2014 pre-launch thread

2014 tires being tested starting Dec 17.


Christian Horner on RB10:
I think Adrian would describe it as RB10 being a cousin of RB9

There are elements that are going to carry over and the DNA of RB10 will come out of RB9. Of course, it's a much different engine and exhaust solution, but aerodynamics are still going to play an important role next year.

The engines are the big unknown next year. All the manufacturers are probably struggling with reliability because the units have got to go so much further than the V8s, plus the complicated electronics on the car and a big turbo - it's a completely different form of racing. I think they've come up with the most complicated type of engine you could have dreamt up and it's certainly bloody expensive.



Newey on 2013 /2014 and RB10:

"The biggest problem is the front wing."

" I will try to keep the "rake" even without exhaust blowing"



Ferrari had Fernando in the simulator last week for a solid day. Nothing else is known of course. http://www.auto-motor-und-sport.de/formel-1/interview-mit-ferrari-technikchef-pat-fry-haben-red-bull-auspuff-probiert-7943954.html


Mercedes I suspect are trying to tailor W05 a bit more to Lewis as well, but I guess the issue was the Merc suspension system did not provide the dive under braking Lewis was used to, the car very much leveled itself which is good and bad, although I suspect trail braking would be odd to digest. Lewis certainly seemed more at ease with it later and he didn't mention any particular discomfort so who knows, maybe it was fixed.



Some fantastic information obtained by 'MercedesAMGfans' and his website explaining the Merc suspension system formerly known as 'Fric', from someone inside Merc:



As we know Mercedes started playing with the idea at the end of 2011, then in 2012 they had full FRIC and wasn't perfected until this year where it still a bit volatile.

this is as he explained it down to the way its laid out and no, no Mercury involved..
the concept behind the FRIC mainly to aid high speed cornering mechanical grip and to complement the lowspeed cornering with tradition anti-roll bars.. yes they use both methods. the fundamental issue this year was that because its hydraulic fluids that are adjusted, i.e taken out or put in depending on how soft you want the suspension, aren't always of the same "viscosity/pressure" at the time of adjustments, usually done in FP1 and locked for FP2 they can't get it 100% all the time between both cars. simple matter being that one car maybe hotter than the other or vise-versa when making the changes on setup as its only one guy doing it, so by the time he's finished on one car, the "pressure/viscosity" has changed.
But from what he's told me they're almost got the "balance" correct on that, and when it works, like at silverstone it works brilliantly. they should have it honed over the next few weeks for the w05 he told me.
the other thing with relation to FRIC and Lewis hamilton's braking ability.. it's not that there is anything wrong with the brakes per-sey, but more over that he's not used to the FRIC system keeping the car pitched up underbraking, where like in his mclaren days you'd see that his car DIVES massively as he wants it which gives him the confidence..
Also RAKE angle..
The trick with RAKE is that RB are able to keep a higher Rake angle compared to others yet somehow reduce drag, high rake angles give massive downforce, but at the same time, increase the drag, and Mercedes did indeed take a look at this properly and just don't know how Newey and his Eggheads at RB were able to get away with such high angles.. so much so that when the cars go on the weighbridge for scrutineering, the height of the RB at the back isn't level with the front of the car, so doing the floor plan wear test they have to drop the rear of the car to get the measurement.

Engine/powerunit wise -

Mercedes have indeed been working longer and harder on the new units than anyone else, basically since they were first announced.. the major components have exceeded the reliability tests and in terms of HP its still very much unknown but KERS/ERS is going to be very important, and unlike the current generation of KERS where if it fails, you just lose a bit of laptime, you basically won't be able to finish the race as a good chunk of the overall power will be coming from the KERS/ERS and with the fuel limit to 100KG the car will simply run out of fuel if KERS fails.
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And Ferrari can build a pretty engine, really looking forward to seeing what they have to offer
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Just one exhaust area. Right down the center

 

Thanks for posting that article. Interesting Jenson notes wanting to have a very long throttle pedal travel. I think this is going to force a lot of F1 drivers to get back to their roots and fundamentals of driving. Aero won't be able to drive the car at a lot of places like it had been for so long. My guess is the really young guys with little F1 experience are going to go well.

 

The 80s was all turbo, and that IMO was the first golden age which started in the late 70s.

 

Texasmr2 is pretty hardcore there. I may whine a bit more than him haha. I get his meaning though

 

I have been reading in other places that Newey is really bothered by these changes. You can tell from his statements he's not liking this.

 

Mercedes signs two Red Bull engineers - GPUpdate.net


Mercedes has confirmed the signing of two engineering appointments ahead of the 2014 season.

In two newly-created roles to further strengthen the team's technical organisation, Mark Ellis will join as Performance Director, while Giles Wood will take up the position of Chief Engineer, Simulation and Development.

Both men switch from reigning World Champions Red Bull, and will complete their moves in June 2014.

 

And as Mclaren's Whitmarsh was quoted, offer them 'telephone number' salaries.

Daimler wants championships