Originally Posted by Forzi
Thanks Forzi
I hope Ferrari does something similar.
Full Member
Thanks Forzi
I hope Ferrari does something similar.
Più veloce!
I agree. Bar the ridiculous shape of the noses, the 2014 cars are better looking.
Waiting.
Just wait for the car to start moving and the nose getting blown.
I'm sorry
Waiting.
Isn't it something all the teams will try doing? From what we've heard, we'll need luck to even finish the race without problems.
Ferrari Fan Forever
Looks like the lotus could mate with the McLaren
Full Member
*TSN MODs*
Last edited by Rob; 24th January 2014 at 13:15. Reason: i know funny picture, but please no swearing, or hand gestures. Thankyou.
Avanti Fer, Avanti !
Well Mclaren MP4-29 & the drivers look nude without the Vodafone logo
Naughty Word Mod
Looks odd without that. Wonder what their new title sponsor will be.
CAVALLINO RAMPANTE PER SEMPRE
Naughty Word Mod
About the Lotus "tusks"...
Craig Scarborough @ScarbsF1 57s
The two tusks are unequal lengths, longer one forms the 9000mm2 tip, the other is also a crash strcuture, both act as Y250 flow conditioners
Religion? Ferrari!
clever!
"If he can't do it with Ferrari, well, he can't do it." - John Surtees
Full Member
Does anyone know will RAI broadcast Ferrari F14T unveiling?
George Kabardis
FERRARI FOR EVER !!!!!!!
Full Member
Interesting idea. Lotus posted another picture confirming that. Looks like they still have some creative people in the team
BewTj9OCYAE-4os.png
Full Member
Well, it's only fitting with their car strutting it's genital in public, isn't it...
wtf1.png
\m/HEAVY METAL\m/
If this is how the nose of F14 T will look like, than I say BRAVO! This is really nice!
Religion? Ferrari!
NO! If this is how the would look like, we would not be using the rules. We want to be fast, don't we?
Btw, here's Lotus from the top: (I didn't see Hornet's tiny pic)
"If he can't do it with Ferrari, well, he can't do it." - John Surtees
Waiting.
That's BRILLIANT. Way to go on finding the blind spot in the rules for Lotus on where the tip of the nose has to be. Using the two tusks for fulfilling two different parts of the rules for the nose and besides that creating aditional vortexes to direct airflow to the diffuser below the floor and around the lower part of the sidepods.
Been a while since we saw these kind of technical variations on the field and we ain't even in the mid point of car reveals!
Full Member
Yeah, despite the ugly nose, this year it's very interesting to see all these different design, and how they will perform later.That's BRILLIANT. Way to go on finding the blind spot in the rules for Lotus on where the tip of the nose has to be. Using the two tusks for fulfilling two different parts of the rules for the nose and besides that creating aditional vortexes to direct airflow to the diffuser below the floor and around the lower part of the sidepods.
Been a while since we saw these kind of technical variations on the field and we ain't even in the mid point of car reveals!
Can't wait for F14T tomorrow
\m/HEAVY METAL\m/
I've commented the looks. I do really hope Ferrari engineers are pushing rules to the very limit! Any way less than 24 Hrs!NO! If this is how the would look like, we would not be using the rules. We want to be fast, don't we?
Btw, here's Lotus from the top: (I didn't see Hornet's tiny pic)
Full Member
Anyone knows for sure that Lotus nose is aerodynamically the best approach?
If this is how its going to be Lotus nose, and if it is legal than they are not smart at all! They will do first test in Bahrain so they descovered this solution way to early!
Unless they are convinced that Ferrari is using that solution too.
#ForzaMichael
So here is what we have so far except the Lotus. Front view comparison is maybe more interesting but I have to say they all look really nice from the side. All three is Mercedes powered if that could add some speculation about rear packaging, sidepods and cooling solutions.
Full Member
Hope our car is fast n beautiful....
Waiting.
It's legal thats for sure and it doesn't give any aerodynamic downside. You get more air under the nose and the two tusks acting as vortex generators get even more controled air below the car and around the sidepods to the rear. If they get everything right, this might really be the best way to go. Seems like so far, Lotus is the only team that found the loophole in the regs, that the cars nose doesn't have to be at the middle. That's why only one tusk is longer, it being considered as the nose of the car, while the other one is shorter, so that it doesn't break the rules of the car having a single nose tip edging to the reglamented area.Anyone knows for sure that Lotus nose is aerodynamically the best approach?
