A digital supplement from the publisher of

F1 2020 preview

>> Technology controversy Mercedes DAS Dark secrets of Managing Pirelli’s explained oil burning 2020 tyres Advance Technology to engineer a fast changing future

www.ycom.it

Untitled-75 1 10/12/2019 15:50 F1 2020 | COMMENT

CONTENTS SEASON PREVIEW 4 TESTING REPORT A challenging year ahead, but not a predictable one 2020 TYRES 14 LOOKING FORWARD Same shoes this year, new mules for 2021 RESOURCES 22 2020 VS 2021 When will teams make the switch? OIL CONSUMPTION 30 BURNING QUESTION How are teams meeting the new, reduced oil allowance?

he 2020 F1 season kick-off was initially rather As many of the teams had accused Ferrari of cheating uninspiring. There were fewer public team launches through either manipulating the fuel flow meter or burning Tthan ever before, and when the first shots of the ‘new’ oil in the combustion chamber for additional horsepower (see cars were released, you needed a trained eye to spot the p30), it was no surprise to then see all seven non-Ferrari- differences. It seemed that 2020 could be a boring year. powered teams simultaneously release statements formally A week later, at pre-season testing however, that all changed. objecting to the settlement, and threatening legal action. Day one at testing is always exciting because it’s the first time The FIA responded, defending its approach and media get to lay eyes on the real cars, with teams such as Haas, justifying its integrity, but this row is far from over and Alfa Romeo all revealing their 2020 contenders. as teams continue to push for transparency. By day two, the teams’ test programmes were in full Meanwhile, the coronavirus outbreak has already affected the race swing, the media frenzy had started to settle and the paddock calendar with governments in several countries restricting travel and began to fall into the usual rhythm of pre-season testing. cancelling major public events. The Chinese Grand Prix has already However, just before lunch, been postponed. Bahrain has banned Mercedes’ onboard flickered onto fans from attending its Grand Prix, while the screens in the media centre. The Maybe the 2020 season Ferrari was forced to cancel its second media was typically hypnotised by 18in Pirelli tyre test at Fiorano (see p14). the seamless driving of the six-time will be fascinating after all With Northern Italy, the home of the World Champion as he largest European coronavirus outbreak, weaved in and out of the corners, the Mercedes W11 dampening currently in lockdown, the effect on the Italian teams such as Ferrari every load, bump and vibration. But hang on… Hamilton seemed and AlphaTauri, as well as suppliers such as Pirelli and Brembo, to be pulling his steering wheel towards him on the straights and could be disastrous. But what happens if they miss a race? Should pushing it away in the corners. And so, the Mercedes Dual-Axis these races be cancelled? Will F1 fund chartered flights? Who Steering (DAS) system made its worldwide debut (see p4). will pay for the teams that have already made it to the track? Since then, the 2020 season has taken many twists and turns At the time of writing, F1 was not only trying to before we have even reached a race weekend. Unsurprisingly, defend its championship from a global outbreak of following testing, the legality of the Mercedes DAS system coronavirus, but also the attack of seven of the 10 teams was scrutinised. The FIA announced it was legal, but went on in the wake of the Ferrari engine controversy. to tweak the 2021 rules to ban such a system in the future. Maybe the 2020 season will be fascinating after all, Then on the last day of testing, F1 released a cryptic statement though not necessarily for the right reasons. revealing the FIA and Ferrari had reached a ‘confidential settlement’ regarding the Italian marque’s 2019 power unit. Gemma Hatton

Racecar Engineering • F1 2020 season preview 3 F1 2020 | TESTING REPORT Testing times If you thought the 2020 Formula 1 season was just going to be biding time before the ‘all-new’ 2021 rules come in, think again. By Gemma Hatton

Unlike last year, Williams hit the track on the first day of testing, along with the rest of the field

4 F1 2020 season preview • Racecar Engineering he 2020 season was set to be the calm before the storm, with 2021 marking the beginning of a new era in Formula 1. TYet despite stable regulations and this year’s crop of cars looking very similar to their predecessors, there have been some fascinating developments on both the technical and political fronts. Not only are teams fighting for this year’s championship, they also need to focus on developing next year’s car to get themselves ahead in 2021. Add in a hectic, 22-strong race calendar (with the added complications of the coronavirus outbreak), a Pirelli 18in tyre testing programme and the forthcoming 2021 budget cap, and 2020 could be the most challenging season yet for the teams. ‘It’s always one of the big questions – when do you start work on the new car?’ says , F1’s chief technical officer. ‘Between 2019 and 2020 it has been relatively easy because we have had less regulation changes, so the 2020 cars are very much an evolution of 2019. ‘The teams have been working with us on [their 2021] cars for over a year now but, like all learning, you have a steep curve in the early days and then it levels out. When you switch over [to the new car] is also a function of where you are in the championship, and how much money you’ve got.

I think there is going to be a good fight at the front

Pat Symonds, F1 chief technical officer

Racecar Engineering • F1 2020 season preview 5 F1 2020 | TESTING REPORT

The Racing Point RP20 (above) shares many similarities with last year’s Mercedes W10

‘Remember, the budget cap doesn’t The regulations this year have remained come in until 2021, so teams can spend stable, with only a few minor tweaks. a lot this year. If a team dominates at These include a 2kg increase in car weight, the start, they can probably afford to without fuel, to 745kg and an extra MGU-K switch a little earlier, but I think there unit, meaning drivers now have a total of Seven teams united is going to be a good fight at the front, three for the season, matching the allowed which I hope will stop some of the number of Internal Combustion Engine, against Ferrari teams getting on with their 2021 cars, Turbocharger and MGU-H elements. whereas the teams at the back may The brake ducts now qualify as ‘listed and the FIA need to put more effort into 2021.’ parts,’ which means the teams have to

