Scuderia Ferrari SF70H

[darkchild]

Ferrari and RB look very similar in terms of chassis/aero.

[bondilad]

Ferrari evaluating radical 'double anchor' injector idea

Ferrari may already have been the surprise of the first Formula 1 pre-season test with the pace and reliability of its new SF70H, but its biggest development could be yet to come.

For while its car has appeared to deliver the speed and handling to please Kimi Raikkonen and Sebastian Vettel from the off, it is on the engine front that Ferrari may have made even bigger inroads.
And there is now talk that it is evaluating a 'double anchor' injection system that could lift its performance later in the campaign.
Engine steps

Ferrari managed to complete the four days of the first pre-season test with just a single power unit, and repeated that feat with its customer team Haas, the only other outfit using its 2017 engine.
After the test, Haas team boss Gunther Steiner hailed Ferrari's progress with its2017 power unit as 'amazing'
While the first outing of the 062 engine is promising, it has emerged that the engineers in Ferrari's racing department are working on an innovative technical solution that could deliver a big leap in performance later in the campaign.

Double anchor injector

In Maranello, under the orders of president Sergio Marchionne, there has been a lockdown on communication with the media, but word has leaked out that efforts are underway to perfect a new type of fuel injector that has a double anchor.
While double jets are not allowed by the rules, this double anchor can deliver similar benefits, because the injector needle can be opened and closed with much greater precision.

This will reduce the possibility of excess fuel entering the chamber which is then not burned perfectly.
The end result of that there should be more power and less consumption – one of the keys to performance in this turbo hybrid V6 era.

Test project

It is thought that this new technology has not been tested on track yet, with the version of the engine that ran in Barcelona being the standard version.
However, if work on the new technology is successful, then it is possible that Ferrari could introduce it alongside its TJI (Turbulent Jet Ignition) concept for pre-combustion in the chamber.

Fighting drag

While much of the focus this year has been on the aerodynamic changes, the higher drag of the 2017 cars means that engine performance is going to be even more important.
For although the F1 regulations have made available an extra 5kg of fuel for the race, teams managing to have much better fuel consumption than others could have a big advantage.
If we remember that 10kg of weight on a car is worth three tenths of a second per lap, there are good performance gains to be had if you can run lighter.
F1's development race in 2017 looks like it will not just be about aerodynamic updates, because there are big pushes coming on the engine front too.

All looking good if its true, but I wish this hadn't leaked to the media since we hear very little about the Merc P/U. On the reliability side, we certainly have improved. Using only one P/U for the whole test is remarkable, something which only Merc have done in the past.

https://www.motorsport.com/f1/news/f...r-idea-879930/

[Jax]

New engine version for tomorrows test as well :)

[Jax]

Just another quick thought, i think during the coming 4 days of tests we will see times below 1 17 mark

[bondilad]

New engine version for tomorrows test as well :)

It must be the spec we are using in melbourne. Heard merc are bringing a lot of updates for the second test. Hope we do as well. I think we'll see lower 1.17s in one of the four days.

[jgonzalesm6]

It must be the spec we are using in melbourne. Heard merc are bringing a lot of updates for the second test. Hope we do as well. I think we'll see lower 1.17s in one of the four days.

yup.....let's hope we see some interesting times from the top three....sub 1:17's or 1:16's.

[mizf1]

The redbull and Ferrari seem to have the same lenght wheelbase, Merc is longer

[From Treviso]

I love the preseason testing as much as, if not more than, the racing. Maybe the token system removal will unleash a plethora of exciting and new innovations that will exceed the previous 3 years combined - hopefully, with the plenty from the Scuderia! Ferrari are exceeding my expectations when it comes to engine technology, which is a pleasant surprise :) I knew they were good but not that good :)

[mizf1]

Can anyone copy and paste the article from autosport?

http://www.autosport.com/premium/fea...vations-so-far

[Silent Bob]

Formula 1's new rules package for 2017 has reignited the development race between the teams, with new areas of the cars opened up to be exploited by the cleverest minds working behind the scenes.

We are bound to see more new approaches spring up over the course of the second test this week, with even more aggressive details likely to appear when the teams unload their cars in the Melbourne pitlane at the end of the month.

So far, we've already had plenty to get our teeth into, with the help of Giorgio Piola's detailed technical drawings, so let's take a look at the most interesting themes on the grid so far.

