Space is the Place
pfm Member
Yes i bet a less Squashy tyre will give less grip on kerbs and the exit of the turns where the cars are running onto the edges of the track, they must have to run softer suspension to accommodate less air volume.
I will add more comments in another post as this is getting a bit long!
- 10 to 15 mm of front ride height travel whilst the tyres in terms of ride height will compress by around 25mm (they expand due to rotating at high speed and that affects the aero)
That shows the expansion effect very well. The compression effect of the aerodynamics then compress the tyre between the axle and the ground.No complaints from me with your longer posts, Ian.
For an extreme example of tyre growth at high rotational speed, see this slow mo:
The suspension engineers will get around the kerb strike problems. With a lot more suspension travel the dampers will be used to better manage kerb strikes, better manage contact patch force management and body attitude.Don’t know about anyone else but I’m going to miss the small wheel/fat tyre look. Guessing there’s going to be weight increase at the four corners as well as the already mentioned less grip on kerbs, so possibly higher tyre deg and drivers won’t be banging over cars over the bigger kerbs we have at some tracks. Don’t want to see drivers abusing track limits but watching them carefully file around not wanting to ruin their tyres on the kerbs doesn’t sound it’s going to add to the racing spectacle either.
Time will tell though.
Yes it should work that way.Wouldn’t smaller, stiffer sidewalls give a more predictable tyre performance over the course of its life? Tyres being a large part of the suspension is all very well, but they vary in behaviour so much due to temperature, thickness, wear etc that moving more suspension movement to the stable dampers and springs must be a leap forward.
Now 20 of those on a starting grid **may** bring out the noise police. I miss seeing / hearing that spectacle from my younger years.No complaints from me with your longer posts, Ian.
For an extreme example of tyre growth at high rotational speed, see this slow mo:
Around 48 kg for the hybrid powerplants, 50 kg for safety improvements since 2001. And now another 43 kg for the 18" wheels and presumably more safety enhancements, but I cannot remember exactly how the increases were justified.And nearly 150kg more than a 2001?
In my interview with Super Aguri on this day in 2005, Mick Ainsley-Cowlishaw made it very clear to ms that I’d probably be away from home from February to November…. I’d gone for a position with the factory, interview quickly evolved into a position with the combined race/test team.A F1 mechanic describes how tough the seasons are becoming with the triple headers:
https://www.motorsport.com/f1/news/...or-mechanics-as-f1s-calendar-expands/6960259/
The differences that I have observed over the years are as follows:
In 1990:
- Two separate sets of mechanics, race team mechanics attended race events and test team mechanics attended test events
- Race team mechanics attended 16 races a year.
- Test team mechanics would attend up to 20 tests a year.
- Test or races involved very long days and night, with many all nighters, which were of course very hard work.
Changes to operational format etc from 1990 to 2021:
- Parc ferme introduced on Saturday to limit amount of work on the race cars that the mechanics can do.
- Curfew introduced so that work has to stop by a certain time at the race track to limit the amount of work that the mechanics can do.
- Gradual increase in number of race (16 to 23)
- Testing dropped in phases down to one 3 day pre season test in 2021. Test team mechanics job no longer exist in teams and has not done so for many years.
- August F1 2 week shutdown introduced to give all race team personnel a mid season break.
In 2021:
Whilst is has generally got easier for the mechanics, the triple headers are particularly tough and so I hope that they do listen to the mechanics when they are telling their teams that the workload is having a negative effect on them.
- 23 scheduled races, 22 took place.
- 3 day pre season test.
- Many triple headers (3 races on consecutive weekends) which are really hard work for everyone.
A very wise choice.In my interview with Super Aguri on this day in 2005, Mick Ainsley-Cowlishaw made it very clear to ms that I’d probably be away from home from February to November…. I’d gone for a position with the factory, interview quickly evolved into a position with the combined race/test team.
Naaa.