Often they’ll just use designs from the previous season.

8

Experiencing Silverstone Part 5 (final part!)

Race Day. A significantly larger crowd meant a slower – but not painfully so – entry to the track. We arrived early again so as not to miss any of the support races, so probably missed the masses. The biggest difference was the number of people lining the tracks rather than just sitting in the grandstands. Lots of flags and more audible support for the event and specifically Hamilton gave a carnival feel to proceedings. The morning races passed by in a blur and as the clock ticked over to 11:15, it was time to take our seats in Woodcote B. Woodcote A would have provided a slightly better view of the Wellington Straight, but we were over to the right enough to see the end of any overtakes. We also had a great big screen in front of us to follow all of the action at other parts of the circuit.

The driver’s parade came by and the support for Hamilton was obvious – the only other driver getting cheers quite as loud being a certain young Dutchman. And from his tussle with Vettel during the race it was clear why. He is very obviously a huge talent – despite some flaws that will be ironed out over time. Even before the GP started there was drama/karma for Palmer as he retired which forced another parade lap. The crowd didn’t seem too disappointed that there was one less Brit on the grid, though. After the start proper there was plenty of action in the form of Kvyat and Sainz getting busy – a move which started on the National Straight and was visible from where we were. It was clearly going to end in tears.
Ricciardo also made the most of the whole track directly in front of us with many an ‘ooh’ and ‘aah’ from the crowd around us.
Had the race finished around lap 48 or 49 I would have been happy enough with the experience – we’d cheered Hamilton through on every lap and he was on his way to an easy victory. The final few laps as the Ferraris finally ate through their rubber, however, provided a lot more excitement – especially as Vettel’s tyre gave up as he went into Brooklands and round Luffield – we were in prime position to see it happening!

One final cheer for Hamilton on the victory lap and enthusiastic applause for everyone else, ended the weekend of racing. All that was left was to walk the circuit and pick up some of the rubber marbles (possibly from Vettel’s shredded tyre?). By the time we’d walked up the international straight and round to the podium the celebrations were all done and dusted and the rain had started to fall! Even in my trainers the circuit felt like an ice rink as it got damp and I was again able to marvel at the skill of my racing heroes; gladiators who seek to tame the near 1000hp beasts around world famous arenas across the globe. And here was I, standing on the hallowed tarmac, one foot either side of the finish line, soaking up the atmosphere of races past and races present and dreaming of the future. I’ll certainly be back, my only hope is that it’s sooner than another 38 years from now!

9

Great stuff Aezy, well written!

10

Very nicely written aezy 🙂

11

@aezy
Excellent!!! Thanks for that you old romantic😄

12

@ Aezy…Good post. I enjoyed that. Maybe james can sponsor one “race report’ from a ‘fans eye view’ each and every race this year with a readers rating and a prize come the end of the season. That would be fun…..

13

Experiencing Silverstone Part 4

Day 2. Saturday. FP3 was watched from the International Straight, as was the GP3 and Formula 2 race later on. Off they all went through the reprofiled Abbey and on to Village, the Farm and the Loop. I reminisced while walking on the old Abbey, Farm and Bridge tarmac and remembering races past, such as Hill’s overly ambitious lunge on Schumacher in 1995. Incidentally it’s around this now unused portion that the Fanzone and main stage sit. My wife (feeling a little better) and I played Battack to test our reflexes and tried our hands at changing a wheel in the ‘pit stops’. It was also a pleasant surprise to find some things reasonably priced and even free! I picked up a last season T-shirt for 20 quid and, had I wanted 3, would have been able to club together with others to pay £40 for the lot. That’s more like it.
Taking some seats at Club corner early for qualifying was a good idea because I think this is a popular place to watch from. It’s very satisfying to see them prepare their lap down from Stowe to Vale and then see the end of the lap too. Cheers for Alonso in Q1 summed up the tone of the whole weekend: knowledgeable fans, respectful and joyful atmosphere. Watching Grosjean stumble (did he/didn’t he) over Lewis provided a little bit of intrigue, but was almost forgotten as a stunning 1m 26.6 was recorded. From our vantage point it was impossible to see anything visually different from others who went past, but it was a very special time to pop up onto the board. We became aware that the stewards were looking at the incident but quickly found that they had decided there was no infringement – lucky or not it was close for car 44.

The after party in the fan zone saw a few of the drivers climb up on the mainstage – predictably Hamilton played the crowd perfectly (he’s nothing if not a showman), but Jolyon Palmer seemed a little timid. He’s a mild mannered fellow and perhaps, looking back, his seeming lack of confidence is one of the reasons he is now looking for a seat in a different series. It was nice to be able to show support to Billy Monger as well – his accident being a reminder that motorsport remains an inherently dangerous pursuit.

