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Posts Tagged ‘Ferrari F150o’

Ferrari F150o – Rear wing spec raced by each driver at each race


SPEC

DEBUT

Analysis

(click on link)

1st

Launch

Link1

2nd

Barcelona test on March

Link2

3rd

Turkey

Link3

4th

Spain , tested

Link4

5th

Spain

Link5

6th

Silverstone

Link6

7th

Hungary , tested

Link7

8th

Belgium

Link8

9th

Italy

Link9

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 Bahrain

Australia

Malaysia

China

Turkey

Spain

Monaco

Rear Wing Alonso

 

2nd

2nd

2nd

3rd

5th

1st

Rear Wing Massa

 

2nd

2nd

2nd

3rd

5th

1st

.

Canada

Europe

G.Britain

Germany

Hungary

Belgium

Rear Wing Alonso

5th

5th

6th

6th

6th

8th

Rear Wing Massa

5th

5th

6th

6th

6th

8th

.

Italy

Singapore

Japan

Korea

India

Abu Dhabi

Brazil

Rear Wing Alonso

9th

7th

6th

6th

6th

7th

7th

Rear Wing Massa

9th

7th

6th

6th

6th

7th

6th

.

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Ferrari F150o – Ultra low downforce rear wing for Monza

December 20, 2011 1 comment

      The Belgian spec was a platform for Ferrari to develop an even lower downforce special  rear wing for Monza . The Monza spec had a main flap of even shorter chord (No 1) and a tiny gurney tab (No 2) . The endplate slits (No 3) are now reduced from three to two and the beam wing gained a delta shape (No 4) having a wider central section expanding to the rear for extra downforce . The ultimate goal for Monza is the highest possible top speed  having at the same time the available downforce to battle with Ascari chicane and the famous Parabolica turn .

Ferrari F150o – Special rear wing for Belgium

December 20, 2011 1 comment

      The Belgian rear wing was based on Hungarian tested version . The endplates may remained the same but the main flap is now straight and of lower chord because level of downforce at Spa is much lower compared to Hungary .

Ferrari F150o – One more new rear wing was put under test at Hungary

December 19, 2011 1 comment

          In Hungary Ferrari tested another new rear wing which sported a more curved main flap (No 1) and Red Bull style flap connections to the endplates (No 2) .The slits on the endplates were also new , three in number and curved (No 3) differing from the former straight slits . This new wing offered a higher amount of downforce but did not make it to the race.

Ferrari F150o – New rear wing for Silverstone

December 18, 2011 1 comment

 

           Ferrari brought a major upgrade package for Silverstone including a new rear wing . The wing had redesigned DRS controlling system inspired by Red Bull (No2) which needed no more the central wing pylon (No 4) . The slits (gills , No 1) on the endplate are increased in number from three to four to help drag cut due to main’s flap chord increase while the gurney tab (No 3) became shorter . Lastly the beam wing  had a lower arched central section (No 5) and the main flap a slightly raised main section (No 6) .

 

           Alonso had the new wing  tested during Friday free runs applying  fluorescent paint on it .

Ferrari F150o – Rear wing specs for Spanish race

December 17, 2011 1 comment

  tested version

       A clever interpretation of the rules was seen on Ferrari’s new rear wing at Spain . In details the wing featured an oversized slotted tab fence across the trailing edge of the second flap that made the wing exceed over the maximum allowed height by about 3 cm ( the maximum height is set to be no more than 95 cm from the bottom of the car ) . Ferrari claimed the tab to be part of the flaps separators ( flaps separators are rigid impervious supports , Ferrari’s wing had three supporters , one in the middle and  two more neighboring the endplates  ) . FIA   disagreed with Ferrari interpretation of rules and found the wing to break the article 3.10.3 of technical regulations forcing Ferrari to wrap the disputed wing and race a revised Turkish version.

Article 3.10.3

In order to ensure that the individual profiles and the relationship between these two sections can only change whilst the car is in motion in accordance with Article 3.18, they must be bridged by means of pairs of rigid impervious supports arranged such that no part of the trailing edge of the forward section may be more than 200mm laterally from a pair of supports. These pairs of supports must :

– be located no more than 355mm from the car centre line ;

– fully enclose each complete sections such that their inner profiles match that of each section. With the exception of minimal local changes where the two sections are adjacent to each other, their outer profiles must be offset from the inner profiles by between 8mm and 30mm and may not incorporate any radius smaller than 10mm (‘gurney’ type trim tabs may however be fitted between the supports) ;

– be aligned as a pair so as to provide a bearing across their full thickness and along a profile length of at least 10mm when the distance between the two sections is at its closest position ;

– not be recessed into the wing profiles (where a recess is defined as a reduction in section at a rate greater than 45° with respect to a lateral axis) ;

– be arranged so that any curvature occurs only in a horizontal plane ;

– be between 2mm and 5mm thick ;

– be rigidly fixed to their respective sections ;

– be constructed from a material with modulus greater than 50GPa.

These supports will be ignored when assessing whether the car is in compliance with Articles 3.6, 3.9.2, 3.10.1, 3.10.2, 3.10.4 and 3.10.6.

 

  race version

            The version used in Spanish race  had new endplates with slotted  extensions to the bottom similar to the ones featured by Mc Laren , Red Bull and Sauber . Their use is to improve diffuser efficiency  . Another change is spotted on the beam wing having now  a new non slotted main section .

Ferrari F150o – Small modifications to the rear wing at Turkey

December 17, 2011 1 comment

          The rear wing raced at Turkey had a main airfoil with smaller chord and endplates with less gills. Gills help to cut drag and the number of gills is highly linked to the attack angle and chord length of the airfoil itself . Lower attack angle and smaller chord allow teams to reduce the number of endplate gills because there is less need to cut drag . Another noticeable change is the enlarged gurney tab .

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