Sad day after 15years with #redbull. True champion
The 2014 rule shake-up is the biggest since…when exactly?
Certainly it’s the biggest since 2009, when KERS first appeared and the majority of the current aero rules were introduced. According to Sky Sports F1’s Martin Brundle, “It’s right up there, I would have thought, with banning turbos in that era”. It’s now 25 years since the era to which Martin refers passed F1 by, yet the new rules see the sport going back to the future.
But only up to a point. Yes, turbos are back – but not with a vengeance. The 1200bhp fire-belching monsters that Brundle and his contemporaries grappled with back in the 1980s are certainly not on the agenda. Times have changed, attitudes have shifted, and what’s to come reflects as much.
In short, F1 is going green. The ‘revolution’ which started with the introduction of KERS five years ago has been advanced by the 2014 rules, which were originally framed in the summer of 2011. Fuel will be rationed more strictly than ever before and a far greater emphasis is being placed on energy recovery. Further efficiency gains will also be produced due to chassis changes cutting both downforce and drag.
Yet the changes are not as fundamental as they might have been and, as is usually the case in F1, the result is very much a compromise. Haggling has persisted throughout the gestation period, with the engine specification changed (a four-cylinder unit was initially suggested) and cost considerations putting the implementation back a year. In terms of aero at least, what we’ll see will be very similar to what we’ve already got.
The debate about what we’ll hear has been more pronounced – with Bernie Ecclestone among those suggesting that the roar of the now departed V8s will be castrated, with slower lap times also having an adverse effect on ‘The Show’. Then there’s the issue of cost: a lot of teams are finding the going tough enough as it is; change doesn’t come cheap.
Such a departure raises other questions too, which Martin discusses in Part Two of our feature while McLaren Technical Director Tim Goss outlines how the changes will affect chassis design.
2014 – The facts
The normally aspirated 2.4-litre V8 engines used from 2006 until the season just gone will be replaced by 1.6-litre V6s with a single turbocharger and rev. limit reduced from 18,000 rpm to 15,000 rpm. The original intention was for four-cylinder turbo engines limited to 12,000rpm but that plan wilted in the face of opposition, notably from Ferrari.
Fuel will be injected directly into each cylinder and mass flow will be controlled according to a formula which does not allow the rate to exceed 100kg/hour. Furthermore, the amount of fuel cars will start races with comes down from around 150kg to 100kg, meaning an effective increase in efficiency of approximately 33 per cent.
This is where the additional power will come from. Cars currently use KERS, of course, and the device will remain. However, heat energy will also be recovered from the exhaust turbine (which spins the turbo). The systems are known as Motor Generator Units (MGU-K and MGU-H respectively) and the cumulative effect will roughly be tenfold: whereas KERS in its current guise has given an 80hp boost for 6.7 seconds per lap, ERS will offer 161bhp for 33 seconds. A maximum of 4MJ of energy can be stored per lap.
Engine + ERS = Power Unit
This is the term being applied to the combination of hydrocarbons and voltage outlined above, although whether it catches on is another matter. Depending on how good a job Mercedes, Renault and Ferrari do, it is anticipated that overall power will remain in the region of 750bhp.
Something that definitely will be heard next year, however, will be the actual sound of an F1 engine in the pitlane. The FIA’s original intention had been for a reliance on electrical power only but this has now been put back to 2017.
Only five power units will be allowed next season (eight engines have been permitted) and any use of an additional complete power unit will result in the driver having to start the race from the pitlane. Meanwhile, any changes of individual elements, such as turbo, MGUs or energy store, will result in a ten-place grid penalty.
They will therefore need to last at least 4,000km rather than the current 2,000km.
As is currently the case, there will be a ‘freeze’ with power units homologated by the FIA between 2014 and 2020. However, changes will be allowed for “installation, reliability and cost-saving reasons” while manufacturers will also be given the chance to make up any performance shortfall.
Eight-speed gearboxes will replace the current seven while ratios will be fixed for the season (although they can be re-nominated in 2014 only). Gearboxes must also last for six consecutive races, an increase from the current five.
Here, too, the changes are intended to boost efficiency, yet the FIA announced in December 2012 that “changes made to bodywork design, originally aimed at reducing downforce and drag for increased efficiency, have reverted to 2012 specification”.
Ideas such as reverting back to ground effects – whereby a Venturi tunnel on the car’s underbody generates downforce without the drag – were initially mooted but what has emerged carries, in truth, a large degree of compromise.