14

Experiencing Silverstone Part 3

So, FP1 and FP2 in the bag. Blown away by the speed and the sound was not as bad as others had made out. I was impressed, although not overwhelmed, by the volume but the tone – especially off throttle – was pretty decent. For all their woe, the Honda was the best sounding (or at least most distinctive), with a growl that fittingly sounded like nuts and bolts were being chewed up and spat out. No earplugs required yet. That is until we were wandering down the Hangar Straight and the Formula 2 cars came out. Holy guacamole – the Norse God of Thunder had been unleashed. Perhaps it was my proximity to the track and location by the bridge that forms a wall on either side, but they were rip roaringly loud. I later worked out that when you are in the grandstands they are indeed a bit quieter because you sit further away (duh) but even so they clearly have more than a few decibels over the F1 cars. I understand that sound is essentially wasted energy and with V6 turbo hybrids the sound is always going to be diminished, but the visceral roar of the V8s in F2 brings it’s own sense of awe. I hadn’t realised that they were limited to 10000 rpm either. I’d been arguing for more revs in F1 to increase the sound levels and perhaps this would work, but maybe nothing beats capacity?

These are the sorts of questions you can ask yourself as you wander around the Fanzone or watch GP3 and the Porsche Supercup. F2 is an impressive series and is deserving of greater media attention, especially as the support races really add to the mix and help you feel like you are getting your money’s worth; which is more than can be said for the various merchandising stalls, food merchants and programme sellers. Simply because you write Petronas on a T-shirt shouldn’t mean it costs £40/50 (I have the same issue with Football shirts being way overpriced – maybe I’m just stingy!) and £15 seemed a bit steep for a programme with a lot of adverts and not an awful lot of information. There was a lot of stuff about F1 inside the programme including stickers (yay!) but I would have liked to see more about the support races and their drivers and championship standings. I have no idea who was driving the Mentos branded Porsche, for example, although I arbitrarily decided to support them.

Leaving the circuit that evening – deciding that Aswad and Sara Cox were not really our cup of tea – was as painless as arriving and my poorly wife was tucked up in bed before 8pm. I, however needed a beer and enjoyed one or two as I read up on all the things I may have missed (surprisingly little) by being at the track rather than glued to the telly.

15

Experiencing Silverstone Part 2

On Thursday the 13th, kids and dog safely delivered into the care of friends and family, we drove down from the North East of England to Northamptonshire. On the way down it was clear that the wife wasn’t feeling well and so arriving at our accommodation, she went off to bed, while I scouted out the best way to the circuit. We stayed about 20 miles away in a friend’s caravan, and I was feeling a little bit nervous about what time we should leave. I had no experience of how much traffic there would be, how far we would have to walk from the car park or how long we would have to queue to get in. Added to this, in the morning the missus now felt seriously under the weather, but we got going and, bearing in mind that I will certainly be late for my own funeral, left in (almost) good time. Happily the roads were easy, the parking (£65 for the weekend) without problem and the queue to get in negligible. We parked in a big field next to Force India’s head-quarters, about a 5-10 minute walk from the gate behind the International Pit Straight stand. With a few others we clambered over a rickety iron bridge and then onward past security into the circuit. Food vendors, programme sellers, merchandising and so forth were all there as I expected them to be, but I ignored them completely. It was just after 9 am and the now familiar whoosh of an F1 car could be heard just over the small bank. I climbed to the top in time to see a Red Bull go past on an early scouting lap. Was it RIC or VER? I couldn’t really tell and I didn’t really care. At that point I was overwhelmed by the whole thing. 30 years of waiting and now here I was watching. Behind my sunglasses I cried a little (a very little because I unhealthily suppress my emotions) and broke into a wide grin at the same time.

After a brief spell of activity the cars were having a lull so we headed round to Luffield and stood to watch the rest of FP1. It was everything I hoped it would be – a brilliant start to the weekend, seeing these engineering marvels being piloted by some of the best drivers in the world travelling around iconic corners with names I know so well. Cheers for Hamilton, Raikkonen and Verstappen and smatterings of applause for everyone else – including Vettel – made me proud. F1 is an inclusive crowd and despite some podium booing in the recent past, even the chosen villain of the moment is given respect by most. I have been to football matches in the past and found the crowd to be hostile, intimidating and aggressive – even among their own fans. There was none of that and, whilst I can’t comment on other GP crowds around the world, I was happy to find the F1 family to be friendly even to those supporting other drivers and teams.

