Team Haas Car for 2022.

So a PU freeze and electrical system freeze as well.

Video - https://motorsport.tv/embed/XBzjC84u...o-a-new-f1-era

https://www.autosport.com/f1/news/me...t-run/7926547/

Mercedes “absolutely desperate” to see 2022 F1 power unit run
Mercedes HPP boss Hywel Thomas says his engineers are “absolutely desperate” to see how their latest Formula 1 power unit behaves in the new W13.
Adam Cooper
By:
Adam Cooper
Feb 6, 2022, 8:30 AM

Manufacturers have had to adjust their PUs to suit the different cornering characteristics of the 2022 cars, as well as having to deal with the change from E5 to E10 fuel.

In essence, the 2022 aerodynamic package means that this season drivers will be tackling corners in a different manner to previous years, and the PU suppliers have had to make changes to ensure optimum power delivery.

Thomas says HPP has done a lot of homework in conjunction with the chassis team in Brackley, but is ready to make further changes after early testing with the new cars.

“The 2022 car is very, very different,” Thomas said in a team video. “We know the aerodynamics are different.

“And from all the things that we've been told and from all the work we've done with the team here at Brackley, we believe that the car will be doing slightly different things, and the requests from the driver will be different as they go through the corners than they were in previous years.

“We've got simulations, we've done all our calculations, and we've modified the engine and the way that the engine drives in order for us to be ready.

“And we'll be able to react to when the driver puts the power on perhaps in a slightly different way, perhaps at a slightly different time.

“Of course, we're absolutely desperate to get to the first track test so we can see if those simulations are correct. Hopefully they will be.

“If not, we'll be ready to adjust the PU as necessary to make sure that the driver gets exactly what they want when they ask for it.”
A mock up of Mercedes 2022 F1 car


Thomas added that the new rules have given Mercedes an opportunity to re-think packaging and optimise the installation around what works best for the chassis designers.

“Every year we take a look at the power unit and the way that it sits inside the chassis in order to give us the best lap time,” he explained.

“With 2022 being an all-new chassis, what that means is that we have an opportunity to look at everything again.

“There are areas on the car which will be very sensitive to lap time. And there'll be other areas in the car which are less sensitive. And what we're trying to do with the PU is to make sure that we stay as far away as we can from the sensitive areas to give as much flexibility as possible for the car designers, and to package the parts of the PU into areas where there's less sensitivity.

“So what that means is working hand-in-glove with the chassis department, and with all those engineers, to make sure that the PU fits in exactly where it needs to, to make sure we can make the fastest overall package.”

Thomas stressed that the PU performance freeze that will last until 2025 provides yet another challenge.

“The PU has a frozen performance spec. And what does that mean? It means that from the start of 2022 until the new PU, which we're expecting to come in 2026, the performance of the engine is frozen.

“And from midway through the year, the performance of the electrical systems is also frozen from a performance perspective. So what that means is we will not be able to bring performance upgrades during the year. It'll only be possible to do reliability upgrades.

“So with the new fuel, the freeze to performance of the PU over the course of the season, and the whole new car, the whole new aerodynamics and fitting the PU within it, there is a huge challenge for everyone involved, and especially team up in HPP.”

https://www.autosport.com/f1/news/th...rules/7956486/

The simulation tools that have given F1 confidence over 2022 rules
Formula 1 fans may be full of excitement for the new car designs that will roll out this week, but the true answer about the success of the 2022 rules is still some way off.

By: Jonathan Noble
Feb 7, 2022, 5:46 AM

As Haas technical director Simone Resta said on Friday after the reveal of his team's VF-22 images: "So far everyone has been playing with models, whether it is a wind tunnel scale model or whether it is virtual model, simulator, simulation etc. It's all in the virtual world. There's nothing on track.

"The only thing that matters is on track performance with the drivers. We really need to see how the package will work, how it will interact with the tyres, how it will interact with the setup, etc.

"We can only be able to judge and improve the following once we will be able to stay one second behind another car in a fast corner, and understand how the delivery will be if compared to 2021."