6 F1 2020 season preview • Racecar Engineering Brake ducts are now ‘listed parts’, which means teams have to own the IP to these components. Here’s the front brake duct of the MCL35 at pre-season testing (left) and the MCL34 at the 2019 Mexican GP (right)

hold the intellectual property of these FIA has recently and controversially It is likely the system aims parts and design them themselves, reached a ‘confidential’ settlement. rather than buying them in. Essentially, there was a lot of to dynamically change the Another rule change is that the leading speculation around Ferrari’s 2019 power 50mm of the front wing end plates must unit, with many theories on how Ferrari toe of the front wheels now be made purely of carbon fibre. had gained a power advantage either Any metal fasteners or inserts used for through leaking cooling fluid or oil attaching the end plate to the wing into the combustion chamber and / or profiles are only allowed 30mm rearwards manipulating the fuel flow sensor (with two see how F1’s new commercial rights from the leading edge. This has been now stipulated for 2020 and a standardised holder, Liberty Media, alongside implemented to further reduce the fuel system introduced for 2021). F1 and the FIA, deal with this. likelihood of tyre damage during contact. Against this backdrop of speculation, The clutch paddles now need to it was subsequently announced that ‘an Was ist DAS? be pull-type, opening the clutch when agreement’ had been reached between the Another interesting technical story the paddle is pulled towards the driver. FIA and Ferrari, and that ‘ to emerge from pre-season testing, Furthermore, the regulations state: ‘When have agreed to a number of technical though, was that of the Mercedes commanded by the driver, the amount commitments that will improve the Dual-Axis Steering system, otherwise of clutch engagement will be expressed monitoring of all Formula 1 power units for known as DAS. Now, it’s important in the FIA ECU as torque at the rear axle forthcoming championship seasons, as well to acknowldege that until Mercedes by applying a gain of 4500Nm / 90% as assist the FIA in other regulatory duties reveal the exact details of the system, to the clutch paddle position between in Formula 1 and in its research activities we can only speculate. However, it is 5% and 95%’, meaning drivers will now on carbon emissions and sustainable fuels.’ likely the system aims to dynamically have more control over their starts. In other words, it appears that the FIA change the toe of the front wheels. Also, the allowable amount of fuel could not find enough evidence to sanction ‘We have a system in the car, it’s a that can be kept outside of the fuel Ferrari but, if the Italian team worked with novel idea,’ confirmed James Allison, survival cell (tank) has dropped from two the FIA to help amend the regulations to technical director at Mercedes. ‘We’ve litres to 0.25l to prevent the teams from deter other teams from doing something got a name for it; it’s called ‘DAS’ and it utilising this fuel for any potential gains. similar, its secret would be safe. This has just introduces an extra dimension of the proven to be somewhat incendiary. steering from the driver that we hope will Oil change At the time of writing, seven teams be useful during the year, but precisely Arguably the most interesting rule (not including Ferrari and its customer how we use it, why we use it, that’s changes, however, surround engine oil. teams Alfa Romeo and Haas) united something we will keep to ourselves.’ This year only one auxiliary oil tank (AOT) against Ferrari and the FIA, formally Toe is defined as the angle between is permitted, which is defined as a ‘singular objecting to the power unit settlement. the direction the tyres are pointing relative vessel connected to the engine whose Simultaneously, all teams released to the direction the racecar is pointing sole function is to hold engine oil for the statements on March 4 stating that when viewed from above. Zero toe is replenishment of the engine lubrication the teams will ‘pursue full and proper when the tyres are both parallel to each system.’ Its volume, along with its disclosure in this matter’ and that they other and the racecar. Toe in or positive connections, must be no greater than 2.5l. ‘reserve [their] rights to seek legal toe is when the tyres point towards each Meanwhile, oil consumption has also redress, within the FIA’s due process other, and toe out or negative toe is when reduced to a maximum of 0.3l per 100km and before the competent courts.’ the tyres point away from each other. of running (see our feature on p30). It’s been some time since a decision Whenever you introduce any form of This is in response to Ferrari’s potential from the FIA has caused such a united toe, the tyres are then travelling at an angle oil-burning trickery, upon which the reaction, and it will be fascinating to relative to the direction of travel, which

Racecar Engineering • F1 2020 season preview 7 F1 2020 | TESTING REPORT

This year’s MCL35 (left) features a narrower nose in increasing front toe-in to straighten ‘It was clear that if we carried on the compared to the MCL34 (right), which can present the wheels from their base toe-out set route we were going, we were going challenges when passing the FIA crash tests. The up, reducing on the straights. to end up at best where we finished former ‘nostrils’ have also been removed 2) Pushing the steering wheel away the championship last year, and to from him under braking, which could be us that just wasn’t acceptable. means an area of the tyre is being dragged increasing toe-out to reduce instability, ‘We have one more year left in along the track, or ‘scrubbing’. Although whilst scrubbing the tyres and generating these regulations, so we thought it this increases wear, it can also be a clever tyre temperature just before corner entry. was time to take a risk and I think way of generating tyre temperature. 3) Pulling the steering wheel towards we’ve taken a very, very big risk.’ On a straight, zero toe is preferred him on corner exit, potentially increasing With Racing Point running a Mercedes because it reduces aerodynamic drag toe-in to revert back to the base set up. power unit since 2009, and gearbox on the wheels and maximises cooling, If all this proves to be correct, the ‘DAS’ since 2014, this year’s RP20 also features whereas during cornering, toe-in can be system could allow Mercedes to run more some Mercedes outboard suspension beneficial because it can help increase the toe-out in the corners, which could increase components, too. So it is a logical step steer of the loaded outside tyre, rotating tyre temperature, without suffering that Racing Point has converged its the car more and increasing grip. However, the drag penalties on the straights. underlying Mercedes architecture to toe-in can also introduce instability The exact reasons why Mercedes are a more Mercedes-esque solution. during both corners and straights. doing this are yet to be revealed, but ‘We have been trying to develop the Overall, the teams have found that we do know that on straights the front ‘ philosophy’ of the high rake they gain more grip from minimising tyres cool down significantly, and on concept, and it became increasingly this instability, despite the rotation some circuits, in some cars, the tyres difficult with a Mercedes gearbox as compromises of the car during a corner. can fall out of their optimal operating they are a different philosophy – the This is why teams conventionally run with temperature range, which is difficult lower rake philosophy – and the only 2-3mm toe-out at the front and 2-3mm to recover from. Maybe this system is one on the grid,’ continues Green. toe-in at the rear. On the second day of a way of igniting the temperature of ‘It’s difficult to try and develop around pre-season testing, just before lunch when the front tyres just before the corner to a different philosophy from the underlying the track condition and temperature increase grip? Or to keep tyres constantly architecture you have. So we decided were optimal, Lewis Hamilton was seen: within their working range, which could to take a risk, and that risk was basically 1) Pulling the steering wheel towards improve their longevity during a race? to tear up what we’ve done in the past him on the straight. This could result few years and start again from scratch.’ Pink Mercedes Of course, this risk-taking approach was Another talking point that peppered only available to Racing Point because of the testing paddock was the ‘pink the huge investment injected into the team Mercedes’ of Racing Point, with the since it entered administration in 2018. ‘It was time to take a risk, new RP20 looking remarkably similar Yet the uncanny similarities between RP20 to last year’s Mercedes W10. and last year’s Mercedes raised questions and I think we’ve taken ‘It shares some resemblance in some as to whether Racing Point had received areas, like lots of cars look like other cars any additional support from Mercedes. a very, very big risk’ up and down the pit lane. I don’t think ours To counter this, Green confirmed the is particularly any different to anybody developments have been purely based Andrew Green, technical else’s in that respect,’ defends Andrew on information available to everyone, director at Racing Point Green, technical director at Racing Point. saying ‘All we’ve got is what we see.’

