Burnt Oil: Will porposing be affected by the higher temperatures typical of gp? If so, could it get worse or better?
Gianluca Calvaresi: theoretically yes because with the increase in temperature, the air decreases its density and consequently also the generated depression decreases so porpoising becomes less sensitive. However, this is not a particularly decisive variable on this phenomenon because, after all, about twenty degrees does not radically change the result. Much more important could be the reduction in the air density that cars will find when racing at high altitude circuits, for example in Mexico.
TheFede8888: Do you confirm the rumor of an allegedly evolved version of the Mercedes planned for the next tests?
Gianluca Calvaresi: it is a rumor that circulates but it is necessary to agree on what is meant by the evolved version. It is quite natural that each team will work during the season to evolve their cars in an evident and important way. After all, we are at the beginning of a new technical cycle for everyone and the news will be on the agenda practically at every Grand Prix. If, on the other hand, we refer to the possibility that Mercedes will bring a completely revolutionized “B version” already to the next tests in Baharain (as it did in 2019 between one winter session and another) this does not seem plausible to me even in light of the limitations. economic taxes imposed by the budget cap and by the time limits available in one year for aerodynamic developments in the CFD and simulator.
Carlo Platella: When talking about car developments it is worth paying attention to the terminology used to define an update package. It is likely that Mercedes, like the competition, will be able to bring some aerodynamic innovations to Bahrain. However, expecting a version B intended as a new body, new radiator arrangement and new suspension is unrealistic for the times, for the budget cap and for the recklessness in discarding a project after just three days of testing.
Mirko: because if in the 80s the ground effect was considered dangerous and was forbidden, now it has been imposed? What has changed?
Gianluca Calvaresi: The wing cars of the 80s also generated downforce with the bottom equipped with the Venturi effect but to seal the air flow they used the so-called miniskirts, or vertical strips that were almost always in contact with the asphalt. an interruption of this flow due to a rupture of the miniskirt or any other reason led to very dangerous pressure drops with cars. The fatal accident of Villeneuve in Zolder brought about the end of these cars. Compared to today’s cars (without side skirts) their wing car ancestors were much more primitive and the level of knowledge of aerodynamic flows and their stabilization was certainly not what is achieved today through CFD. Last year’s cars also generated downforce from the bottom through the rake set-up but when they were following another single-seater they suffered from loss of load. The 2022 cars are inherently more stable than last year’s and much more refined and therefore “controllable” than wing cars.
Paolo: I would like to understand if these Pirelli 2022s really degrade less and if we could finally see one (a little more) carefree driving by more aggressive drivers.
Carlo Platella: As with the teams, Pirelli is also being studied in this period. At the press conference Mario Isola stated that the riders may have to do less tire management during the race, adding that the rubber has shown to recover performance after a period of aggressive driving, without suffering irreparable degradation or overheating. Much, however, will also depend on the weather conditions and the choice of compounds at each Grand Prix. In Barcelona, for example, the C5 compound proved to degrade after just one lap, presenting itself as a qualifying tire, while the C1 proved to be decidedly conservative and durable.
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