For FP2 we made our way clockwise towards Copse, Maggotts, Becketts, Chapel. This was something I was looking forward to. There is no better place to watch an F1 car dance than through this series of corners – it’s beyond belief how they stick to the track at the speeds they carry. Right-left-right-left and so on through the rollercoaster. From our vantage point in the stand it was difficult to tell on some of the cars who was who. The Ferrari’s are distinguishable by the numbers on the shark fin, the Haas pair by their names in the same place. The Mercedes and McLarens by their helmets. But some are difficult and others impossible. I found the Williams difficult (but just about OK) but the Pink Panther’s of Force India had me baffled. It was a similar assorted story for the rest of the field. For this reason I would heartily recommend bringing a radio and tuning in to the track broadcast – especially if you are a novice like my wife as a lot of the time she had no idea who was who and what was happening. The radio and the giant TV screens were certainly a must for her and, admittedly, useful for me. We sat in the exposed Becketts stand and as the wind picked up, so did the mistakes; Sainz went cross country, Massa went for a 360 spin and not long after Kimi reversed into the kitty litter. Good to see them stay out of the barriers though.

16

FP2 we made our way clockwise towards Copse, Maggotts, Becketts, Chapel. This was something I was looking forward to. There is no better place to watch an F1 car dance than through this series of corners – it’s beyond belief how they stick to the track at the speeds they carry.

Thats exactly how I imagined it would be!

17

Watch the color of the camera on top.

18

Not as foolproof as you’d think. As far as I am fascinated by f1 I have yet to memorise the t-cam colour allocation for each driver! After all, with all honesty, could you tell me which of Ocon or Perez had the yellow t-cam at Silverstone?

19

Yellow usually was assigned to any new or junior driver, or rather the one that scored less points in the prior season. So Bottas, Kimi, Max, Ocon, Stroll, Palmer/Sainz, Kvyat, Magnussen, Vandoorne & Wehrlein. The lead drivers have the black t-cam.

20

Much appreciated. I hadn’t realised there was rhyme and reason behind it! Every day’s a school day!

21

Experiencing Silverstone (part 1)

To put this in context requires an understanding that I have followed this sport for 30 years; since I was 8 years old the changing sound of Formula 1 has been a part of my life. Through Senna and Prost, Mansell and Piquet, Hill and Schumacher, Hakkinen, Alonso, Hamilton, Vettel and many many other drivers I have had heroes, favourites and villains that have variously adorned my walls in posters, been read about in magazines and been on my TV screen at home. Many times I have avoided results (sometimes up to a week) when circumstances of life have meant watching it live was impossible. But often I have gone above and beyond any reasonable levels to find a TV screen somewhere. My daughter was born on the day of the 2010 Monaco Grand Prix. Thankfully there was a TV in the birthing suite and while the wife feasted on gas and air I watched Mark Webber perform backflips into a swimming pool. Thankfully the race was over way before my daughter eventually arrived! (Perhaps unbelievably my wife still loves me and wants to stay married!).

Latterly the internet has only served to increase my participation in the sport through forums and blogs, videos and news sites. Throughout all those years actually attending a race has never been possible, but as I approach my forties I have a little more money and some very generous family members and this year I finally found myself the proud owner of two grandstand tickets for a weekend of Grand Prix racing. Friday, Saturday and Sunday, 14th, 15th, 16th July 2017. Along with the same wife who has given me two awesome children, I was going to Silverstone to watch the Formula 1 British Grand Prix.

22

@ Jake BL….Now that we’ve entered the F1 twilight zone for next 80days or so how about putting together a thread covering the revised engine possibilities emanating from the office of Brawn et al. Apart from a sketchy outline in his initial proposal we know very little of what he really was offering up. This issue will be a dominant theme going forward for many years and in fact it will be the catalyst for possibly the biggest shake up in F1 that we will have seen for a very very long time. Your experience and technical understanding would be most welcome.

23

An interesting read and one which shows just how extreme F1 has become. What i’d like to know is this, are there degrees/levels of turbulence that can be attributed to front wings relative to the number of elements? Does turbulence increase incrementally relative to speed? Both these issues may hold the key to better racing/following if they are relevant and not thrown into the dustbin labelled ‘rubbish’. The reason i ask is that the holy grail of racing is to be the fastest over a given distance. To me it is irrelevant in relative terms. If the level of downforce can be reduced by front wing simplification which in turn reduces the speed [of all cars ] but increases the ability to close up and race more competitively then why not. If all cars were ‘rationalised’ in this manner then surely it would benefit the competition between cars/teams. Hopefully there is someone here with a degree in aero that can provide an opinion otherwise i’ll have to call Adrian…haha

24

One problem is just the size of the car and the tires in particular. Just that will create a lot of wake.

