• Rush and the 1976 Austrian Grand Prix

    Rush is currently No. 1 at the UK box-office, and Ron Howard’s populist mix of simplified, stereotypical rivalry, heroism, sex and danger, is sure to attract a whole new generation of fans to the battle between 3-stop strategies and pace-managed 2-stoppers.
    For those seeking the real thing from 1976, this is the video of the entire Austrian Grand Prix at the Osterreichring. The race starts with localised showers of rain, until, as Pete Lyons reported, “The Sun now broke out on the highest slopes above, kindling the tents there into incandescent yellows and reds. Within minutes the entire landscape was brilliant, rain-washed green.”
    Proper drivers, proper cars, and a proper circuit.


  • Chapman, side-thrust, and the America’s Cup

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    In the summer of 1975, Colin Chapman composed a list of requirements for a Future F1 Car. Reproduced in Karl Ludvigsen’s excellent engineering biography (Colin Chapman – Inside the Innovator), many of the points continue to be relevant today. In particular, the list includes the following laudable objectives:

    5…We must get maximum cornering force from the tyres. This is maximised by:
    (i) The largest possible contact patches.
    (ii) With the softest compound.
    (iii) Kept in contact with the ground as long as possible.
    (iv) With highest possible download.
    (v) Spread as evenly as possible over the contact patch.
    (vi) And spread as evenly over the four contact patches in proportion to the sideloads they have to carry.

    In a more quirky vein, Chapman includes the following speculative thought:

    9. Total cornering force can also be increased aerodynamically
    Should we try to use vertical lifting surfaces to provide additional side load derived from the speed and yaw angle of the car whilst cornering?

    Which is interesting, because apart from the use of fins atop the engine cover, there appears to have been little effort in Formula 1 to generate a direct aerodynamic side-thrust. In contrast, it seems to be an extremely important part of racing yacht design, of which The America’s Cup might be held as the foremost example.

    If a yacht is your chosen mode of travel, and the wind rather inconveniently happens to be blowing from a direction close to the direction in which you wish to travel, you can still generate a thrust in that direction by means of some aerodynamic and hydrodynamic magic.

    Firstly, you use your sail as an aerofoil, and generate low pressure on one side of it, so that an aerodynamic force is produced at right angles to the effective direction in which the wind is travelling. This alone wouldn’t get you to where you want to go, but here you can use the fact that there are actually two fluids in play: air and water. Whilst your sail can generate a force from the airflow, the hull of your yacht can also generate a force from the flow of water. With a yaw angle between your direction of travel and the effective wind direction, the water will accelerate around one side of the hull, creating a hydrodynamic side-force which can be used to cancel out the sideways component of the force generated by the sail. What remains of the aerodynamic force is a component pointing in the direction you wish to travel!

    As Alfio Quarteroni explains (Mathematical Models in Science and Engineering, from which the diagram above is taken), the presence of two fluids with different densities and viscosities, separated by a free surface endowed with surface tension and variable curvature, adds many interesting dimensions to the fluid mechanical problem. Moreover, the sail itself needs to be treated as an aero-elastic medium, deforming in response to the pressure field upon it, and thereby changing the airflow, in a coupled manner. Seen in this light, it’s no surprise that The America’s Cup once exerted such a pull over the imagination of Chapman’s modern counterpart, Adrian Newey.


  • Courageous Crutchlow ends bruising British Grand Prix in seventh

    Monster Yamaha Tech 3 Team rider Cal Crutchlow showed tremendous determination and desire in this afternoon’s British Grand Prix, the home crowd hero racing to a seventh place finish in front of a record attendance at Silverstone.

    British teammate Bradley Smith also demonstrated his battling qualities in the 20-lap race to secure ninth position, which was his eighth top 10 finish in

    12 appearances on Yamaha’s YZR-M1 machine.

    Almost 74,000 British fans were cheering when Crutchlow kick off the race in a decent way from the front row of the grid.

    Cal Crutchlow, Monster Yamaha Tech 3

    But riding in considerable pain and discomfort after three high-speed crashes in the build-up to today’s action, the 27-year-old was unable to keep himself in contention for the top six, despite producing yet another performance that typifies his fighting spirit and never-give-up attitude.

    Continue Reading…

  • Hayden eighth, crash for Dovizioso at Silverstone

    Today’s British Grand Prix—the final race in a busy MotoGP triple header that lasted almost the entire month of August—was a thrilling affair that featured several exciting battles, including a race-long tussle over eighth place involving Ducati Team riders Nicky Hayden and Andrea Dovizioso, as well as Bradley Smith.
    Keep reading

    Souce: motorsport.com

  • Pramac Racing Team says goodbye to Silverstone

    Hazy skies and lower temperatures than the previous two days greeted the twenty-four MotoGP riders at the Silverstone Circuit for the final day of the British Grand Prix, which was marked by a high number of crashes.
    Keep reading

    Via: motorsport.com