8 F1 2020 season preview • Racecar Engineering Senza titolo-1 1 05/03/20 17:50 F1 2020 | TESTING REPORT

The rear end of the MCL35 has had a major re-work, with much tighter packaging of the power unit, gearbox and suspension components

‘Packaging is a massive exercise between the chassis group and the systems group’

Jody Egginton, technical director at AlphaTauri

Left: Alfa Romeo has changed its cooling concept, running a more conventional A-shaped roll hoop, compared to the ‘blade’ last year, to better re-distribute cooling between the sidepod and the centre of the car

There is a lot a trained eye can gain concept and doing it ourselves,’ says effectively want to shrink wrap it all. But from the thousands of high resolution Green. ‘My question would really be why you need to make sure you’re still hitting spy shots the teams receive each race hasn’t anyone else done this before? the cooling targets because it’s pointless weekend, but to successfully copy another When we look back on it, I think crikey, having a fantastically well packaged car team’s design, it first has to be fully this is something that maybe we should if you’ve got to have giant cooling exits. understood. Racing Point looked strong have done earlier, but unfortunately we Packaging is a massive exercise between in testing, but whether the team fully didn’t have the resources earlier, or the the chassis group and the systems group.’ understands the engineering behind its funding to support this sort of project. It is a similar story for McLaren. new concept will determine how long it ‘But if you’re worried about cars ‘We have changed a few areas. The can retain this stronger performance. looking the same, then you might bodywork is following a trend, with a ‘I don’t think what we’ve done is want to look at the 2021 regulations.’ very narrow sidepod, which is quite an particularly new as far as taking a team’s exercise in packaging,’ confirms James Packaging Key, the team’s technical director. With stable regulations, a lot of teams ‘We’ve done a similar exercise with have had the opportunity to refine the the gearbox to match that philosophy on ‘If you’re worried about packaging of the rear of their cars. ‘We’ve the rear. Part of that has been working focussed on further optimising the power on the suspension too so, from the cars looking the same, then unit packaging, and with a tighter package cockpit backwards, it is a very different you can really shrink wrap the bodywork approach to what we had before.’ you might want to look around everything,’ explains Jody Egginton, technical director at the newly-named S-duct changes at the 2021 regulations’ , AlphaTauri. ‘It could Other tweaks teams have been making be something as big as a radiator, or to their 2020 cars have included the inlet Andrew Green, technical something as small as an electrical loom. and outlets of the s-duct. The airflow director at Racing Point All these things can stick out, and you coming off the front wing and supporting

10 F1 2020 season preview • Racecar Engineering Untitled-61 1 30/06/2016 13:22 F1 2020 | TESTING REPORT

Flowviz helps visualise the behaviour of the airflow around aerodynamic devices. Here is the RB16’s intricate new nose design Lawrence Butcher

pillars is turbulent and, to avoid that locating this ‘loss’, the overall aerodynamic are similar advantages in cockpit cooling,’ flowing downstream and affecting the efficiency of the car is increased. confirms Egginton, continuing; ‘there performance of the underfloor, teams ‘This s-shaped duct is just a slightly are a range of approaches. Some cars ingest this airflow through small inlets more elegant way to drive the air we run the inlets just inboard of the pillars, on the tip of the nose, as well as NACA are catching at the inlet of the nose and while others run the NACA ducts along ducts on the side of the nose. Channels blow it where we think it’s important the underside of the nose and some from within the nose structure route this air to be blown,’ confirms Jan Monchaux, the shroud. We had those last year for to an outlet at the bridge of the nose technical director at Alfa Romeo Racing. instance. So there are a range of places where it is released on top of the chassis. ‘For sure, some teams are using [the you can grab that air and throw it out a In this way, turbulent air is prevented inlets] as an s-duct feed, but in other slot further along the nose structure.’ from travelling downstream and re-located instances it could just be something as Of course, incorporating channels to the already turbulent cockpit area. By re- boring as a feed into the cockpit as there into the nose structure is no easy task. However, the fact eight out of the ten teams run such a device suggests there are significant gains to be had.

The 2020 season is set to be truly fascinating

‘It’s quite a challenge for the structure as you still need to crash the nose, and that crash test is not inferior,’ highlights The s-duct inlets have been a subtle area of modification for Monchaux. ‘So clearly, when you have teams. Pictured is the AT01 from some exotic internal ducts that are eating pre-season testing (bottom) and the space that you would like to have to put STR14 from the Mexican GP (top) some structure, it makes life a bit more complicated for the guys in design.’ Overall then, the grid for 2020 is a mix of evolved concepts, new approaches, revolutionary systems (Mercedes’ DAS) and subtle tweaks to aerodynamic devices. The way things look right now, the 2020 season is set to be truly fascinating. Teams will push hard for the opening few races because a successful start will enable them to switch to 2021 earlier. Then the rate of development will drop off during the latter half of the year, allowing the smaller teams to catch up.

12 F1 2020 season preview • Racecar Engineering Untitled-295 1 19/11/2019 09:23 F1 2020 | TYRES

Leaps and bounds Pirelli had its 2020 tyre rejected by teams and so has raised pressures to adapt its 2019 rubber to meet increased speeds By Gemma Hatton

14 F1 2020 season preview • Racecar Engineering Teams unanimously agreed to stick with 2019 rubber for the 2020 season

Racecar Engineering • F1 2020 season preview 15 F1 2020 | TYRES

Pirelli set the minimum starting pressures, to which teams have to stick. You can imagine the frustrations when these change throughout a race weekend

or the first time ever, Pirelli has Raising tyre pressure increases the on simulated data, but then on the results carried over the same specification stiffness of the sidewall, which in turn from relevant telemetry channels supplied tyres from one season to the next, makes the tyre more robust (and less by all teams after the first day of running. but this wasn’t the original plan. likely to fail) under high loads. However, FUsually, as teams continue to push for higher pressure reduces the contact Under pressure performance, each year the speeds of the patch area, and consequently grip, Pirelli analyses that data and then cars increase and the tyres are subjected which gives teams a new challenge. decides whether to increase or reduce to higher loads. Consequently, Pirelli Teams have therefore been using every minimum starting pressures for the tweaks the design and characteristics of set-up trick in the book to try and lower rest of the event before distributing the construction, profile and compound tyre pressures to increase grip. This is why this information to the teams. to develop a new spec for the next Pirelli enforces prescriptions before every The problem is that this analysis season. The teams are then given the test and race event, including minimum takes time, and usually Pirelli reaches its opportunity to trial this new rubber at starting pressures. These are initially based conclusions during or after teams have the Abu Dhabi test the year before. ‘The 2020 tyres were designed with a Mario Isola from Pirelli different concept and a different profile with the 13in (left) and based on the idea of increasing the level 18in (right) tyres of integrity of the tyres so they could be run at lower pressure,’ reveals Mario Isola, head of F1 and car racing at Pirelli. ‘Considering the increase in performance of the cars this year, being quicker means you put more energy into the tyres, and therefore [currently] the only tool we have is to raise the pressures.’

