Toro Rosso

[Captain Ahab Jr]

sound clip of the Toro Rosso

STR9 - The first run of the V6 - Scuderia Toro Rosso 2014 - YouTube

[yellowperil]

I'll bet there will be a lot of front wing bits and pieces that wont make it to the second corner in Aus

[yellowperil]

[kach22i]

Why are low profile tires so sought for on street cars, yet this race car has very high profile tires?

[1990C4S]

Originally Posted by 9dreizig

the tip of that thing needs a little viagra !

Originally Posted by livi

Muuhahaha!

Or a fluffer.

[Aragorn]

Originally Posted by kach22i

Why are low profile tires so sought for on street cars, yet this race car has very high profile tires?

The simple answer for the larger sidewall is rules. The F1 rules regulate the maximum size of the wheel (13-inches I believe.)

Modern F1 tires (tyres for our UK friends) act like a suspension component.

All F1 suspensions are stiff:

Formula 1® - The Official F1® Website

This allows the tire to act as a part of the spring rate and grip the road better:

Formula 1® - The Official F1® Website

Low profile tyres

[Neilk]

Originally Posted by Aragorn

The simple answer for the larger sidewall is rules. The F1 rules regulate the maximum size of the wheel (13-inches I believe.)

Modern F1 tires (tyres for our UK friends) act like a suspension component.

All F1 suspensions are stiff:

Formula 1® - The Official F1® Website

This allows the tire to act as a part of the spring rate and grip the road better:

Formula 1® - The Official F1® Website

Low profile tyres

I also read somewhere that it is a way to limit brake sizes, but not sure if that is really true.

[kach22i]

Originally Posted by Aragorn

The simple answer for the larger sidewall is rules. The F1 rules regulate the maximum size of the wheel (13-inches I believe.)

Modern F1 tires (tyres for our UK friends) act like a suspension component.

All F1 suspensions are stiff:

Thanks, and I can imagine this is not the best way to do things, just rules to make things tougher happen to reign.

Air in the tires I gather is similar to an untempered spring with huge heave swings, sort of like a hovercraft skirt hitting a wave a 60 knots - some Dramamine recommended.

[javadog]

Originally Posted by kach22i

Thanks, and I can imagine this is not the best way to do things, just rules to make things tougher happen to reign.

The rules are there to slow the cars down, mainly. They are already on the verge of being too fast for the tracks they use. Given a free reign, they could go a lot faster...

JR

[sammyg2]

Because low-profile tires are for posers, not racers.

[ZAMIRZ]

Don't forget about the money! You can't fit a giant white/red/yellow/green/blue Pirelli logo on the side of a low profile tire.

[BReif61]

A smaller wheel with higher profile tires will probably also weigh less and have less rotational inertia than a large wheel with low profile tires.

[jyl]

Exactly. If there were no limits on tech, the cars would be faster than the drivers could handle. Drivers blacking out in the turns would not be good.

Quote de kach22i

Thanks, and I can imagine this is not the best way to do things, just rules to make things tougher happen to reign.

The rules are there to slow the cars down, mainly. They are already on the verge of being too fast for the tracks they use. Given a free reign, they could go a lot faster...



JR

[Tervuren]

Originally Posted by rusnak

The irony is that none of the noses add any crash structure. The rules were written for added safety, and yet the crash structure is further back, where it has always been.

The rule makers are continually trying to keep an imbalance of rear down force on these cars. Last try was regulating a large frontal square are for the front wings. Team's ended up pushing the noses very high to scoop more air under the car, and spreading the wings out as far as possible to bear nearer the tires.

The purpose of this new nose rule - is reduce rear downforce. By narrowing the side pods, more airflow is needed there for cooling as you have less radiator space, then, by lowering the nose, you create a conflict of trying to get air both under the car for front lift/rear downforce, and through the car for cooling.

Most teams, are simply trying to minimize the aerodynamic impact of the new lower nose regulation by trying to get a cross section that still produces front lift and pushes air under the car.

There are also rules on the size of the nose, and each team is pushing those rules to the minimum size they can get.

[Tervuren]

Originally Posted by kach22i

Why are low profile tires so sought for on street cars, yet this race car has very high profile tires?

Larger wheel diameter allows for bigger brakes, and more space for cooling. The F1 wheel size was limited to try to keep a limit on the speeds of the cars via the brakes - but teams have really done a lot to keep them cool and functional anyway.

[Captain Ahab Jr]

Originally Posted by Tervuren

The rule makers are continually trying to keep an imbalance of rear down force on these cars. Last try was regulating a large frontal square are for the front wings. Team's ended up pushing the noses very high to scoop more air under the car, and spreading the wings out as far as possible to bear nearer the tires. .

This is the 0.5m wide FIA defined central wing section, teams have always pushed the wing as far outboard as possible as a lot of the front downforce comes from the wing end plate and its interaction with the road. The FIA also lifted the wing legality box to make the front wing end plates less effective in creating downforce .

Originally Posted by Tervuren

The purpose of this new nose rule - is reduce rear downforce. By narrowing the side pods, more airflow is needed there for cooling as you have less radiator space, then, by lowering the nose, you create a conflict of trying to get air both under the car for front lift/rear downforce, and through the car for cooling.

new nose rule is 100% to do with safety and nothing to do with slowing the cars down. New rules for reducing the front wing width by 150mm and removing the lower rear wing are designed to slow the cars down. It works on the front wing by making it harder to control the front wheel wake using the wing end plates. It works on the rear by reducing the low pressure area behind the diffuser that the lower rear wing helped to create. I assume both ends of the car were changed to keep the aero balance similar [/QUOTE]

Originally Posted by Tervuren

Most teams, are simply trying to minimize the aerodynamic impact of the new lower nose regulation by trying to get a cross section that still produces front lift and pushes air under the car. There are also rules on the size of the nose, and each team is pushing those rules to the minimum size they can get.

The shapes are all about improving the airflow to the rear diffuser, the nose shape doesn't really edect the front wing

Originally Posted by Tervuren

Larger wheel diameter allows for bigger brakes, and more space for cooling. The F1 wheel size was limited to try to keep a limit on the speeds of the cars via the brakes - but teams have really done a lot to keep them cool and functional anyway.

Don't think this is coorect, a larger wheel with the same tyre rolling radius would more than likely increase speeds, as a larger part of the brake cooling system is designed to duct clean air through the wheel to smooth out the front wheel wake as it goes down the car.

The wheel size was kept the same due to cost as all the teams would need to relearn how the suspension effects the handling of the car. Tyre squish is where the majority of the suspenion movement.

[kach22i]

Williams F1 - History of Aerodynamics


New 2013 F1 aerodynamic formula - Forum - F1technical.net



At least 1/3 of the story is what's going on underneath.