'Mercedes en Red Bull geraakt door nieuwe technische richtlijn'

Ahg, deh hebben ze zo "GeFixed"....no worries....

Er worden ook zomaar wat namen geroepen en iedereen valt weer over elkaar heen. Red Bull, Mercedes, Ferrari enz enz enz. Alles is een streng bewaakt geheim. AMuS mag dan wel een beroemde site/magazine zijn die in het verleden mooie artikelen heeft geschreven. Maar in dit geval worden gewoon alle teams genoemd. Of het nu waar is of niet. Mooi sausje eromheen en klaar. Ze hebben echt geen idee wat er echt speelt.

Of het de teams raakt? Ik denk het niet. In dit geval wordt het technische vermogen van de ingenieurs en ontwerp team schromelijk onderschat. Die hebben de nieuwe richtlijn al maanden in huis om alles aan te passen. Die teams zetten alles op alles om te gaan voldoen aan de nieuwe richtlijn zonder de functie aan te passen. Met andere woorden. Er veranderd niets. Alleen de testen worden op de juiste manier doorstaan.

De hele reden waarom de teams altijd direct roepen: we hebben te weinig tijd om alles aan te passen, bij een nieuwe richtlijn, zodat we alles maken zoals de FIA wil, klopt niet. Dat moet eigenlijk zijn: we hebben wat meer tijd nodig om het dusdanig aan te passen dat de functie blijft zoals het is, maar dat we de testen doorstaan.

"Het team van Haas zou dan weer de structuur van de achtervleugel hebben aangepast"
Arme Haas, hebben ze dan eindelijk een grotere update op dat hok geschroefd, moeten ze nu weer gaan sleutelen aan de achtervleugel. ;-)

"Red Bull en Mercedes geraakt" in de kop van het artikel..
Maar vervolgens de helft van de teams in het artikel ook geraakt.. zet dan "meerdere team geraakt" in de kop... beetje sensatie maken

Dit betreft zo'n beetje alle teams, niet alleen Mercedes en Red Bull..

Max is vanmorgen 04:15u onze tijd geland en kon meteen
aan het schoonmaakwerk samen met Checo.

twitter(.)com/S9160t1/status/1702214919360548874

Red Bull Chief Adamant Singapore GP Rule Change Won't Affect Team

Red Bull team principal Christian Horner has spoken out on the tightened rules for the upcoming Singapore Grand Prix, but remains adamant that this won't be an issue for the Austrian team.

The Austrian team has won every race of the 2023 season so far and will be hoping to continue this incredible winning streak. However, Mercedes, Aston Martin, and Ferrari are expected to be strong at the Marina Bay Street Circuit. On top of this, Red Bull's sister team AlphaTauri is set to bring big upgrades to the race weekend.

The FIA has taken a decisive step with the introduction of technical directive TD018. This move comes amidst suspicions about teams manipulating the flexibility of front and rear wings for aerodynamic advantages. Such flexibility can offer teams improved downforce and reduced drag at high speeds.

The directive is rooted in Article 3.2.2 of the Technical Regulations, which mandates components to be “rigidly secured and immobile with respect to their frame of reference.” To ensure adherence and clarity, the FIA requested teams to furnish detailed assembly drawings and cross-sections of their cars. This will provide insights into how front and rear wing elements are integrated with other parts, such as the nose, rear-wing endplates, and rear-impact structure. By the Singapore GP, all designs flagged as non-compliant need rectifications.

Speaking about the changes, Horner insisted to the media that he doesn't see if affecting Red Bull. He explained:

“It’s not something that affects us.
“We’ve seen a few rubbery nose boxes, shall we say, so we’ll see those get addressed, I guess, in Singapore.”

Voor de zoveelste keer, de regels zijn niet aangepast!!!! Alleen de manier van controleren is anders waarschijnlijk, waarmee het doorbuigen getest wordt. En (teveel) doorbuigen was al niet toegestaan volgens de reeds geldende regels.

Ik ben ook geraakt door de nieuwe richtlijn, ik ben ineens een stuk minder flexibel vandaag. Alsjemenou. 😮

Laat de teams toch lekker de flex vleugels en vloeren gebruiken, dan hoeft er niet iedere keer een TD uitgebracht worden. Hoort toch ook wel bij de tijd bewegende delen. De techniek is er en ga gewoon met de tijd mee FIA

Van de FIA:


FIA Insights: Flexible strategies – How the FIA’s latest Technical Directive reflects
F1’s evolutionary rulemaking
13.09.23

At this weekend’s FIA Formula 1 Singapore Grand Prix, the FIA is introducing a new Technical Directive regarding the aerodynamic influence offered by particular components, and while directives are advisory and do not constitute Technical Regulations, they form a key element of the Federation’s application of the rules – providing clarity, ensuring compliance and promoting fairness.