Reduced overheating and increased grip… were the targets

16 F1 2020 season preview • Racecar Engineering 7-POST-RIG TESTING & SETUP OPTIMISATION

TRE located near the Hockenheimring in Germany Our state-of-the-art 7post rig is therefore equipped runs the latest and most advanced 7post rig and with twice as much travel as conventional poster damper dyno in Europe. rigs, which allows us to simulate tracks like the Our highest priority is to provide our customers Nordschleife or even rally stages. with the best possible support, starting with the test We are already supporting many race and planning, setup optimisation during the poster test championship winning motorsport works teams in: and reporting. We can also support you during on- Formula 1, DTM, GT3, GT4, LMP1, 24h Nordschleife, track tests and data acquisition. 24h Spa, Formula E, Pikes Peak Hill Climbing, WRC, Take full advantage of our Track-Replay feature to WRX, TCR, Historic Motorsport, Club Racing & High optimise and set your car up for every challenge. Performance Cars.

TRE GmbH SAVE YOUR TEST DATE NOW! Nachtweide 35 67433 Neustadt/Germany Phone +49 6321 8786 0 www.sevenposter.com [email protected] www.TRE-GmbH.com www.TRE-GmbH.com

TRE FP RC OCT18.indd 1 21/08/2018 11:25 F1 2020 | TYRES

refined their set-ups. So you can imagine new profile had reduced overheating and With increased the frustration to then be told starting increased grip, which were the targets. pressures should be increased, and At the Abu Dhabi test late last pressures, we can consequently running pressures. To avoid year, the new spec was trialled again this scenario, Pirelli wanted to introduce in more representative conditions. expect a higher level a new specification tyre for 2020. This allowed teams to complete back- of thermal degradation ‘The profile, especially of the rear tyre, to-back comparisons between the was quite different in the sidewall area,’ 2019 tyres and the proposed 2020 and overheating says Isola, ‘and the sidewall was wider tyres for both long and short runs. compared to 2019. That means [the teams] However, some drivers and teams would have to adapt the floor and some commented that there was not a clear aerodynamic elements in the rear of the car.’ improvement compared to the 2019 tyres. The new spec was initially tested in ‘Essentially [the teams] would have the first practice session of the American to re-open the design process of the Grand Prix last year. However, the unusually 2020 car in order to optimise the rear The Pirelli prescriptions that are issued to the cold temperatures at the event made it end to work with the new 2020 profile,’ teams before every race and test event difficult for Pirelli to judge whether the explains Isola. ‘This is difficult to do in the short time frame [available], so they came back to us saying they would prefer to stay on the 2019 tyres as the 2020 cars had already been designed.’ Of course, the consequence of sticking with the same spec tyre but an increase in performance means teams will have to cope with those higher pressures. Grand Prix of Australia 15-17/03/2019 (19R01MEL) This was first demonstrated at pre- Compound FL FR RL RR Mandatory race tyres season testing in Barcelona, where Pirelli C2 2A1 2A2 2A3 2A4 C2 increased the minimum starting pressures C3 3B1 3B2 3B3 3B4 C3 by 1.5psi on the fronts and 2psi on the C4 4C1 4C2 4C3 4C4 INTERMEDIATE 33G 35G 37G 39G Q3 tyre rears, compared to the previous year. WET 34F 36F 37F 39F C4 ‘From our side it was no problem to Cross-Over time WET > 119% > INT > 113% > DRY stay on the 2019 tyres, but the teams MINIMUM STARTING PRESSURE, BLISTERING SENSITIVITY, CAMBER LIMIT have to accept the fact that, because Front (psi) Rear (psi) of the increased performance, we have Slicks 22.5 19.5 to raise the pressures,’ continues Isola. Intermediate 20.5 19.5 Wet 19.5 18.5 ‘And with increased pressures, we can expect a higher level of thermal FE EOS Camber limit RE EOS Camber limit -3.75 ° -2.00 ° degradation and overheating. ‘These are the consequences FE Blistering RE Blistering of staying with the 2019 tyres, sensitivity sensitivity and teams are aware of that.’ Medium Low A lot of noise Consistency was another factor that TYRE HEATING STRATEGY (TREAD&SIDEWALL) encouraged teams to stay on 2019 rubber, Temperature 0 40 60 80 100 (°C) especially those who had a good season. (max. temp = 100°C) Slicks (front axle) storage max. 3h max. 2h , technical director at Slicks (rear axle) storage max. 5h (max. temp = 80°C) McLaren, says: ‘We were always a supporter Intermediate storage max. 2h max. 30' (max. temp = 80°C) of what Pirelli did last year. There was a

Wet storage max. 2h (max. temp = 60°C) lot of noise at the beginning of the year (The time limits refer to the period leading up to the start of the session in which the tyres are intended for use). where there seemed to be a little bit of (The temperatures referred to above apply at all times during the event). variability in getting the tyres to work, GENERAL NOTES but it wasn’t an issue particularly for us. Teams are kindly reminded that the following parameters will be subjected to FIA checks during the event: ‘In fact, they seemed very repeatable - Starting pressure. - Camber at maximum speed. and robust. So for us it made sense to - Maximum blanket temperature. - Tyre swapping. continue with something we knew, Tyre Notes rather than throwing a different

● Not permitted to switch tyres from their originally allocated position. ● All temperature limits apply to the actual tyre surface temperature, measured scenario into the equation and finding with the IR gun detailed in TD029-15. that different issues could pop up. ● Do not subject tyres to large deformation or heavy impact. ● STORAGE temperature is the recommended temperature the tyre can stay in ‘It also gives teams who did struggle the ● Do not leave fitted tyres exposed at an air temperature lower than 15°C blankets without time limit. and/or any UV emission. time to work with the same tyres again. ● BLANKET HEATING TIME for each temperature range to be counted from the ● Revised prescriptions could be issued during the race weekend in moment the blanket control unit is set to reach its targeted temperature within ‘From a technical point of view, accordance with TD/007-16. its correspondent interval. we are comfortable that inevitably speed will increase, and Pirelli will compensate that with pressures, which