Mercedes diffuser



Mercedes appears to have put a lot of effort into its diffuser, and compared with the ones on the Ferrari and the Red Bull it is much more detailed.

The main objective of this area of the car is to work in conjunction with the low-pressure area behind the rear tyre. If this can be achieved, and the low-pressure area helps to suck the air faster, the increase in underbody downforce will be significant.

The detail of the outer turning vane is what achieves this, but doing this without optimising the airflow along the full trailing edge would not be enough. The arrows show how each individual item has to work with the others as one.

Also illustrated here are the multi-tier brake duct turning vanes. These help with diffuser downforce by reducing the airflow leakage that would normally go under the diffuser at the side of the rear tyre.

T-wings



As this drawing of the 1995 McLaren shows, t-wings and engine cover fins have been around in Formula 1 for a long time on and off. But, owing to a little slip up when writing the rules for 2017, they have now been re-born.

The Williams version features a little wing across the trailing edge of the engine cover fin. It is one straight aerodynamic section producing downforce in its own right, but also helping to create a turning moment in the airflow that will improve the performance of the rear wing.



The lower version is a twisted aerodynamic profile and is more of an airflow-conditioning component. This influences the airflow coming off the trailing edge of the sidepods and going to the undersurface of the rear wing main plane. Again, this will improve the performance of the rear wing.

Mercedes ran with what might be called a bi-plane t-wing, on the basis of if one is good then two must be better.

Suspension



Both Mercedes and Toro Rosso have raised the height of the outboard ends of their front wishbones to upright pickups (red arrow).

They have done this with the addition of an 'ear' coming off the top of the front upright around the inner edge of the front rim. The lower wishbone is also higher, and is now above the centre of the axle.

In doing this, the wishbones have been moved into a position where they will do less damage to the airflow coming off the front wing. They will also help prepare the airflow a little better for entry into the underfloor and sidepod leading edge.

The suspension geometry can also be a little more sympathetic to the tyre, improving the consistency of the contact patch. This will help with overall grip, and could potentially also reduce tyre degradation.

Sidepods



Without doubt, the leading edge of the sidepods and bargeboards is the area that Ferrari has put most of its winter efforts into. There are more turning vanes and widgets in there than on all the other cars in the pitlane put together, and if it all works well it will be more or less impossible for any team to copy at short notice.

The sidepod leading edge is further back than anyone else (except Haas), and to achieve this some of the turning vanes actually house the mandatory side-impact tubes.

Testing has shown the Ferrari is very stable across a wide range of conditions and tyre compounds, so it does look as if this area is working as the team would have predicted.

Compared with Mercedes and Red Bull, Ferrari has really gone to town in this area, and the sheer complexity of the airflow will take a long time to evaluate and replicate if it proves effective enough for other teams to want to imitate it.

Noses



A lot has been made of the hole in the nose of the Red Bull. Basically, it is there to help the aerodynamics and will improve the consistency of the airflow around this area. As a result, this will improve the performance of some of the components downstream.

The arrows show how the airflow will spill off the upper nose surface and go between the chassis and the inner edge of the front tyre. This flow then gets conditioned by some of the suspension components to improve the performance of the underfloor.

The McLaren version has multiple turning vanes coming off the front wing mounting. These help to turn the airflow into the middle of the car to increase the column of air that is going between the front wheels and the underside of the chassis.

Compared with the Mercedes, which is very simple, the McLaren one is fairly complicated.

Front tyre wake control



With the wider front tyres, controlling the turbulent wake coming off the trailing edge of the front wing is vitally important to the performance of the sidepod undercut - and, in turn, the Coke-bottle area at the rear of the car.

If this airflow is not optimised, the front wing, underfloor and diffuser will all suffer.

Renault has, like most teams, moved the lower part of the vertical turning vane forward, nearer to the front tyre, and turned it into a multi-element component. This improves its performance and makes the airflow more robust. The latter is particularly important since it has to function with varying steering lock.

Ferrari cooling system



One of the more interesting - but simple - solutions on the Ferrari is this area of the floor with the temperature stickers on it.

Basically, cooling fluids have to be moved around the car - from the engine to the radiators, for instance, or from from the gearbox to a cooler buried somewhere under the bodywork. It looks like Ferrari has embedded the necessary pipework in the underfloor.