But that’s not to say the changes are insignificant. By the sound of it, the most fundamental change comes at the front of the car, where a narrower front wing and lower nose will significantly alter the airflow. So, starting there and working back:
The front wing width will be reduced from 1800mm to 1650mm
Tim Goss: “Probably one of the most significant changes is the front wing, the span of which has been reduced, moving the endplates in. That, in terms of the airflow across the car, is quite a major design challenge because the front-wing endplates are now sitting more directly in front of the tyres.”
The nose, which has been raised for many seasons now as designers seek downforce by pushing as much air as possible underneath the car, will be lowered from a height of 550mm to 185mm. Also, the ‘step’ seen for the last couple of seasons will be a thing of the past.
Tim Goss: “The rules stipulate that you must have a lower tip to the nose. One of the reasons for that is to try and prevent cars launching off the back of other cars – if a following car was to hit the rear tyre of a car in front then it would get kicked up in the air, but a lower nose would prevent that.”
The chassis height will also be lowered.
Tim Goss: “There’s a regulation on the chassis height that’s dropped by 50mm. The chassis height towards the cockpit, the limits there are the same. So essentially, the chassis will have to drop down as you go forwards and then the nose tip continues to drop as well. The days of a high chassis and high nose tip are gone.”
Side-impact structures will be made standard.
Tim Goss: “The crash tube that sits within the bodywork here will be a standardised tube. It’s being developed by Red Bull and the idea is two-fold: one to reduce costs and, two, the current regulations mean that the tubes aren’t particularly good in a lateral impact. They’re very good at taking an end-on impact but in a lateral impact they’re not particularly good. There’s a longer, more triangulated tube that all teams will have to run and that will dictate the amount of freedom you’ve got in terms of shaping the forward sidepod and floor. All the teams at the moment tend to do slightly different things with their side-impact tubes.”
No rear-wing main plane while the wing itself will be slightly flatter
Tim Goss: “There’s no rear-wing main plane allowed. The lower wing is not allowed at all, there’s an exclusion zone that sits there.
“Then the rear-wing box as we call it, which is the height of the rear wing from top to bottom, has been reduced. Both of them take downforce off the rear of the car.”
A central exhaust exit
Tim Goss: “The final significant change at the rear is that you have to have a central exhaust exit rather than exits at the sides of the car. So all exhaust systems will be exiting rearward of the rear-wheel centreline. The whole idea of moving the exhaust to that position is to prevent their use in creating extra downforce.”
Engine capacity might be reduced but the additional ancillaries will actually push the minimum weight of the car up from 642kg to 690kg.
This is without fuel but includes driver weight and there is a feeling that it’s actually still too low – hence the debate over whether heavier drivers might be penalised.
Pirelli has long been working on a new tyre – indeed, last May’s controversial test with Mercedes was in part undertaken with next year in mind.
As a consequence of the rule changes, Pirelli Motorsport Director Paul Hembery has promised “very dramatic changes” given that electric motors produce more torque at lower revs. For example, it’s been speculated that 2014 cars will be capable of generating wheelspin when changing from fourth to fifth gear.
Although the new tyre will have the same dimensions as the current model, the profile will be different while the structure is also being changed to cope with the greater forces unleashed.
Excitement builds as a storm brews!
Most of the journeys, although long, have gone smoothly so far, although some of the competitors’ equipment is still delayed in transit, but on-site the event crew are ready for whatever nature throws at them.With a host of World Champions amongst the fleet the standard will be as off-the-scale as the forecast conditions. With winds of up to 60 knots and storm swell of up to 9.9m forecast, the stage is set for a spectacle unseen before in the windsurfing world. First possible start is on Monday 28th 09.15 local time.
The biggest shock will surely be for Brazilian waveriding genius Marcilio ‘Brawzinho’ Browne, who has arrived weary-eyed following a mammoth journey from the balmy waters of the Pacific Ocean’s Marshall Islands? Flying via his Hawaiian home, the 23-yr old former Freestyle World Champ claims that he’s ‘…just hoping not to freeze!Great Britain’s Robby Swift’s epic voyage involved flying via Panama, Texas, California, Maui and Germany – with a total flying time of 39 hours! Swift and his boards made the final-leg flight to Dublin although his gear is still to materialise in time for the Monday morning kick-off.Also arriving from Chile was current Vice-World Champion Victor Fernandez who’s prepared for whatever nature throws at him with sails from 3.4 up to 4.7 and two storm-ready Quad fin boards of 75 and 86 litres, plus a stash of his sponsor ION’s neoprene and on-land clothing.