18 F1 2020 season preview • Racecar Engineering MINIATURE HYDRAULIC SYSTEMS FOR GLOBAL MOTORSPORT

CLUTCH CONTROL | DIFFERENTIAL CONTROL | REAR BRAKE PRESSURE LIMITING | THROTTLE ACTUATION | POWER ASSISTED STEERING | ACTIVE RIDE HEIGHT CONTROL | TURBOCHARGER WASTE-GATE CONTROL | GEARBOX ACTUATION | DAMPER CONTROL | REAR WING ACTUATION | INLET TRUMPET CONTROL

FORMULA 1 WEC HYPER CAR WRC SIM & TEST TIER 2

Moog high-performance motion control solutions and Miniature Servo Valves and Controllers | Power Assisted Steering components have been at the forefront of sub-miniature Valves | Actuators | Fuel and Oil Pressure Regulating Valves | actuation systems in motorsport since 1982. Over the intervening years, Moog has continuously developed its Brushed and Brushless Motors | Brake System Failsafe Switching range of leading products and systems for actuation in Valves | Cartridge Direct Drive Valve (DDV) | Miniature Hydraulic many motorsport sectors including Formula 1, World Rally Power Units | Precision Ball Screws | Integrated Motorsport Championship (WRC), Moto GP, Touring Cars, and Le Mans hyper car prototypes. Systems | Driver Simulation and Test Systems

Today, Moog also offers customised simulation and test motion control solutions with combined motion mechanism, control loading system, complete software package, cockpit and a dedicated operator workstation. Moog_Industrial moog-in-the-uk

Visit moog.com/motorsport MotionControlVideo moogintheuk

FORMULA 1, F1, GRAND PRIX and related marks are trade marks of Licensing BV, a Formula 1 company. All rights reserved.

moog.com/motorsport

Moog_Motorsports_RaceCarEng_A4.inddUntitled-278 1 1 18/11/201918/11/2019 11:33 10:35

If any problems arise concerning this document, Moog Controls please contact Oyster Studios on +44 (0)1582 761212. Publication: Race Car Engineering Job Number: 5038 Insert Date: December 2019 File Name: Moog_Motorsports_RaceCarEng_A4 Copy Date: 25-11-19 Last Updated: 24-11-19 Ad Size: A4 Proof Stage: 1 Booking Ref: Moog Approved by: F1 2020 | TYRES

will lead to challenges. But I think this outbreak, with Vietnam also a concern), This year, however, it is a different decision for us was a sensible one.’ but also have to develop their 2021 story, because all teams have Despite the teams rejecting Pirelli’s cars as early as possible, whilst running committed to providing mule cars for 2020 offering, the tyre manufacturer’s mule cars for the Pirelli 2021 tyre tests. the 18in tyre testing programme. effort was not wasted, as Isola explains: ‘Last year we had three [mule car ‘What is important for us is that we ‘We also tested a new family of test] sessions with Mercedes, McLaren don’t have exactly the same car [as 2021], compounds and new materials, as and Renault, and it was good to be but the performance is in line with what is well as the profile, and it showed us an able to analyse the data over the winter expected for next year,’ highlights Isola. ‘The interesting direction for the future. to then make some modifications good news is all 10 teams have accepted ‘I cannot say we wasted our time to the profile and construction,’ says to make a mule car. For the smaller teams, developing the 2020 tyres because clearly Isola. ‘Honestly, the feedback from it is a challenge to not only develop their the 13in tyre is quite different to the 18in the 18in tyre tests has been good and 2021 car but also adapt a car to test the tyre, and some of the ideas behind [the consistent from all the drivers so far.’ 18in tyres, so we are very grateful. 2020 tyre] we can also use in 2021.’ ‘It is a good opportunity for Another reason teams were reluctant Mule tests us to make a tyre that is the best to opt for the new spec of tyres was One reason for the consistent feedback compromise for the entire grid.’ because they are busier than ever this is this year’s mule cars are more With all teams taking part, the end- year. Not only do they have a record- representative than those used in previous of-season test at Abu Dhabi will allow breaking, 22-race calendar to contend with tests. A similar programme conducted in Pirelli to focus on evaluating its test tyres (although at the time of writing, China has 2016 where 96 prototype tyres were tested under race conditions too, something been postponed due to the coronavirus across a total of 24 days to help develop which has previously proven difficult. the wider 2017 tyres yielded less useful ‘In Abu Dhabi, after the race all teams information because the large jump in will be testing the 18in tyres on their and performance of the 2017 mule cars, which will really help us to cars was almost impossible to replicate understand what is likely to happen in What will be more difficult accurately on the adapted mule cars. 2021. This could have been a problem if Furthermore, with only three teams one or two teams were not in a position to to evaluate… is the providing mule cars, the tyres were not supply a mule car because the other teams subjected to the differing performance would gain an advantage,’ notes Isola. impact of the new [2021] levels of all the cars across the grid. ‘What will be more difficult to Pirelli also had the added evaluate during the test is the impact of package complications of sporting equity. the new [2021] aerodynamics package,

Renault kicked off the 2021 18in mule car test programme at Paul Ricard in September 2019, using an adapted 2018 chassis. This year, all 10 teams will take part in the 2021 test programme