Resta's cautiousness is based on the times that the FIA and F1 chiefs have pushed on with bold rule changes to improve the spectacle, only for them to fall flat when the cars ran in the real world.

One of the most famous examples was the 2009 regulation overhaul that was aimed at tidying up the aero of the cars to help them follow each other better.

The FIA's work on simulating airflow turbulence left Formula 1's chiefs hopeful that the tweaks would work; but the teams scuppered things by over-riding the intention of the rules through their quest for performance.

The way the team's aero panned out actually disrupted the wake in such a way that it made it difficult for the cars to follow each other.

As the FIA's current head of single seater matters Nikolas Tombazis, who worked for Ferrari at the time, said: "The rules were just full of so many freedoms that within a few weeks of windtunnel testing, and obviously I was sitting on the other side of the fence [working for a team], we had totally negated all the good things that had been thought of."

As F1 heads into a much bigger rules shake up than even 2009, there is a much-increased level of confidence among its management about how the regulations will deliver.

And the basis of that has come from F1 and the FIA having done much more work themselves on framing the regulations than was ever done before.

Perhaps more crucially, though, F1 was able to call upon technology that was far in advance and much more powerful than anything that teams are allowed to use themselves.

So rather than being at the beck-and-call of teams trying to help out in their own spare time, F1 was on the front foot and much further down the park working by itself.

That was because of a partnership that F1 has with AWS, using its cloud technology to run CFD simulations that reduced the average time of runs enough to give F1 and the FIA a huge edge in framing the rules.

As F1's lead engineer Rob Smedley told Autosport: "It has somewhat revolutionised and transformed the way that the FIA were able to write the rules."

What was critical for F1 and the FIA in its research was being able to run two cars together, for only then can the full impact of air disturbance be analysed to work out what was needed to let them run close.

The complexity and processing power of doing that was beyond what teams could deliver in a realistic timeframe, which is why the AWS solution has proved to be such a game-changer.

Smedley explains: "The key technological barrier was that we needed to have a CFD simulation with two cars.

"A CFD simulation with one car, if you run that under the team's aerodynamic test restrictions, then that half car with something like 200 cores is around about five hours.

"And just to geek out for a minute: that's about 100 million cells within that simulation. When you go to a full car, you get up to about 200-250 million cells. So using the 192 cores of the team's simulation, that then puts that full car up to 14 hours.

"If we wanted to use that same technology and computational power within the teams, then a two-car simulation with double the number of cells gets you to 550-600 million cells - and that would be four days.

"So when we first set off on this journey, it was four days to do a single iteration. It's just something that's prohibitive. It's a barrier to the research and development needed."


F1 knew it needed to find another solution, which is why the AWS offering proved such a benefit in drastically cutting down the time it took to do runs.

"I think the first iteration was spinning up in their EC2 service, at 1000/1100 cores, and version two, we're up to about 2500 cores," continued Smedley.

"It got that design iteration down from four days to around about six to eight hours.

"We were back to the same situation of where the teams are when they do a half car, and we were doing full two car simulations.

"The progress there in terms of tech was massive. That was enabled by us partnering with AWS and they were the real enablers and the key ingredient there to make that work.

"But the point was we had to get the simulations and the iterations done at a fast enough speed. That design loop was as fast as we could go in order to keep up and be able to write the rules in a way that we have."

Can a 2009 repeat of teams wrecking the intentions of the rules be completely ruled out then?

Smedley, having enjoyed a lengthy career that included spells at Ferrari and Williams, fully accepts that the way teams approach the rulebook is not with the same mindset as the regulators.

So he's aware that competitors will probe grey areas in the chase for performance, and that could scupper F1's best intentions. But he doesn't think they will.

"Certainly the concept, the aerodynamic architecture of what we're trying to create here with a semi ground effect car and an upwashing wake, that is undoubtedly the direction that we needed to take if we wanted to reduce the effect of the wake on the car behind.

