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Racecar EngineeringRacecar Engineering

Racecar Engineering

October 2019

Racecar Engineering is the world’s leading technology publication for the motorsport industry. From aerodynamics to engines and from handling theory to manufacturing practice, Racecar Engineering is read by motorsport’s top professionals. Only Racecar Engineering brings this insight every month.

País:
United Kingdom
Língua:
English
Editora:
Chelsea Magazine
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ASSINATURA
US$51,02
12 Edições

NESTA EDIÇÃO

access_time5 minutos
the foreseeable future?

So here we are at the race track on this sunny, hot, 18th of August 2050, a Sunday. The sun is pleasant, the sulphate particulate solar umbrella working reasonably well. We have a full grid of sleek Formula 1 rapid competition modules ready to race and millions of virtual drivers mixed in, ready to race real-time with the physically present units. Most spectators are at home on a holographic ImersoVu™ viewing facility, giving TruFidelity™ experience of the event. There are, of course the deep immersion fanatics who come to the venue for the full experience, the noise now consisting of just squealing tyres. They had to pay many carbon credits for the footprint they were leaving by travelling to the race, the climate emergency now improving, but not yet over. The cars…

access_time5 minutos
formula 1 conundrums

Ferrari continues to receive a lot of stick for its failure so far to unseat Mercedes in the Formula 1 turbo-hybrid era. Yet the fact remains that, prior to Red Bull-Honda recently coming on strongly, only Ferrari has presented a consistent challenge to the Silver Arrows – no mean feat considering the resources that the latter has brought to bear to achieve its current dominance. On top of that Ferrari’s PU development, in particular, represents a massive achievement in becoming the current performance benchmark. One other thing worth mentioning about Ferrari is that it is the only manufacturer and racing team that has contested F1 grands prix every year since the world championship’s inception back in 1950. Many famous marques have come and gone but Ferrari has been prominent for nearly…

access_time16 minutos
there haas to be a answer

‘We keep fixing things, changing bits, adding stuff, and it keeps getting worse’ From the very moment it rolled out for the first time Rob Taylor, the chief designer at the Haas F1 Team, had an issue with this year’s VF-19. It had been launched in a predominantly black livery, in deference to a new title sponsor, replacing the grey and white Haas CNC inspired colour schemes of previous years, and, as Taylor explains: ‘The black colour makes it hard for the guys back at the factory, because it accentuates all of the imperfections. It’s a remarkable difference from the paint last year, which was grey and sombre, but that also sort of camouflaged the surface. I’m not saying that there is anything wrong with it, but the whole car is…

access_time1 minutos
tech spec: haas vf-19

Chassis Dallara carbon fibre and honeycomb composite structure. Engine Ferrari 064, turbocharged 1.6-litre V6 featuring direct injection. Suspension Ferrari supplied double wishbone with pushrod actuated torsion bars front, pullrod rear; ZF Sachs dampers. Steering Ferrari supplied, power-assisted. Transmission Ferrari servo-controlled hydraulic limited-slip differential with semi-automatic sequential and electronically-controlled gearbox, quick-shift (eight gears, plus reverse); composite casing; AP Racing multi-plate clutch. Brakes Brembo carbon-carbon. Seatbelts Sabelt. Wheels OZ Racing. Fuel Cell ATL. Weight 743kg including driver.…

access_time2 minutos
disc world

‘At some tracks the teams want to retain heat in the disc for longer’ The Haas VF-19 features a braking system from Italian specialist Brembo. It is unsurprisingly extremely similar to the version used on the Ferrari SF90. The aerodynamic rule changes introduced into Formula 1 at the start of the 2019 season have had a noteworthy impact on the design of the brake discs and pads used by the teams, as the reduction in downforce and simplified wings have seen top speeds rise, but apex speeds fall. ‘This meant we had to make a big step from 2018 as a result of the new rules, as obviously the brakes have to do a lot more work,’ Giovanni Clemente, Brembo Racing’s Formula 1 race engineer and telemetry data analyst explains. ‘This year’s…

access_time15 minutos
the power of dreams

‘We are in motor racing for two reasons: firstly marketing and secondly technical development’ It was all going to change in 2021. Alongside the massive aerodynamic and chassis rule changes Formula 1 was meant to be introducing a completely new power unit; but that will not now happen. There remains some speculation that a higher rev limit and a more potent MGU-K will be utilised, but for the next five seasons the power unit will remain largely as it is right now. Yet the revolution has not been cancelled, merely delayed. Early in 2019 F1’s chief technical officer, Pat Symonds, revealed that completely new power units would be introduced in 2025. Right now the discussions are starting on this, but there are some varied opinions in the paddock about what should be…

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