20 F1 2020 season preview • Racecar Engineering which could minimise the effect of the Consequently, Pirelli may have to opt slipstream. Maybe in Abu Dhabi, where for softer compounds for 2021. These are All teams have committed we’ll have 10 cars running at the same usually better at generating their own time, we’ll be able to test the tyres heat and, with the risk of overheating to providing mule in race conditions, but when we test reduced due to less turbulent wake with only one car this is impossible.’ from the car in front, this may be the cars for the 18in tyre direction Pirelli decide to choose. testing programme Outwash effect Alternatively, despite the increased With the F1 2021 regulations aiming to reliability of the 2021 mule car tests, Pirelli change aerodynamics and reduce the may go conservative and opt for stiffer, outwashing effect of the wake, whilst more robust tyres until the full effect of manipulating this wake to flow up and the 2021 aero package is understood. up making [a mule car], and again we over the following car, the hope is the have had some help along the way from car behind will be able to follow more Significant value Ferrari. So, it’s not as big an overhead closely in the corners. The consequence So why would a team add to its workload for us as it would be for Ferrari to do.’ of this, however, is that on the straights and agree to be involved in these In addition to the three-day test in Abu the following car will not experience as tyre tests? With restrictive regulations Dhabi, Pirelli has another 25 days of 18in much of a reduction in drag and so the governing the adaptation of mule cars, tyre testing scheduled for 2020. Ferrari slipstream will no longer be as effective. there is very little opportunity for the teams kicked off the first test this year in Jerez Therefore, the usual tyre and brake to test any hardware that is not directly in February, where long running helped overheating issues that occur when a car is associated with the tyres. However, the fact Pirelli validate a baseline tyre. The data for close behind another should be reduced. that even the small teams are investing this tyre was planned to be released to ‘Another big factor to consider is the in mule cars suggests they see significant the teams at the end of February, helping heat transfer from the brakes to the rims,’ value in conducting these tyre tests, them with their 2021 car development. highlights Isola. ‘If the brakes are much which could help their 2021 campaigns. Now, Pirelli’s focus for the remaining smaller, then the space between the ‘It’s a difficult thing in this competitive mule car test sessions is to fine tune the brakes and the rim is larger and so heat arena. Can you gain a competitive edge construction and range of compounds. transfer will be a lot less. This will have a from some prior knowledge? How much As tyre testing goes, the 2021 effort is different impact on the temperature of money does it cost? And how much effort so far the most representative, so we can the air inside the tyre, and there could be do we have to invest in it?’ says Rob Taylor, be hopeful that next year’s tyres will lead a bigger difference between the surface chief designer at Haas F1. ‘But we’ve to fascinating strategies, drivers on the temperature and the carcass temperature.’ made a commitment and we’ve ended limit and overall exhilarating racing.

Racecar Engineering • F1 2020 season preview 21 F1 2020 | CHANGES Flick of the switch With Formula 1’s 2021 ‘all change’ regulations looming on the horizon, teams have an added complication to their 2020 strategies; when to make the switch By Dieter Rencken

t is a truism of Formula 1 that the ‘I think it’s a compromise we need remuneration packages – is due to kick in sum of the different answers to a to find out. We are very early in the from 2021, the grid enjoys spend freedom specific question is at all times directly season, and you cannot compromise the before that date, and the trio of teams at proportionate to the number of teams entire season. So at the beginning, we the sharp end – Mercedes, Ferrari and Red Icompeting in the sport at any one time. certainly keep pushing on 2020 as much Bull – are able to split resources between So it is no surprise that the 10 as we can, because it’s time for us to the two projects, then switch full focus current teams have adopted totally understand the car and its weaknesses. to 2021 at the last possible point. It is different approaches to the challenges ‘Hopefully, it is things we can a luxury that is not open to the rest. of transitioning from 2020’s (relatively) address as soon as possible. If I see after stable technical and sporting regulations a few races – and we still understand Those who have a to Formula 1’s ‘new era’ rule books. the gap is too big – then maybe it’s a successful start to The only common thread is that consideration we can take into account. 2020 will be able to technical directors agree that they will ‘For the moment, we should keep switch their focus transition when the cost and effort of our plan as it was for 2020 / 2021.’ to 2021 earlier upgrading their 2020 packages for a rapidly Clearly then, Ferrari is keeping its diminishing window exceeds the expected options about the crossover point open, gains. As always in F1, timing of the switch as Binotto reiterated in another interview will be dictated by real world economic session: ‘Of course, if things get bad after a factors, rather than by engineering ideals. few races, we could bet on 2021,’ he said. Although F1 has not released details of the sport’s post-2020 revenue Crossover conundrum structure, sources have revealed a The Swiss’ comments succinctly sum up bonus table based on 10-year rolling the conundrum faced by all teams, but championship performances will apply. the overall decision is complicated by the That means it will be critical for teams fact that no definitive regulatory package to score maximum points this year, yet exists. There is only a revised set of as championship classification will technical regulations that were distributed influence payouts for the next decade. during pre-season testing in Barcelona, Equally, a lacklustre 2020 could make ahead of a Technical Working Group it commercially attractive to switch focus meeting during the first week in March. to next year’s car sooner as that may In addition to fine tuning of the wording provide a better long-term pay off. and various rule clarifications, a number of ‘How much will the 2020 catch up affect changes are expected, including revised the 2021 [project]?’ asked Ferrari team crash structures and modifications to boss, , rhetorically when aerodynamic surfaces, all of which will questioned by Racecar Engineering about take the minimum weight up to 775kg. the current car’s disappointing testing Taken individually, none are form. ‘That’s certainly a good point. major issues, but collectively they pose additional workloads just when teams are setting their sights on the opening rounds of the 2020 season. It is a fine balancing act for While the $175m budget cap - albeit with generous exclusions such as teams with finite resources driver salaries and top three executive

22 F1 2020 season preview • Racecar Engineering With a completely new rule set for next year, the big question will be when teams switch resources to their 2021 campaigns XPB XPB

Racecar Engineering • F1 2020 season preview 23 F1 2020 | CHANGES

‘It’s going to take a couple of years with team principal ‘Balancing your allocation for the cost cap to take effect because saying; ‘For us it was a case right at the people are going to be spending now beginning that we don’t want to sacrifice of resource will be crucial’ for 2021. I think it’ll be 2022 or 2023 2020 to get a better start for 2021. before you see any real impact.’ ‘It was always important that we remain , Mercedes team principal Brown’s comments are endorsed fully focussed on this to make the next by , whose eponymous step in ’20 as a team, with the car and in team placed 10th (and last) the the way we operate as a team. We want a previous two years: ‘We can’t afford strong start into the season because that Still, it’s not all plain sailing, even for to run parallel programmes, so we’re might make it a bit easier to switch some the likes of Mercedes. Team boss Toto going to – at some point – make that resources [to 2021] at an earlier point.’ Wolff believes the rule changes pose decision to transition over [from 2020 The trick will, of course, be to ‘a massive challenge, that balancing to 2021] and put the full resource know when to fully flick the switch, your allocation of resource will be behind the [new] FW44. It’s not easy. and that is a fine balancing act for crucial in terms of how much of it ‘With hindsight, which is a wonderful teams with finite resources. you’re switching into the 2021 car. thing, I wish we had brought the cost ‘Obviously, the learning and cap in for this year so we didn’t have Plan a, b and c development slope is much steeper this issue with the top three teams ‘You need a plan a, [but] you need a plan at the beginning. So, if you get it being able to spend as much as they b and c as well under these circumstances,’ wrong and you’re months behind, you possibly can going into 2021. says James Key, McLaren’s technical might be half a second behind.’ ‘It’s going to be a piece of financial director. ‘It’s a tough balance, and I think management from all of us to manage every team faces this to a certain extent. Hey big spenders those resources going into next year, ‘We’ve got this sort of funny mix Nevertheless, , CEO of McLaren and just being able to do the best of wanting to continue the positive Racing, has voiced concerns about the job we can,’ Williams concluded. momentum from this year, but keep a advantages enjoyed by the major players: ‘I Despite the apparent funding deficit, very close eye on what is happening in think we’re getting substantially out-spent McLaren is adamant the orange squad ’21 as well. We’ve planned around that. and if you look at the grid order, it pretty will extract every possible ounce of ‘We know what we plan to do, and much lines up by who spends what. performance during the current campaign, would like to do. And we’ll adjust that a