In the case of TD018, the clarity is provided around bodywork design details and in particular front and rear wings that according to FIA Single Seater Technical Director Tim Goss “try to get the most out of the boundaries that exist within the regulations”.

“There are a lot of clever engineers out there looking to get the most out of the regulations and we have to make sure that everyone has a common understanding of where the boundaries are and we have to be fair and balanced across the whole group in how we apply them,” he says. “And in recent times we have seen a little bit too much freedom being applied to the design details of aerodynamic components.”

In the new directive, Goss says that the FIA became aware of a number of cases where bodywork designs (in particular, front and rear wing designs), comply with the requirements of Article 3.15 of the Technical Regulations, governing Aerodynamic Component Flexibility, but which could be deemed to contravene the provisions of Article 3.2.2, because they “exploit regions of purposely designed localised compliance and/or relative motion between adjacent components”.

In layman’s terms, as Goss explains, it means that clearer guidance around how components are joined together needed to be given.

“For us, the important bit of Article 3.2.2 is that ‘all aerodynamic components or bodywork, influencing the car’s aerodynamic performance must be rigidly secured and immobile with respect to their frame of reference and that they must make use a uniform, solid, hard, continuous surface under all circumstances’,” he explains. “Now, quite clearly things cannot be totally rigid. So, we have a range of load deflection tests that define how much elements can bend and we've evolved those tests to represent what the teams are trying to achieve on track and to put a sensible limit on them. We play by those rules, while teams look to exploit the allowance in terms of deflection. That’s normal. So the TD is just about making sure that we, the FIA, and the teams, all have a common understanding of where we will draw the line in terms of these design details.”

And according to TD018 that line now exists at point where “regardless of conformity with the load tests defined in Article 3.15 [the FIA] would consider any design which uses the relative motion between adjacent components of mechanisms in order to maximise aerodynamic deformation to be in breach of Article 3.2.2. “What we don't want to see,” says Goss, “as an example, is that the joint of a rear beam wing and an end plate is decoupled in any way such that it rotates about a pivot there, or that it can move laterally or up and down.”

Advisories such as the one being made this weekend often stem from questions being asked about the legality of one team’s car by a rival, but in the case of TD018, Goss explains that guidance is being issued in response to a broader recognition that more clarity was needed.

“It's not that we've seen any one particular car or feature that we've targeted, or an element that's been common across the whole grid,” he says. “This is about where front and rear wing elements join the nose, join the rear impact structure, join the rear wing endplates. And there have been several instances where teams have tried to make the most of the deflection allowance by permitting some bits and pieces to start moving relative to each other. And if you've allowed one piece to be decoupled relative to another, the bodywork might have to have some degree of local flexibility at that location. And if there is local flexibility, we’re saying, clearly, that's not compliant with being uniform, solid, hard and continuous. Under the TD, we have included various examples, designs which we consider are not permitted and exceptions which we consider are permitted.”

To illustrate the grid-wide need for clarity, the FIA technical department issued a draft version of the directive to teams, asking for further feedback before finalising the advisory.

“With matters such as this we issue the TD in draft form,” explains Goss. “We've been speaking to some teams for several weeks where we believed there was a need for clarity, and then issued our proposal to all teams asking for feedback by the 29th of August. We then spoke again in Monza, about design details, where teams were asking us about examples. It’s just a matter of fairness to everyone, making sure we all have that common understanding, and that everyone knows how we are going to operate from a given date.”

To ensure further transparency going forward the FIA is to also begin requesting additional drawings of the structural designs of areas of concern.

“Teams have to submit designs at the moment, they upload lots of information but now they will have to upload structural connections and that in itself helps to self-police it.”

And ultimately, the FIA Single-Seater Technical Director says that advisories such as Technical Directive 018 are a hugely important mechanism through which the F1’s rulemaker can effectively and progressively guarantee fairness.

“This Technical Directive is an example of where ourselves and the teams work together to try and make sure that we have a common understanding and it is a huge positive,” he says. “It's not simple, but if we can evolve that understanding in a sensible, considered way then I think we’re going in the right direction.”