[ Renault RS17 ] text by tw
(This page was translated into Japanese on February 23, 2017, published on February 22, 2017.)
First of all, Pete Machine has been transferred from REDBULL to Renault, and he is in charge of the aerodyautics.
P.Machine served as senior CFD engineer at Arrows and then moved to Jaguar.
Red Bull played the machine in the wind tunnel for four consecutive titles from 2010 to 2013.
Due to the appointment of P. Machine, John Tomlinson, who was Renault's aerodynamic leader until now, became deputy aerodyautics.
Chief Technical Officer Bob Bell,
Chassis technical director Nick Chester,
Chief race engineer will be chaired by Chieron Pilbeam.
And on February 21, 2017, Renault's 2017 machine "RS 17" was released.
For an overview of this new car, please refer to F1 Tshshin or F1 Gate.com.
Below I will express my opinion from the overview of the car body.
And at this time RS 17, there is a high possibility that the side lower crushable structure is contained here.
In the video, a detachable panel was visible on this top surface, so the mechanic will do the work of inserting his hand into it.
And you can see the vertical vane (Podwing) just in front of the side pods, but it is a unique machine with ideas well thought out.
This pod wing is S shape, the top is to Rear, the bottom is moving forward.
Three slits are cut in the lower part, and it has the effect of the gap flap.
This slit is necessary because the side deflector bounces off the air current to the outside.
The shaping of the connection between the pod wing and both ends of the side pod is also complicated, but the color is black, so details are not known at the present time.
It is interesting as a racing fun that it is trying various attempts without setting it as a safe template machine.
However, the biggest skepticism on this machine is under the induction pod.
Like last year's Mercedes, it is good to have a wide range of intake, but the separator beneath it is wastefully large, considerably dividing quite a lot of air currents to the left and right.
It raises the flow velocity of the rear part of the side protector to cause lift, and is it not purely a waste of air resistance to separate many air currents to the left and right?
In the front wing, the flap on the nose side is extremely steep, and the angle becomes shallow by hanging to the outside.
By doing this, it is possible to guide the airflow on the upper surface of the front wing to the outside, and it is possible to reduce the angle of frontal collision between the front wheel and the airflow.
In order to supply beautiful air current to the bottom of the car body, here is a place where we want to reduce the turbulence involved from the front wheel to the inside as much as possible.
Splitters on the underside of the front wing have three straight objects.
This is also an important part to control the course of the air current heading to the front wheels.
There is a nose hole (S duct) from the top of the nose to the top of the monocoque.
This activates the air flow under the nose to reduce the boundary layer.
As seen from above the tie rod of the front suspension has almost no receding angle, almost straight.
Then there is a high possibility that the wheelbase has been set long in the package layout.
On the side deflector, the horizontal plate is on the bottom surface and controls the amount of air flowing downward.
It is also interesting that the upper end of the side deflector, horizontal lines continue for a while for the first time.
Shark louver seems to be open on the outside of the side protector.
The engine cowl was regarded as a shark fin considering the rear wing which was lowered.
The rear suspension is a pull rod, the upper and lower wishbones are high, the modern standard design.
Rear wing wing end plate has about 3 gurney flaps utilizing the freely formable space.
The lower part of the blade tip plate has many slits and it activates the air current.
Nico Hurkenberg and Jorion Palmer work for the driver.
I am concerned about safety due to the heaviness of this minimum weight.
For example, what happens if the brake fails and goes out to the opening lap of a race loaded with full fuel?
(This happened at the British Grand Prix in 1999, and M. Schumacher met the dangerous eye. The probability of this failure occurring on the current machine is low, but it is not zero as long as it is a machine.)
In that case, the only thing that can slow down the machine is ground resistance and air resistance.
Decelerating the machine The most effective on the resistance of the ground is a wavy sand trap, and conversely the palm of the tarmac is the one with the least deceleration effect.
When you see the current track, the number of tarmac is increasing very much.
The lowest weight in 1990 when I began seeing Formula 1 was 505 kg, measured in the state excluding the driver.
About 75 kg driver at that time, 148 kg (!) Is heavy this year from 1990 when it is counted.
And heavy car weight is thought to be that the difference in skill of the driver will be small.
Because the light machine is more sensitive to behavior.