2021 is very much a clean sheet of paper for the teams, and will require a lot of resources to design, test and optimise these new concepts XPB

24 F1 2020 season preview • Racecar Engineering Ÿ Integral microprocessors Ÿ Direct digital output

Ÿ Absolute & Differential measurement Ÿ High accuracy 8, 16, 64 channels

Pressure Scanning rEVOLUTIONised Smallest and lightest pressure To request an EvoScann® demonstration or scanners quotation call +44 (0)1264 316470 or email available [email protected]

www.EvoScann.com F1 2020 | CHANGES

little bit depending on where we are. But you know, there’s nothing to carry over from this year to next year. It really is a blank sheet of paper. So you have to very finely balance that through the season.’ , Renault F1’s executive director, and a man who was intimately involved with the regulatory process during a previous posting with the FIA, agrees. ‘Finding the balance between the 2020 and 2021 car projects will be a huge challenge, of a scale that is probably unprecedented in Formula 1,’ he said in Barcelona. ‘You always try to start new How customer teams are cars as early as possible, but it’s even more supplied with components will change in 2021. The valuable when you have a big change Alpha Tauri AT01 features in regulations, and the 2021 regulations the RB15 gearbox, as well are nothing short of a revolution. as rear ‘Our ambition is to have a good suspension and some front 2020 season, but we are aiming to suspension components. transition to 2021 as early as possible as we expect the slope of development for the new car to be very steep.’ According to of Red Bull, F1’s third largest team in budget terms, ‘It is a huge challenge, of a scale that is the team has already begun the transition; ‘Of course [there’s] that balancing act this probably unprecedented in Formula 1’ year because we’re pushing as hard as we can on [current car] RB16, but RB17 is Marcin Budkowski, Renault F1 executive director a very different car, to new regulations.

The top teams are already heavily focussed on 2021, with some mid-field teams switching 40-50% of their resources to 2021

26 F1 2020 season preview • Racecar Engineering ‘So a lot of [chief technical officer, In each instance, both parties will ’s] focus is already be forced into compromises; the main ‘There’s nothing to on RB17. You’ve only got a certain team into finalising its designs earlier, amount of resource, and so it’s all the secondary outfit into receiving carry over from this about how you carve that up without its componentry later than ideal. compromising current performance. There are, however, workarounds, year to next year’ ‘We’ve got, I think, enough focus on although the situation will still impact on both campaigns at the moment, but there both teams’ modus operandi at some point. James Key, McLaren technical director will gradually be a transition over after AlphaTauri technical director, Jody the first third of the year,’ he added. Egginton, explains; ‘It does [complicate matters], but if you are left with the Secondary challenge decision [of whether or not to do more ‘listed parts’ model – components teams However, Red Bull faces another challenge, of the car ourselves] then the most likely need to hold the intellectual property not unlike that faced by its peer group. scenario is that the rear end, gearbox and to while being free to buy in the rest – In common with the two teams ahead, it hydraulics will be supplied by Red Bull – sees the biggest challenge being the supplies a secondary team, AlphaTauri, with and they will find a way to manufacture expanded listing brought about by the componentry and technical services such the stuff with minimal compromise – and new regulations. The list is ‘similar’, he as wind tunnel operations, as provided for we take full ownership of the front end.’ says, ‘but not exactly the same.’ He then by the regulations. Mercedes and Ferrari As it happens, AlphaTauri has goes on to add; ‘There are a few changes have similar deals with Racing Point and commenced concept work on the 2021 coming, but they are not big, which Haas respectively. design already. ‘We’re still in the iteration reduces the potential for collaboration.’ The major teams and suppliers phase,’ said Egginton. ‘We have a future His estimate of the reduction in currently share last year’s technology car group, a bunch of guys who are always listed parts is around 25 per cent. with their customers, such as AlphaTauri’s looking at next year’s car [and] they’ve ‘It’s a mix of major and minor parts, AT01 for example, which unashamedly been on it for an awful long time. so is very difficult to define. A major uses a complete rear end and selected ‘They handed over this [year’s] car part could be a small part but one front suspension components from six or eight weeks earlier because it that has a big effect on the car.’ last year’s Red Bull. For operational was an evolution, and then have got on Racing Point’s Andrew Green believes and commercial reasons that will with [development on ] the new car.’ the crossover point for his team will not be possible to the same extent , Team Principal be the end of April, with development under 2021’s ‘all change’ scenario. of Haas who pioneered the so-called on the ‘pink’ Mercedes – so called

Despite spending currently being uncontrolled, both wind tunnel and CFD testing remain restricted under the Aerodynamic Testing Period (ATP) regulations

Racecar Engineering • F1 2020 season preview 27 F1 2020 | CHANGES

wheels has further increased workloads floors providing prescribed ground Teams are faced with for teams (see p14). So significant is this clearance. Minimum vehicle weight change that all are committed to running is 775kg, as per 2021 expectations. three distinctly different so-called ‘mule cars’ to test the new, larger Although the mule car modifications diameter rubber, with each team having are minor in F1 terms, they represent design challenges been allocated two ‘dry’ test days. an additional distraction during the Additionally Mercedes, Ferrari and sport’s most populous – pre-coronavirus Red Bull share five ‘wet’ days, with post- – season. Effectively, teams are faced season testing in Abu Dhabi for mules with three distinctly different design due to its striking similarity with the only. These are 2018 / ’19 cars designed challenges: racing the current car in the 2019 championship-winning silver to deliver consistent test results to Pirelli, knowledge that few (if any) upgrades car – ceasing totally at mid-season. while providing an insight into the will be carried forward into the new car; ‘The change is a massive challenge, characteristics of the new tyres. To keep designing 2021’s car to as-yet incomplete the biggest I’ve ever experienced,’ he says, this in check, teams are not permitted to regulations; and adapting obsolete cars adding that Racing Point already have ‘40 or develop mule cars for testing anything to mule specs for end of season testing. 50 per cent of resource on the 2021 project.’ other than tyres, so any 2021 suspension So there you have it: ten teams, and brake designs are banned, as are ten business models and ten different 18in rule any front end / wing specifications that approaches to the 2021 challenge, As though the 2021 regulations do not replicate expected downforce levels. but just one single verdict; it is the represent enough of a change across the The larger wheels increase ride biggest ever challenge faced by any board, the much-vaunted adoption of 18in height by 300mm, with false (flat) of Formula 1’s current teams.