"So, from a theoretical or a scientific point of view, there's no doubt that the concept is fundamentally sound.

"The fundamental truth is the teams will chase performance as quickly as they can, in whatever direction they can, and it's possible obviously that they will find performance, which is unhelpful to the car behind - and they won't go out of their way to stop that."



That unpredictability of how the teams will approach the regulations and potentially derail F1's best intentions means Smedley is not foolish to guarantee that the 2022 rules will work perfectly.

But he says there is a degree of confidence about the starting point, and that if improvements need to be made, F1 can respond.

"I think that's the beauty of F1. If you knew all the answers right now and we sat down and we've worked it all out, certainly for me and for people like me, F1 would become quite boring.

"It's like Ross Brawn always says, we can't hope to get it right first off. But let's have a look to see that we've made a step forward.

"And if we've made a step forward, and then there's more fundamental steps we can take after that, after one year of learning in 2022, that's great.

"Let's continue to do that and let's just continue to build a better sport."

Red Bull for 2022.

These car launches are jokes. I'll wait for the testing images to surface.

They are livery launches, not new car launches. Nobody giving their secrets away with time to be copied before first testing.

Might as well just all use a dummy car for this. Oh wait, that seems to be what they did! LOL.

Final day of testing will reveal a mostly race ready machine.

NOR back with McLaren for 4 years.

https://www.bbc.com/sport/formula1/60307585

Aston-Martin 2022

Aston supposedly revealing the first draft of their actual car, not just a painted dummy. The sarcastic part of me wants to say "now we know what the Mercedes is going to look like", but well, you know....

McLaren 2022

Assessment of new Mclaren! Video --

New F1 McLaren - Scarbs' instant reaction by Peter Windsor


https://www.youtube.com/watch?v=uw1tWSjuuJ8

https://www.autosport.com/f1/news/f1...laren/8133711/

F1 needs structure to correct FIA errors, says McLaren
Formula 1 should create a system to ensure that the consequences of mistakes made by the FIA can be corrected more easily, reckons McLaren team boss Andreas Seidl.


By:
Jonathan Noble
Feb 13, 2022, 8:05 AM

With the controversy over the FIA’s handling of the Abu Dhabi Grand Prix safety car restart showing no signs of calming down, there is an intense focus on the outcome of a meeting of the F1 Commission on Monday.

There, the FIA is due to present to teams its findings from its investigation into the events surrounding the F1 season finale, as well as map out what it plans to do to ensure there is no repeat of the controversy in the future.

But McLaren boss Seidl believes changes need to go far beyond looking just at what happened in Abu Dhabi, as he thinks there should be a wider overhaul of the way F1 races are run.

And, in particular, he thinks some new processes should be introduced to make sure that, in the event the FIA or its stewards do make errors in the future, then there is an agreed system in place for them to correct any negative consequences.


“One of the beauties of the sport, not just on the team side but also the FIA side when it comes to the execution of races, is that it is a human sport,” explained Seidl.

“So we need to accept mistakes can happen on the team side, but also on the FIA side – and mistakes can happen again.

“For me it is very important that we also discuss that if you are in the position that mistakes happen, you actually raise your hand, admit them, and have a mechanism in place in order to correct the consequences that such mistakes or controversies could have.

“That is as important as trying to avoid similar controversies in the first place.”

As well as the Abu Dhabi issue, one of the season-long talking points was an apparent lack of consistency in the application of the racing rules, which left teams, drivers and fans confused.

McLaren was, in particular, quite baffled why Lando Norris was handed a penalty for pushing Sergio Perez wide at the Austrian Grand Prix, while Max Verstappen got away without any sanction for a similar move in Brazil.

Alpha Tauri 2022

https://www.autosport.com/f1/news/fi...eight/8170022/

F1 reveals three sprint races for 2022 with points for top eight
The FIA has confirmed that only three Formula 1 sprint events will be held in 2022, after the original plan called for six.

By: Adam Cooper
Feb 14, 2022, 11:39 AM
In addition as a response to feedback from both drivers and fans, pole position will now be officially awarded to the fastest driver in Friday qualifying, instead of the sprint event winner.