If this is how its going to be Lotus nose, and if it is legal than they are not smart at all! They will do first test in Bahrain so they descovered this solution way to early!
Unless they are convinced that Ferrari is using that solution too.
Full Member
Unlike all of the recent surprise pre-release images, the scheduled MP4-29 online launch took place at McLaren’s headquarters in Woking this afternoon. Without further ado, let’s dive into the technical side of McLaren’s 2014 title contender…
Front wing/nose
mp4-29 nose
McLaren, like most of the teams this season, have gone down the same design avenue as the already-seen Force India and Williams cars. As explained in both analysis’ here on Richland F1, the “finger” is the best aerodynamic solution to tackle the problem of starving airflow beneath the chassis.
The design on the MP4-29, however, is elegant and maximise the width of the crash structure that makes up the nose assembly. The whole nose appears to be made of one single structure, rather than a thin crash structure within a thicker wedged vanity panel, which could prove to be a popular solution for teams this season.
This single-structure approach allows the extreme shaping of the front wing pylons to arch round and down towards the wing, creating a large opening for airflow to pass around the thin section of the nose into the area beneath the chassis.
The slot in the tip of the nose allows a small amount of air to reach either the driver or the electronic systems housed with the monocoque.
mp4-29 FW
The front wing itself is a new offering from McLaren, although it is an evolution of its 2013 predecessor. Featuring 6 elements at its outboard areas, the planes no longer attach directly to the endplate and instead arch downwards at 90 degrees to meet the footplate. McLaren have been caught out in the development of this area over the past few years and this looks like a good step in the right direction.
The cascade arrangement has also been slightly modified. The main winglet, attached to the endplate, is composed of two elements – the same as last year. However, the planes now curl up at their edges, forming two sharp, miniature endplates. These are similar to that seen on the 2013 Ferrari, used to aim airflow around the front tyre and reduce the wake formed behind.
A secondary cascade is branched off of the main winglet and appears to be virtually identical to that seen on the MP4-28.
Despite the front wing being a full 150mm narrower this season, the wing does not appear to have the aggressive outward curvature that we expected, particularly the endplate fence that holds the main cascade winglet into place. Perhaps this will change when the car hits the track next week.
McLaren have also mounted turning vanes beneath the nose cone, directly behind the extended pylons that reach downstream towards the centre of the car. The combination of the two long surface areas creates a venturi tunnel ahead of the front section of the floor, driving airflow into this region of the car which should produce more rear downforce.
Like the Williams FW36 images, camera pods have been placed ahead of the lower wishbones to aid aerodynamic efficiency.
On the subject of suspension, the team have reverted back to a push-rod layout after an unsuccessful year with the pull-rod. The pull-rod layout is much tougher to set up than a push-rod, as all the mechanical components are mainly accessed beneath the chassis. The small aerodynamic benefit of a pull-rod layout has decreased slightly due to the lower front bulkhead requirements, so it would be surprising to see any team continue to use pull-rod front suspension.
Sidepods
mp4-29 pods
Aside from the larger air intakes, there are some interesting details on the MP4-29 sidepods. The main body of the sidepod appears to sweep inwards towards the rear, tapering nicely at the coke-bottle section.
However, additional duct work stems at the rear of the ‘pod and travels horizontally back towards the rear wing. These two ducts (one each side of the car) act as an exhaust for the entire power unit assembly, extracting all of the heat via two channels rather than one central one that we are used to seeing.
The two ducts on each side of the car converge into one at the rear of the car. At the centre of the two lies the central exhaust exit, which I will move onto later.
As with all the cars this season, there will be plenty of cooling gills and louvres along the top of the sidepods due to the additional heat created by the ERS. The MP4-29 is no different, displaying a set of louvres either side of the cockpit area.
What is not shown on the launch car is the additional detail that the 360 degree virtual model reveals on the McLaren website.
The model reveals that the car will indeed feature a set of vortex generators on top of the sidepods, a Red Bull-style canard that attaches to the side of the cockpit and a strake along the side of the monocoque. These all aid how the airflow travels down the sidepods and towards the floor, producing a series of vortices that will interact with the boundary layer formed along the profile of the sidepod and hopefully decrease this layer. This reduces drag and can potentially allow for a little more downforce to be produced at the rear of the car.