So instead of normal pipework, through which the internal fluid might pick up heat as it passes around the engine bay, this solution will offer a bit of cooling because of the airflow passing across the floor's upper and lower surfaces. This, in turn, will potentially allow Ferrari to run a smaller cooler.

The only negative would be if you get a wheel in the sidepod, and in turn damage the pipework. Perhaps Ferrari has looked at this and thought that if another car's wheel gets this far into the sidepod, it's going to be game over anyway.

This kind of detail impresses me. From what I'm seeing of Ferrari, I believe we are seeing a team reborn.

Renault's rear wing experiment



Renault ran an experimental rear wing at the end of the first test. The inset shows how the flap was extended, creating an extended 'V'. This appears to be an experiment designed to simulate higher downforce levels, since it did not appear at the second test and potentially exceeds the maximum rear wing dimensions.

DEVELOPMENT OBJECTIVES

Looking at the three leading cars - the Mercedes, Ferrari and Red Bull - my suggestion for a development direction for each would be as follows:

Ferrari - diffuser area



The Ferrari diffuser is relatively simple and a reasonable chunk of performance can be found in this area. And it's not so critical to the performance of the rest of the car because the airflow coming off the trailing edge of the diffuser gets left behind for a following car to deal with.

Ferrari can stay away from its front wing for now. The car and its very complicated bargeboard system seems to work, and by changing the front wing characteristics you run the risk of causing problems downstream.

Mercedes - bargeboards



Mercedes already has a relatively complicated bargeboard area, but is not using it to the maximum of the new regulations. By optimising this area, it will be possible to find a reasonable amount of downforce, especially from the underfloor.

Also, Mercedes needs to have a look at why the car seems to suffer from a touch of inherent understeer. Watching on track, this increases between the soft and the medium Pirelli tyres when on high fuel loads.

Red Bull - watch this space

Red Bull has room for improvements on both the bardgeboards and diffusers. The car does look pretty good out on circuit, but if anything gives up, it's the rear end under traction.

I'm pretty sure the car that came to the first test was a simple version. Adrian Newey is renowned for keeping the trick bits until the last possible minute, and 2017 will be no different. I would expect a fairly different package to turn up in the pitlane in Melbourne later this month.

[mizf1]

Thank you

[S1000RR]

Guys on F1technical are having an interesting discussion about the temperature stickers (maybe heat sensitive flexy floor) and a red glass on the bottom of the sidepods. It is a lot of text,pics etc so I place the link here:
http://www.f1technical.net/forum/vie...5969&start=405

Read on from 1/3rd of page 28

[Anrasp]

FERRARI LOOPHOLE EXPOSED & HOW THEY DID IT

The odd side pods of Ferrari’s SF70H have been the eye catcher of many engineers in the paddock. Up until now none of them had a clue why they were shaped that way. Even the mighty Adrian Newey couldn’t explain them.

It has been quite a while since we got a radical Ferrari in Formula One. But boy oh boy, this year they gave us one! Of course the new rules gave us more than one thing to speculate about, but none of them quite as exciting as those side pods and the air stream guide elements incorporated within. When we first saw the car from the front, the air inlets of the side pods hinted at something different. The carbon guiding plates in front of it only made them stranger.
This car set apart from the others.

he first pictures of the car didn’t even reveal that there were multiple elements. Ferrari’s promo pictures made it look as if the side pod was molded as one piece. Since last weeks tests, we got improved pictures revealing more than what met the eye the first time round. The pictures included in this article show us that the carbon part we thought were side pods, actually aren’t. It is an actually structure made to regulate the airflow towards the real side pod. As you can see, the actual side pod is approximately 30 cm behind the carbon flap. What the front view did show us, was that the side pod entrance was rather unusual located high up.

Of course, by now Ferrari’s rivals have figured out just what Ferrari’s design team wanted to do. Under the watching eye of Simone Resta the Italian team found a loophole in the regulations. Personally, this is why I love F1. Loopholes mean somewhere someone was smarter than the one who came up with the rule.

The new regulations for 2017 promised us more aggressive looking cars than the year before. To that effect, the FIA incorporated rules about the V shape of the front wing, the way the end plates of the rear wing should “flow”, and under what angle the side pods should be. Paragraph 3.8.8 says that that angle should be 75 degrees. These rules are meant to give the cars a fast, aggressive look when viewed from above.