In another change, points will now be given to the top eight finishers instead of just the top three, as was the case in 2021.

The name of the Saturday event has also officially been changed from sprint qualifying to just the sprint.

The three race weekends chosen to host sprints this season are the Emilia Romagna, Austrian and Brazilian GPs, which means that the events planned for Bahrain, Canada and the Netherlands have been dropped.

FIA changes F1 points rules after Belgian GP washout
The FIA has announced it will change the Formula 1 points system for shortened races following the fallout from last year's Belgian Grand Prix washout.

By: Haydn Cobb
Feb 14, 2022, 11:44 AM
F1 found itself in controversy when the Belgian GP was hit by heavy and persistent rain at Spa-Francorchamps last August, resulting in race start delays before it was officially begun with formation laps behind the safety car.

After further delays, the race was stopped by the stewards to target a period when the rain was forecast to ease off. But when that didn't arrive to provide sufficient safe conditions to restart the race, two full race laps were completed behind the safety car to ensure a classification could be issued.

As a result, Max Verstappen was declared the winner, with the top 10 awarded half points in the shortest grand prix in F1's recorded history.

Following backlash from fans, the FIA has changed the rules around shortened races, with no points awarded for a race unless a minimum of two laps have been completed by the race leader without a safety car or virtual safety car – meaning no points would have been awarded for last year's Belgian GP under the new rules.


The points rules have been broken down further, with the top five receiving points if more than two laps are completed by less than 25% of the schedule race distance is completed.

If the race leader has completed between 25%-50% of the scheduled race distance, the top nine receive points, while if the race leader has completed between 50%-75% of the scheduled race distance, the top 10 receive points.


Here's a full breakdown of the new points system per scheduled race distance completed:

No points will be awarded unless a minimum of two laps have been completed by the leader without a Safety Car and/or Virtual Safety Car intervention.

If the leader has completed more than two laps but less than 25% of the scheduled race distance, the top five finishers will be awarded points as follows:

1st – 6 points
2nd – 4 points
3rd – 3 points
4th – 2 points
5th – 1 point

If the leader has completed 25% but less than 50% of the scheduled race distance, points will be awarded as follows:

1st – 13 points
2nd – 10 points
3rd – 8 points
4th – 6 points
5th – 5 point
6th – 4 points
7th – 3 points
8th – 2 points
9th – 1 point

If the leader has completed 50% but less than 75% of the scheduled race distance, points will be awarded as follows:

1st – 19 points
2nd – 14 points
3rd – 12 points
4th – 9 points
5th – 8 point
6th – 6 points
7th – 5 points
8th – 3 points
9th – 2 points
10th – 1 point

The proposed updates to the F1 rules are set to be made official after approval by the FIA World Motor Sport Council.

https://www.autosport.com/f1/news/fi...shout/8170151/

Team Williams 2022.

Different stuff teams are coming up with.

Ferrari has this leaked. The new car supposedly

https://www.youtube.com/watch?v=5nvDe5VPHXI

Ferrari launch F1-75 | F1 2022 Car Launch

That new 'Rarri looking sick!

The Italians can't always build a fast car, and it's not always reliable, but man they are often stunning!

Too bad no points for style in F1, though. Cannot wait to see how it goes on track. Looks like a radical response to the new rules. Neat to actually see so many different approaches to the same problem.

No doubt RB and Merc are already filing complaints that Ferrari is "cheating" somewhere. :-)

Massi officially out.

https://www.formula1.com/en/latest/a...FROBpgQd4ewI9w

Shocking!! :rolleyes:

Good riddance to bad rubbish :hello:

A few more of the Ferrari 2022

Ferrari with the most interesting car yet.

Something everyone can agree on here. ******* goodbye.

https://www.autosport.com/f1/news/-r...-idea/8253981/

Revealed: Ferrari’s radical 2022 F1 nose idea
Ferrari has implemented a radical nose idea on its 2022 Formula 1 car that could give it the edge in being able to rapidly develop its challenger this season.

