Monday, October 21, 2013

Ferrari's illegal brake ducts

When Ferrari launched their 1976 car, the 312T2, it appeared with a pair of outrageous front brake-duct appendages. These extended forwards, and curved around the inner front shoulder of the tyres, presumably with the intention of reducing front-wheel drag and turbulence.

These brake-duct extensions appeared only once during the racing season, in modified form, at the French Grand Prix (above). Pete Lyons reported in Autosport/Autocourse that "As a member of the CSI [the sport's governing body], Jabby Crombac pointed out that these appeared to contravene the regulations about 'movable aerodynamic devices' and the first session times for both cars were disallowed."

Note that these brake ducts were declared illegal, not because they intruded into a region from which bodywork was prohibited, but because they constituted movable aerodynamic devices. That is to say, being attached to the wheel uprights, they moved with respect to the sprung mass of the car, the reference frame against which movability is judged in this context.

It is a curiosity, then, that despite this precedent, and despite the fact that section 3.15 of the current Formula One Technical Regulations still requires bodywork influencing the aerodynamics to be "immobile in relation to the sprung part of the car," brake ducts are explicitly exempted. Devices such as those pictured below seem not dissimilar to those on the 312T2 at Paul Ricard in 1976. Perhaps Ferrari should ask for their Friday morning times to be reinstated...


Unknown said...

You knowledge of the past is very impressive. I'm just curious as to whether or not you know what the problems with the 1994 Williams Adrian Newey designed were ?
I've read the sidepods were too long and the leading edge came too close to the ground stalling the underside (and obviously rear diffuser downforce would disappear). I've also heard the Renault V10 dimensions compromised the rear suspension geometry and this possibly contributed to a slight instability under braking due to weight transfer effects. Patrick Head also remarked that the front wing was initially too sensitive and picked up too much downforce ruining the car's balance. So they moved it back and raised it. Also they moved the front wheels back but one would
think the would make the car's pitch sensitivity even worse.

I'm guessing you have accumulated lots of historical data from Formula 1. Is there any chance you might know something about the 1994 Williams car that I have not mentioned. I'm just curious
because you have posted stuff
about the Ferrari brake ducts from the 70's so I just assumed
you must have an extensive personal
library on F1 technology.

Sorry for long comment, it is just
that you peaked by curiosity.

Kind regards,


Gordon McCabe said...

I'm afraid your knowledge of the 94 Williams already outstrips my own Peter!