These rules are for aesthetics rather than ideal performance regulation. As a matter of fact, aerodynamic engineers hate these rules. If it was up to them they had gone for a rectangular design for the side pod. A side pod with a 90 degree angle would have a smoother air flow relationship between it and the various air splitters ahead. Further, the general airflow performance around them would be optimised wholesale.

This is where the loophole is exploited. With the birds eye view, it’s clear to see how Ferrari made its actual side pod under a 90 degree angle. The carbon work in front (but still incorporated) of the side pod is set under a 75 degree angle, thus following the rules. This enables Ferrari to make their side pod smaller than they appear on other cars. And it gives them more room between the barge boards and the actual air intake of the side pod. All this should be able to generate a better airflow towards them.
The more we see of the Ferrari SF70H, the more we may begin to understand this is a truly remarkable piece of engineering and certainly looks set to be a true front runner this year.


https://thejudge13.com/2017/03/08/fe...w-they-did-it/

[vetalo]

Great article and great insight from people at Ferrari

[nani_s23]

hatsoff to ferrari team. They have done excellent job till now in designing the 2017 car. Everyone in the paddock are surprised with the design of the car. Hope its enough for vettel & kimi to challenge for championship.

[jgonzalesm6]

for those that have not seen this,
this is a NICE audio & VIDEO dubbed with the sounds of V-12's, V-10's, and V-8's with 2017 F1 cars:

https://www.youtube.com/watch?v=hLOWSLd53U4

Man if they only sounded like this!!!!!!

[MRRabbit]

i wonder if Ted still think the design looks too basic

[SilverSpeed]

Took them only 9 years but let's hope we nailed it and haul ass this year.

Lewis and Max will know the back end of our car very well when this season ends .

[stefa]

Took them only 9 years but let's hope we nailed it and haul ass this year.

Lewis and Max will know the back end of our car very well when this season ends .

Rome wasn't build in a day

[Scuderia1967]

Took them only 9 years but let's hope we nailed it and haul ass this year.

Lewis and Max will know the back end of our car very well when this season ends .

A bit harsh, no? As far as I remember, we fought for the championship in 2010 and 2012, and in 2015 we were the only ones putting up a fight to Merc

[killer]

Rome wasn't build in a day

Look at you, Mr. Sunshine!




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[SilverSpeed]

Please take my comments with a piece of salt .

But you know what I'm saying it's about time we do something and the rest must follow instead the other way around.

[Brembo]

I can only hope Ferrari and no one else is in full control of our gearbox supplier!! All 2017 improvements and drivers skill has to pass threw the gearbox.

[gvera]

I can only hope Ferrari and no one else is in full control of our gearbox supplier!! All 2017 improvements and drivers skill has to pass threw the gearbox.

Last year's gearbox problems were due to the case flexing under load, not to internals

[Brembo]

Last year's gearbox problems were due to the case flexing under load, not to internals

Case flexing under load should have happened and been discovered and the problem fixed before nearly5 or 6 times DNF ! More than likely case flexing caused internal parts to go. If case flexing happens this season's start, do we just give up a few races, and wait till next year?

[Havanna89]

Last year's gearbox problems were due to the case flexing under load, not to internals

That should have been discovered during testing

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[wisepie]

Credit where it's due, guys, the car has shown real potential so far, I know it's 'only' testing but the team in Maranello have shown that it is possible to create a competitive car without having a Newey or his equivalent on board and they should be congratulated and encouraged to keep the development going throughout the season. Perhaps Rory Byrne had more to do with it than we know? We will soon find out whether that potential continues to Melbourne and I can't wait.

[abbottcostello]

Credit where it's due, guys, the car has shown real potential so far, I know it's 'only' testing but the team in Maranello have shown that it is possible to create a competitive car without having a Newey or his equivalent on board and they should be congratulated and encouraged to keep the development going throughout the season. Perhaps Rory Byrne had more to do with it than we know? We will soon find out whether that potential continues to Melbourne and I can't wait.

By all accounts they seem to have gotten a lot right, I hope they have an intense upgrade plan to bring updates thru the season. I'm keeping my feet on the ground, but really looking forward to Melbourne. You might be right about Rory but I'm hoping Simone Resta was a driving force in the design, as well!

[Abuzar]

https://www.formula1.com/en/latest/t...i-s-sf70h.html

[stefa]

Look at you, Mr. Sunshine!




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?!?!?! Care to expalin your sarcasm?!