Quote:
Originally Posted by bkreigsr
I'm guessing that at least 25 % of the data gathering sensors were compromised by the contact. It wasn't just a matter of bolting on a new RR suspension, and tail assembly, and sending him back into the fray.
Plus, if I was a mechanic with any pull, I'd just say fxxx-it, what's the use - these two clowns can't even do one lap without messing up - let's move on to Hungary.
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Don't think any data gathering sensors would have been harmed, rear push rod load cell may have seen an over limit spike but other than that there aren't many sensors around that end of the car that would have been compromised
F1 mechanics have no real pull, they do the job they're told to do and have no say in race strategy decisions
Front wing change can be done within second's, 2 or 4 half turn cam nose to chassis fixing loosened, fit a new fully built nose/wing assy, tighten and the car is racing again.
Rear wing assembly is a different beast as it will be bolted to the rear crash structure, could be anywhere from 4 bolts upwards. Rear crash structure will be bolted/bonded to the rear diff cap (rear cover holding the diff in to the gearbox) or the crash structure and diff cap are both laminated into one part. Some teams might even have the carbon gearbox and rear crash structure as a one piece laminated or bonded assy.
Also with the DRS system there will by a hydraulic line which would need splitting and bleeding.
Ring wings are designed for a twist load case but usually only to the extent of a marshal pushing one end of the wing in the situation of a car stuck in a gravel trap. This won't be anywhere near the load of a F1 car driving into the back of another car.
With that type of twist load that wing saw before it was knocked off there would be damage to the rear crash structure so end of race for Vettel.
There is always a conflict of interest designing between 'on track' and 'off track' performance. Very easy to add too much extra weight for the 'what if's....'