Ferrari has constructed a ‘modular’ nose concept on its newly-revealed F1-75 – something which has never been seen in F1 before.

Rather than having a single nose section, Ferrari has split its design in to two separate elements.

Towards the main chassis, there is the structural element (outlined in red) that is homologated to pass the mandatory FIA crash tests – which Ferrari duly passed back in December.

However, forward of that is a complete separate part of the main nose profile that runs down to attach to the front wing. This can be seen in yellow in the image below.

Having this element separate to the homologated part means that Ferrari is offered more freedom to be able to change and modify it without needing to go through the lengthy and costly process of fresh crash tests.

The modular design will allow it to react much quicker in terms of upgrades or tweaking the design – ahead of a season where F1 teams are expected to embark on a massive development push.

Furthermore, with top teams like Ferrari facing cost cap constraints, being able to tweak the nose design more efficiently will allow it to devote greater resources elsewhere.

There could also be advantages from the shorter front element in being able to change the front wing in races if there is damage.

As well as the radical modular nose, Ferrari has also adopted a very different design of front wing.

Rather than doing what other teams have done, with a relatively short mainplane element at the front, Ferrari’s design is much wider.

Mercedes - 2022 Mercedes-AMG PETRONAS F1 Team Car Launch | Meet the F1 W13

https://www.youtube.com/watch?v=Ey4awm5TtUU

Russell: Mercedes W13 F1 car feels ‘very much in line’ with simulator

George Russell found the Mercedes W13 Formula 1 car to be “very much in line” with how it felt in the simulator after completing an initial shakedown at Silverstone.

Mercedes on test day today

COTA just renewed to 2026.
I feared we'd be stuck with Miami as the only US venue.

Here you go.

He's 250mil short lol. He lacked 250mil the owner of Alfa needed to ensure Andretti wouldnt shut the team down after 2 years. He demanded 50 mil per year sustainment for 5 years. Andretti is not a player yet.

We shall see. He has a little while to get it together.

Now if Only COTA would get a NEW CEO!!!:tup:

-- article--

https://www.indystar.com/story/sport...24/6851237001/

https://www.autosport.com/f1/news/wh...esign/8294502/

What’s behind Mercedes' new wavy-edged F1 design

Great anticipation surrounded the launch of Mercedes' W13 Formula 1 car on Friday, as observers were eager to see how the reigning champion team would interpret the revamped technical rules.

Matt Somerfield
By:
Matt Somerfield
Feb 19, 2022, 4:02 AM

Sure enough, the car didn't disappoint. The W13 features a nose with a domed surface and round tip that reaches forward over the front wing and connects with the mainplane.

The nose tip also features a panel that will likely allow the team to exchange the smooth panel currently installed for one with an inlet to cool the drivers when temperatures increase.

The mainplane itself dips down in the central region around the nose, to help divert airflow under the body of the nose and onward towards the underfloor and sidepods.

PLUS: The intriguing Mercedes discrepancy keeping its F1 rivals guessing

It’s a four-element wing, as the team adopts the maximum pieces that the regulations permit, with the upper three elements of a shorter chord than the mainplane. Mercedes is also the most aggressive so far when it concerns the taper of the elements, which extend out from the nose into the loaded portion of the wing.
Mercedes W13 front wing detail

Mercedes W13 front wing detail

Photo by: Mercedes AMG

The adjustable sections of the wing, and the mechanism used to perform that function, have clearly been designed to maximize flow direction, given the regulations have taken away some of the tools that designers previously had to perform these duties.

The outer portion of the wing unloads as the regulations suggest it should. But it’s where the flaps connect to the endplate that the real action is, the team opting for a more squared off junction (red arrow). This manifests itself at the rear element, with elements stepped back from the endplate (blue arrow).

The endplate also has a more distinctive triangular leading edge than seen elsewhere, which results in a shorter top edge and a domineering diveplane. The designers have also opted to place their infrared tyre sensor on the upper front corner of the endplate, with aerodynamics clearly the decision behind its placement.

