Most circuits on the Formula 1 calendar have a history that dates back to the when the Formula 1 World Championship was just an upcoming motorsport. Other circuits are practically brand new that will carry on this tradition. These circuits include Yas Marina Circuit in Abu Dhabi, the Bahrain International Circuit, the Sochi Autodrome and many more. But the drivers favor one particular circuit out of the selection of many, the track I am talking about is Circuit of the Americas.
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Honda will participate in the Formula One World Championship in 2015, in a joint project with McLaren as a power unit supplier. Honda will be developing, manufacturing and supplying power units as a “Power Unit Supplier.”
The modern Formula 1 car is among the most amazing machines ever made. And when you’re going wheel-to-wheel with someone like four-time world champ Sebastian Vettel at 200 mph, you can’t take a hand off the wheel to do, well, anything. Every task a driver might need to do, every bit of information he might need to know, is quite literally at his fingertips.
Formula One's regulations are written and published by the FIA, the governing body of the sport that is also responsible to enforce those rules by checking cars on their legality, handing complaints and hold court cases to decide on penalties when serious rule infringements would occur.
Formula 1 is the ultimate test of technological excellence and driver skill. But for many years it struggled in its mission to maintain the right balance between these two driving principles. Systems such as traction and launch control made driver ability less critical to the outcome of races, but a ban on these systems proved almost impossible to police.
At the heart of the modern Formula One car is the 'monocoque' (French for ‘single shell’), or 'tub'. It incorporates the driver's survival cell and cockpit, and also forms the principal component of the car's chassis, with engine and front suspension mounted directly to it.
We’ve seen no shortage of spectacular crashes in F1 in recent years, and each is a testament to the level of safety engineered into the cars. That’s due to a relentless campaign to make Formula 1 cars ever safer. There are pages and pages of safety regulations, and the cars undergo stringent dynamic, static and load tests to ensure the safety of drivers.
Formula 1 brakes are something of an engineer’s dream. Nothing quite compares to them in a structural standpoint because while most road car brake rotors are made from a nodular cast iron, Formula 1 brakes are made from carbon fiber composites.
Under acceleration (eg. down the pit straight) the internal combustion engine will be using its reserve of fuel. The turbocharger will be rotating at maximum speed (100,000rpm). The MGU-H, acting as a generator, will recover energy from the exhaust and pass to the MGU-K (or the battery in case it needs recharging). The MGU-K, which is connected to the crankshaft of the ICE, will act as a motor and deliver additional power to pull harder or save fuel.
In 2014 Formula 1 entered a new era! After three years of planning and development, the most significant technical change to hit the sport in more than two decades is introduced. Engine regulations form the major part of the coming revolution, with the introduction of a new generation of Power Units that combine a 1.6 litre V6 turbocharged engine with energy recovery systems that will dramatically increase efficiency by harvesting energy dissipated as heat in the exhaust or brakes.
Michael Schumacher has won more world championships and races than any other Formula One driver in a career which lasted 19 seasons. He first retired from the sport in 2006 while driving for Ferrari. He returned four years later with Mercedes, only to retire again at the end of 2012.
The power unit and transmission of a modern Formula One car are some of the most highly stressed pieces of machinery on the planet, and the competition to have the most power on the grid is still intense.
Now onto the REAR wing including the DIFFUSER. The team fitted a brand new rear wing to its car at the first pre season test, featuring a slot at the leading edge of the sidepod panel, similar to last year's design. The extensive fins at the rear end of the endplate are however very new, although it's a development seen on several cars as they do help to reduce pressure underneath the rear wing and therefore increase downforce.
First off is the FRONT wing, although that seems to be a fairly conservative development of a 2013 wing. The panels are still largely the same, although there is some modification in the stacked panels. The endplates on the other hand do not feature slot gaps as with most other teams and simply end up with a vertical fence ahead of the front wheels.
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FiA Regulations
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