Of course the rest adds to the width of it.

25

I must admit, it’s all very interesting stuffs. But I’m not a aero buff, I’m not a engineering nerd, and I’m definitely not a software crank. All I’m interested in is racing, man and machine on the limit. The best drivers in the world, fighting it out with one another. I know people are gonna tell me that that doesn’t even happen any more, and that is correct to some extent. But it’s always ever been about 2 teams, 2 drivers fighting it out. Very rare if there has been more.
For me, an old skool F1 fan, the real technical stuff doesn’t really appeal to me. Interesting, yes, but goes straight over my head…
But I find it interesting to read the many comments on here, from people who have a better understanding/ interest on the technical side than I have, and I thank you.
Happy new year to all posters, and the team at JAonF1

26

Every time is see the seating arrangement / floor design of the modern F1 car, I wonder how long it will stay fashionable. This aero / barge board discussion is part of the floor design. I know that Rosberg said it is a very comfortable design. However, designers do not relate to comfort, truth be told. It is way down on the priority list. If a team discovered a couple of really talented drivers who exhibited dwarfism, would they be allowed to design around a certain body type. It happens all the time in other sports for functional reasons. It might cause some rethinking on the high feet position? I keep thinking that high feet position will sooner or later be superseded by some new aero thinking.

27

To the question posed by @JohnH at the top of the comments: It doesn’t seem that the FIA are going that direction as pointed out in the article: “. . .2017 regulations (seeking to create much more downforce than the old cars to lower lap times) increased the scope for development.”

It does appear, however, that many of the comments submitted over the last couple of weeks relate to “aero” as the reason for limitations on driver performance where “racing” is concerned. Some even point out the apparent lack of concern by the FIA in addressing the issue.

Happy New Year and best wishes for 2018 all around !

28

What happened to the “credits” ?

29

I’ll ask again… can I post a long piece about going to silverstone last year? It was my 1st GP.

30

Go for it Aezy! I would love to read it.

31

@æzy
Just do it😉 I look forward to reading it😊

32

Hope you enjoyed it and hope you go to many more. As an aside I would like someone to do a definitive ranking of the tracks as a visitor rather than a driver. Hence ( and I admit it was before big screen tv at the trackside) Silverstone was way behind Brands Hatch from the audience point of view.
So come on guys..I can only afford one long weekend away ..which gp should I and my new best friend aezy_doc go to?

33

I find Montreal most enjoyable because the track delivers excitement, which is the whole point of going to a Grand Prix. The proximity to the city along with the festive party atmosphere in the city makes it enjoyable start to finish, every single day.

Brazil for the track and the view point from the Senna Esses grandstands plus the party atmosphere and again nearly always delivering solid action on track without fail.

Monaco, well, because it is Monaco. But without the ringing and echoing of the V10s or even V8s around the municipality, it’s just not the same. But without doubt looking at it from the mountain is a thrill. But for the race, K1 is the place to be.

In this ranking profile you really need to qualify the criteria for rank, and no matter how good the facility, post quali concert or post race concert, if there is no track action and if the track doesn’t lend itself to it, it’s hard to rank such an event high on the list.

Following if the track delivers action must be how easy is it for fans to see that action. Last thing you want is to go to a track to watch the action on the screen placed in front of the grandstand. That’s where Brazil is a huge plus because of how much track you can see for example from that grandstand. There is huge value as a spectator, being able to see as much of the track as possible, obviously.

Personally, I don’t think you can really rank the best Grand Prix to go see – like the one by a long shot. Each offers a different experience. For my money the must see Grand Prix in no particular order are Monaco, Montreal, Spa, Monza, Silverstone, Suzuka, Interlagos. You knock those out, you’ll be pleased. Singapore as noted by Adrian below is one I haven’t done, and it offers the night race experience. I guess it’s different, but to be honest, is it better than under sunlight? I should have gone to that one during the V8 era really, as I now have less of a desire to do so without the F1 sound. But the city is beautiful, and if you can throw a night F1 race into the mix it can hardly be a bad thing. If they sort out the sound of F1 I’ll perhaps take that one in. But I wouldn’t put it ahead of any of the ones I’ve listed just because it happens at night. Plus, does the track deliver action in Singapore? How much can you see from a single grandstand? Exactly. Back to key points when ranking fan experience – and it starts at track action and how easy it is to enjoy. And take your time picking out your grandstand. Honestly, some of the grandstand locations I’ve seen…I don’t know why people bother buying the tickets and going.

