- RJHSaints,May 11 2008
- 11:25 AM
At least if that does happen it'll put paid to Rams' 'two seconds a lap' theory
I've said this before, but I'll repeat it...
You don't seem to understand it's not MY theory!!
Why don't you understand about that?
Here is the full article for your viewing pleasure (probably the fourth time I've posted this now )
- Quote:
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Q: Rory, together with Pat Symonds and Paddy Low, you belong to the Overtaking Working Group. How do you actually work and what are your aims ? Byrne: ''The Overtaking Working Group (OWG) was called to life last February or March. It was our job to develop a technical concept - with the aerodynamics being the most important part of it - which allowes for more overtaking.''
''The Technical Working Group, which comprises of all the technical directors of all the teams, had decided that the OWG should be formed by employees of the three topteams. So Paddy, Pat and I were nominated. We had one or two preparative meetings with Charlie Whiting and Peter Wright, who's the FIA advisor, and we've discussed which objectives we wanted to meet.''
''We came to the conclusion that we had to revers the technical trend of the last ten to fifteen years by increasing the grip of the tyres and by reducing the role of the aerodynamics. It's pretty clear that these measures would lead to less sensitivity with regard to aerodynamic flows interfering with each other. So the step we made was talking to Bridgestone about the increasement of griplevels and the reintroduction of slicks. The tyre compounds should become softer also, this leads to a much better one lap performance.''
''The next question was how to reduce the aerodynamical performance to an acceptable level. Formula 1 cars would be slower than GP2 cars when you for instance reduce the current downforce levels to 10%. So we carried out simulations that made us decide to go by the reduction of 50% of the downforce levels experienced in 2006. We also had to think of a way which prevents the teams from getting back to the same level after only a few years.''
''Then we made an agreement with Fondmetal to use their windtunnel because they have fundamental hardware available which allowes to have two cars in the windtunnel and to read the matching results. We needed a basic car for this test. We used the F2004 for that. We were able to determine how much downforce and balance was lost when an F2004 followed another F2004. That was our basis.''
''Then we spent four times five days in the windtunnel, so 20 days in total within a month time. The first step was to reduce the level of downforce but it was also about making the car less sensitive and to change the car correspondingly. Going through these four sessions we carried out a whole range of experiments to understand which designs were suitable and which weren't.''
''Afterwards we put all the collected data in a computer and McLaren carried out the first simulations with their driving simulator (De la Rosa and Paffet tested it at the time, they were very enthusiastic - AFCA) to compare the characteristics of the current car (the MP4-22 at the time) with that of the F2004. We found out that at the moment you have to be two seconds faster on an average track, to overtake the driver in front of you. Through the work we've carried out, we reduced these two seconds to just a half. That's a significant improvement.''
''I do not suggest that things will really be like that in 2009, the teams are further developing their aerodynamics and would subsequently nullify some of what we've done, but I'm certain that the drivers will notice a clear difference. We will see. I'm very anxious about it.''
''At the end of August 2007 we finished the experimental work. In October we presented the aerodynamic regulations we've designed to the Technical Working Group. There was unanimity about implementing the modifications for 2009. So from that point of view our job is done. Of course we still discuss with each other every now and then, and I'm also certain that we'll be able to make a step forward in the future - it's almost inevitable we'll have to something else in five years time. The process (of improving F1 racing/the spectacle - AFCA) certainly hasn't come to an end, but this has been a sound first step.''
Q: Was testing with slicks in December part of your programme ? Byrne: ''Bridgestone wanted to do this test to gain data to better prepare for the 2009 season. In April there will be another test with slicks at Barcelona, and then another one in July.''
Q: You're an aerodynamicist, no mechanical engineer but how will the introduction of KERS influence your chassis design ? Byrne: ''This will certainly have a fair bit of influence, not least because of the weight of the package - regardless of what kind of package is decided to be used in the end. The positioning of the KERS will affect the design also because a Formula 1 car is designed to be as compact as possible. All the components are at the absolute limit in terms of weight. The team that a) has the best KERS system and b) integrates it best in the package, will be the most succesful.''
Q: Will KERS also influence the car aerodynamically ? Byrne: ''Could be. Indirectly. Each change to an element of the car has an effect to another element because Formula 1 cars are such a complex structures.''
Yes, that's right - Rory Bryne, Pat Symonds and Paddy Lowe. NOT ME!!!
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