Mercedes has not opted for the snowplow or double splitter design used by others, but it has narrowed the front section of the bib considerably, taking on more of a wedge shape that will likely result in any vortices shed from it being altered in response.
Mercedes W13 front wing endplate detail

Mercedes W13 front wing endplate detail

Photo by: Mercedes AMG

The floor features a full-width tunnel either side of the chassis, not the narrower, upper floor feeding solution seen on the McLaren and Alfa Romeo, with three crescent shaped strakes protruding from the tunnel's entrance.

Where it differentiates itself from those with the full-width variant we’ve already seen is the geometry of the leading edge and the strakes that protrude from it. The tunnel entrance is much higher alongside the chassis before it dips down quite steeply toward the edge wing, leaving a significant bluff surface.

The edge floor wing (red arrow) is short in terms of its length, and tall in the forward section, but abbreviates quickly in order to match the geometry of the floor as it tapers away.

This area of floor has also been carefully crafted in this region in order that the airflow follows a more defined route around the lower half of the sidepods. The W13 also features a solution first seen on the W12 last season and subsequently abandoned in Mercedes' Silverstone B-Spec upgrade package – the wavy edge.
Mercedes W13 tunnel entrance detail

Mercedes W13 tunnel entrance detail

Photo by: Mercedes AMG

In terms of the W13’s variant we’re seeing smaller waves, or upturns, at the front that grow in size further downstream. As with the ones used on its predecessor, it’s expected that these direct flow outwards from under the floor to artificially increase the width of the floor, where ordinarily it would be disturbed by the front tyre wake being pushed under the floor.

PLUS: The F1 compromises Mercedes battled to make ‘monster diva’ W12 a winner

The overall design of the sidepod is a modified version of what the team has used for the last few seasons, with a narrow, tall inlet used as they accommodate the revised regulations regarding the SIPS (Side Impact Protection Spars). Unable to mount the upper spar as low as it has over the last few years, all of the teams have abandoned the high, shallow and wide inlet that Ferrari first introduced in 2017.

In the side view, the Mercedes sidepod tilts inwards at the most forward section. A multi-geometry surface has been created to both shrink wrap the internal components, while also offering a favourable aerodynamic performance.

The team has also designed a wing mirror stalk on the outer edge of the sidepod to create a long, outwardly-angled flow diverter that will work in combination with the high sidepod shoulder that also follows a similar geometry in order to try and push flow outboard.

The sidepods, as in the past, both taper down towards the floor but also undercut all the way to the rear of the car and the coke bottle region. There can be found a high waisted section and a very narrow cooling outlet, which is currently the only one on the car. This will likely increase in size, depending on the circuit, but might also be supplemented by the addition of cooling gills which the team has thus far opted not to deploy.
Mercedes W13 detail

Mercedes W13 detail

Photo by: Mercedes AMG

The inboard section of the floor features the double kick line design, as the team looks to improve the transition between the underfloor tunnels and the diffuser. In the lower outer section, the team has managed to find a way to incorporate a short flow diverting strake ahead of the rear tyre.

As anticipated, based upon the design seen on its engine customers Aston Martin and Williams, the W13 features a pullrod rear suspension layout.

PLUS: How the first real F1 2022 launch cars compare

The rear wing design differs from those seen elsewhere in other respects too. The Mercedes design team has opted for a W-shaped mainplane design that features an upturned leading edge in the central section. This is separated by a single mounted pillar, which is also conjoined with the DRS actuator pod.
Mercedes W13 rear wing detail

Mercedes W13 rear wing detail

Photo by: Mercedes AMG

found this interesting, I do the bing quiz everyday and here is the result of a question

Where would you rather start your engine?
Formula 1 - 56%
NASCAR - 44%

Attachment 149353

That more people would rather start a F1 race...

Ferrari aero - Ferrari F1-75 - Aerodynamics Analysis and Initial Thoughts

https://youtu.be/o_pVuaNkx0o