34

Jon

Singapore mate! Fantastic colorful night race, if you don’t mind the humidity. Don’t know if you have any relies in oz but I understand many Brits stop over to watch the race before heading down under to visit family during spring time. Make it a long long weekend.

35

been to Spa 2010 (Eu Rouge), Monza 2012 (Rettifilio), Singapore 2013 (between Turn 7&8). Monza was my favourite for the friendly knowledgeable crowds and the stunning, beautiful engine music. It was a dream come true to see Schumi racing in Belgium and Italy.

I travel a lot, so had opportunities to go to Mexico 2016 and Japan 2017, but, I’m sorry to have to be a detractor, the engine sound was *the* negative that stopped me going. But those tracks are awesome imo.

On topic, maybe James could offer some insight: why not mandate standard-shape flow conditioners behind the rear tyres to reduce problems for following cars? (There’s now precedent for externally-engineered, standard-shape, aero-influencing devices: the halo.)

36

Plus it would prevent a car from launching skywards when a front tyre touches the rear tyre of the car in front.. then we wouldn’t need halo!
And they would still be open wheelers, just like the awesome looking 2018 Indy cars. (But of course, what would the septics know about the refined world of F1 – their cars only turn left)

37

That’s a good idea. The FE cars have that behind the rear tires but things like that detract from the cars being open wheeled.

Maybe larger rims and lower profile tires would help. They flop all over the place now.

There is always going to be a wake but it’s too wide to allow passing on narrow tracks.

The front wing could be designed to lessen the effect. As of now you have to be 2 seconds a lap faster to pass. You can also get a tow on the straights since less down force there is an advantage.

38

Nobody is interested in that. Thanks anyway.

39

Speak for yourself!
I’m interested👍🏻

40

Speak for yourself. Aezy, I’d like to hear about your experience. I think it might be okay to ask for forgiveness, instead of permission, in the circumstances. Like how long are we talking?

41

Ha ha. About 4 sides of A4 in size 12 font. It’s probably actually shorter than some of Sebee or Gazboy’s regular comments(!) But this is James’s blog, not mine, so I’d like the go ahead from him (or Jake). If they reman silent on it I’ll take it as implied consent and just post it anyway and, like you said, ask for forgiveness!

42

Do it in four stages, nobody will notice…

43

Just saw this! 🙂 There’s a limit to how many characters you can use in a post so i had to break it up.

44

I can see it now:

Silverstone, an aezy tale – A huge rollercoaster of a novel filled with sizzling gypsies 🙂

45

Peaky Blinders – F1 edition.

46

I’d be interested to see it. Would make a change from the tit-for-tat comments I usually have to trawl through…

47

@jake
Good on you jake👏
But tit for tat! Really😂

48

It’s all good James – The trick is to be the one that’s the tat and not the other way around 😉

49

LOL … hope you put your $0.02 in more in 2018, Random79 (5 stars)! We need more like you here.

50

Cheers KRB, I’ll see what I can do 🙂

51

Your right random… tat is always good👍🏻

52

I know this has been raised before, but if limits where placed on aero and lessened on power and mechanical grip e.g suspension . Could / would that improve the racing? Perhaps with a reduction weight as well.?
I don’t know just asking the question.

53
Richard Mortimer

Personally, I think this ‘aero’ formula is completely ridiculous. Maybe it gives something to write about when the racing is boring? The cost must be huge to be always developing like this, and it tends to keep the richer teams ahead. Ross Brawn has his work cut out!

54

Anything that reduced the primary importance of the front wing, would enhance the racing. The cars need clean air over their front wing, to make their cars work optimally. So as soon as they get in the dirty air of a car ahead, their performance drops. If we want close racing, then that’s a situation we can’t afford to let happen.

55

I am not so sure. I can imagine the dirty air problem decreases. On the downside: scaling down on aerodynamics means the engines will be more important in deciding performance. This will make it much harder for teams that are of the pace in season 1, to improve in season 2. As we have seen in the past few years, losing the gap on aero is much easier than on the PU department.

Top Tags
SEARCH Innovation
JA ON F1 In association with...
Multi award winning Formula One photographer
Multi award winning Formula One photographer

Sign up to receive the latest F1 News & Updates direct to your inbox

You have Successfully Subscribed!