Rear wing & Exhaust
The rear wing on the launch version of the MP4-29 is exactly the same as the 2013 specification, so don’t be fooled by its profile. The 2014 wing will be a little shallower and feature multiple slots along the trailing edge of the endplates, as the virtual model on the McLaren website implies.
Interestingly, the team have utilised a central pylon to support the rear wing rather than attaching the endplates to the top of the diffuser. Structurally this is easier to implement as the central pylon provides a much better support-to-weight ratio than extending and thickening the endplates.
They have also designed the pylon around the central exhaust exit, creating a small hole for it to pass through. The hole created also acts as McLaren’s version of the Y100 (Monkey Seat) winglet, although its profile does not appear to be aerodynamically useful in terms of downforce production.
The rumour mill has suggested that McLaren will have an innovative rear suspension for 2014, although this was not evident at today’s launch. The innovation is revolved around replicating the functions of the now banned beam wing, rather than mechanical performance. More on this when (and if) it comes.
Full Member
Bravo lotus but why the hell would they reveal such a solution...if it is good when their not even in first test...hmmm...and with an old livery so not extra PR
Full Member
LOTUS ANALYSIS: Another surprise image release came from Lotus. After much speculation, we were finally enlightened as to what they were getting up to with their nose design as well as a few other interesting features.
Nose
The nose is by far the most interesting part of the new E22. Although the “finger” solution will be the most common design this year, there is a way of dodging the bullet of having the small extension at the front as an obstruction to the underside of the car. It would seem that Lotus have exploited this loophole perfectly.
The FIA require that the nose must form one single cross section – when viewed from the side. This is where Lotus have come up trumps compared to the other solutions seen so far.
Whereas the others have gone for a single cross section entirely, the E22′s nose has two cross sections that form a large opening in between them, allowing airflow to fill the space beneath the chassis to improve rear downforce. This is why the nose height has been steadily increasing over the past four years, as teams looked to fill the underside of the car with a higher volume of airflow.
From the right side, however, only one cross section is visible therefore it is totally legal.
The nose is asymmetric, with the left side “prong” being shorter than the right. The longer side is the entire crash structure that must withstand the forces applied during the FIA crash tests. This prong then extends back towards the other side as it reaches the front bulkhead to form the rest of the nose.
The other side is a vanity panel – a hollow shell. Vanity panels are still permitted within the regulations and this allows the front wing to remain attached in a normal manner, with each prong consisting of one of the two pylons that connect to the wing itself.
If vanity panels were not allowed this design would not be legal, as the front wing pylon on the left side would have to attach the main crash structure. The crash structure itself is asymmetric, therefore the pylon would have to extend upwards and backwards much further than the right pylon. The pylons must be symmetrical and of a maximum cross section, therefore the design would illegal.
This design is very difficult to manufacture and I am sure the aerodynamic design team pushed for this more than anyone. Passing the crash tests must have been extremely difficult as the asymmetric format means that the load spreads unevenly up the nose as it crumples.
The vanity panel is not only used to mount the front wing pylon, but also as an extra energy absorbent structure to help pass the tests. Reducing its length saves a little bit of weight and I would imagine that the entire assembly is a lot heavier than the average 2014 nose to pass the crash tests, so every gram counts.
#ForzaMichael
I'm not sure if it is the angle but when looking at the over head shot the top rear wishbone looks be very far backwards (almost behind the rear wheels) and connected to the rear crash structure, I don't know if this is common practice since without the beam wing more things are revealed.
Full Member
Toro Rosso and Mercedes have done their shakedowns, in Misano and Silversone.
Moderatore
So here is what we have so far except the Lotus. Front view comparison is maybe more interesting but I have to say they all look really nice from the side. All three is Mercedes powered if that could add some speculation about rear packaging, sidepods and cooling solutions.
Holy Batmobile, Batman!
-Lou(is)
Forza Ferrari 16/15
Totus Tuus
#ForzaMichael
Caterham has revealed a sound sample of the Renault V6 turbo being fired up. Short sample but my god sounds good, can't wait to hear our engine in the F14-T.
We should have a thread for some soothing engine music.
http://www.youtube.com/watch?v=-cY2E3ZZr00#t=70
Posting Permissions
Reply With Quote
Bookmarks