Moroccan windsurfing legend, Boujmaa Guilloul has adrenaline and fun in his mind of course, but even this master of high wind jumping is exercising extreme caution. Speaking during a flight delay in London he remarked that ‘this is a unique chance to take part in such big and exclusive event – I’ve been looking forward to it so much since I first heard about it and I would love it to be my favoured strong wind conditions – but my slogan is Safety First!’2009 Wave World Champ, Josh Angulo, is no stranger to brutally cold winter windsurfing and has travelled with all his specialist icy weather equipment. ‘I guess if I were to have a slogan for this event it would be RESPECT…Respect for all the hard work that’s gone in to this project, respect for Ireland and its people and, of course, respect for nature! My expectation is to score some Irish Juice!’
KEEPING THEIR COOL
The final entrants are all European specialists familiar with rough weather and freezing temperatures. Germany’s Dany Bruch, who competed at the last PWA World Tour event in Brandon Bay in 2002, is frothing about his return to Ireland. The Tenerife-based Pro, currently ranked 5th in the wave rankings, is heavier than some and has only a 3.7sqm sail packed as his smallest size to cope with the potentially 70mph wind.Bruch’s countryman, Leon Jamaer is also one to watch as the clouds darken and conditions intensify. The young rider from the Baltic sea is an up-and-coming star in the sport and was backed by the public voting that picked the main players to excel in wild wind environments. Fresh from a trip to Cabo Verde, Jamaer – who broke the PWA Top-10 in 2012 – was delighted to receive a text informing him of the ‘Mission GO!’ during a University lecture.Similarly, Kenneth Danielsen (DEN) will show his proficiency in the midwinter tempest approaching. Hailing from the North Sea Danielsen joins the Storm Chase from sunny Cape Town and had to borrow a winter wetsuit before catching a flight to Dublin. The Dane’s aim is clear: ‘my expectation is to score some of the most extreme conditions I’ve ever sailed in!’Finally it’s the French that represent another force of strong wind windsurfing. Marseille’s Thomas Traversa, winner of the penultimate PWA Wave event of 2012 in Denmark, is a featherweight talent but a master of heavy-weather sailing.
Traversa is joined by fellow Mediterranean ‘maniac’ Julien Taboulet, who has tamed some of the gnarliest high-wind and big-wave spots in the world. Apart from scoring solid conditions, Taboulet, and the all of the event crew and cast of challengers has more on his mind than just competition. ‘I really hope that we get some huge waves and good riding conditions to honour and remember our good friend Mikey Clancy – RIP forever brother’. Taboulet’s sentiments echo the entire global windsurfing community after Clancy, Ireland’s most-promising Professional Windsurfer, passed away in January of this year. Much missed by all of his family, close friends and Professional peers, Mikey Clancy became a windsurfing icon for his exploits in the crazy conditions of the Irish coastline and in PWA Tour events and for truly encapsulating the spirit of windsurfing in storm conditions.
Just a quick post to show you this redbull wolverine awesome airbrush spray job of a full face helmet. The company http://www.pitshark.it have some amazing radio control shells also and cover alot of sports. Check there website out.. And enjoy pictures
The WordPress.com stats helper monkeys prepared a 2012 annual report for this blog.
Here’s an excerpt:
600 people reached the top of Mt. Everest in 2012. This blog got about 9,100 views in 2012. If every person who reached the top of Mt. Everest viewed this blog, it would have taken 15 years to get that many views.
Red Bull Videos (@redbullvids) tweeted at 6:08 p.m. on Wed, Oct 31, 2012:
Behind The Machine – Building a Champion – Episode 4 http://t.co/khHKfVgo
Get the official Twitter app at https://twitter.com/download
One could say that the theme for this year’s Red Bull Rampage course is, simply, “Bigger.” With the course in such phenomenal shape and many pre-existing features looking better than they did at the previous event in 2010, not much work is needed, other than simply increasing them in size.
The digging crew wants to construct the best features possible for the riders to throw down their top tricks and wow the judges. Quite a few of the take-offs are being built larger, with their respective landings being made longer and smoother. In a mere three days the diggers have managed to increase the size of the landing for the infamous “Canyon gap” by a monstrous six feet in vertical height, and they’ve started work on trails coming off the top of the venue from the new start location.