Transitional thinking

Which team is F1’s transition king? The answer is Mercedes, which (recall those gawky cars?) and KERS, but Brawn discovered has won all six double titles since Formula 1 switched to hybrid loopholes in the regulations that permitted double-deck rear engines in 2014. The Brackley team was simply better prepared diffusers, which provided a downforce advantage. Rather than on the powertrain front, endowing the team with momentum that Honda taking advantage, it was as Brawn that the team won. continues through the final season of the current formula. When Toto Wolff said in Spain in February of this year; ‘This However five years earlier, Brawn GP, which arose from the [change] is a challenge we have embraced in the past through two ashes of Honda’s F1 project, operated from that same address and regulatory changes, and we love that one,’ he did so with some dominated both 2009 championships, despite being compromised justification, albeit failing to mention that the chief architect behind by a late switch from Japanese power units to Mercedes engines. both transitions was in fact Brawn. Formula 1 had just undergone massive change after the FIA The grid should be relieved that Brawn is now the man in the mandated swingeing rule changes that affected tyres, aerodynamics boardroom responsible for F1’s changes, rather than a team boss…

The famous double deck diffuser of the Brawn BGP001 seen in 2009 XPB

28 F1 2020 season preview • Racecar Engineering Oil coolers and Intercooler cores

Reliability Flexibility Know-how Visit us at www.setrab.com/proline WE CONNECT TECHNOLOGY AVAILABLE FROM STOCK

SE28 / VG95343-5 FUEL RESISTANT HEAT SHRINK TUBING ALTERNATIVE TO TE RAYCHEM DR-25

+44 (0) 1403 790 661 lanemotorsport.com [email protected] ONLINE SHOP CONNECTORS CONNECTORS ACCESSORIES HEAT SHRINK BOOTS FOR AFTER HOURS ORDERING F1 2020 | OIL CONSUMPTION

Ferrari’s 064 power unit fitted in the Haas VF19. Note what appears to be an auxiliary oil tank just below the plenum Lawrence Butcher Conspicuous consumption Engine oil can be used for something other than lubrication, but the FIA is trying to prevent the practice By Lawrence Butcher

t the launch of the 2020 litres of oil per 100km of running, the flow rate. (It should be noted that, since Ferrari SF1000, team principal, capacity of cars’ auxiliary oil tanks is limited 2013, the rules have specifically forbidden Mattia Binotto, remarked to 2.5l and only one tank may be fitted. the use of oil as a combustion enhancer, that the cars power unit had This is a further reduction from the 0.6l though what the rules say and how undergoneA a redesign of its combustion permitted in 2018-’19 and a significant they are interpreted is the playground chamber to account for new regulations drop from the 1.2l allowed in 2017. So in which engineers tend to operate). regarding oil consumption. how have teams reached this point? Concerns around the use of oil to The 2020 season should mark the end The paddock rumour mill was working boost combustion performance had been of a long-running controversy surrounding overtime in 2017, with suggestions that present almost from the beginning of excessive oil use in Formula 1’s current engine manufacturers were leveraging the hybrid era. For example, during the hybrid engines, or at least the FIA hopes engine oil to improve the performance of 2015 Canadian GP, the FIA conducted so. From the start of the year, teams were the combustion system, circumventing an extensive analysis of the oil in both only permitted to use a maximum of 0.3 rules that dictate a strict 100kg/h fuel Mercedes and Ferrari cars, following

30 F1 2020 season preview • Racecar Engineering Lawrence Butcher

Ferrari’s 064 power unit removed from the Haas VF19. The locating bracket and pipework for the tank shown previously can be seen to the right of the plenum

suspicions something was amiss. From This begs the question, what is to be that point on, there has been a constant gained from introducing oil to the game of cat and mouse between the power combustion process, and what are unit manufacturers and regulators, with the most likely ways it is achieved? the FIA placing ever stricter constraints Concerns around the use on oil consumption and how that oil is Advantages handled, and the powertrain engineers There are several potential benefits to of oil to boost combustion finding ways of circumventing them. be had from introducing oil into the Of course, none of the engine combustion chamber. Normally – and performance had been manufacturers will admit to any form particularly in highly boosted engines of oil burning, but from the constant – oil contamination of the combustion present almost from the reactions of the FIA it is clear this has chamber is not desirable, as it can create been an active area of development. an unstable burn and induce damaging beginning of the hybrid era

Racecar Engineering • F1 2020 season preview 31 F1 2020 | OIL CONSUMPTION

detonation. But in the case of Formula 1, where the engines are effectively energy limited via fuel flow, ingesting oil, provided it is done in a controlled manner and, most importantly, the oil is Lawrence Butcher formulated in such a way that it enhances combustion, can bring performance gains. As Andy Cowell, who heads up Mercedes AMG High Performance Powertrains and oversees Formula 1 engine development, notes: ‘In a naturally-aspirated engine – so from the 2013 era – with no fuel flow limit, you didn’t want oil in the combustion chamber because it doesn’t burn as well as the free gasoline you had available. ‘With these engines, and a fixed amount of gasoline, having a baggy [oil control] ring is good for friction and not bad for combustion performance.’ There are potential mechanisms by which oil can aid combustion. One is by simply increasing the calorific value of the mixture entering the combustion chamber. While this is a feasible motive, it is likely that any power increase from burning oil is also linked to the introduction of additives to the combustion chamber, via the oil, that are not permitted in the fuel. Regulations surrounding the chemical composition of fuel are tight, with test samples taken at regular intervals through a season to ensure compliance. Oil is less tightly regulated, and there is scope for its make up to be tailored for purposes other than simply lubrication. This statement comes with the caveat that any such additions must be justifiable in terms of being able to prevent damage if oil is ingested, rather than to blatantly increase power. (As an aside, in drag racing lore, there are stories of racers in the ’70s adding a small amount of nitromethane to engine oil, then routing the crankcase breathers into the inlet. This would fall under the ‘blatant’ heading in Formula 1, but shows there are few totally original ideas in motorsport).

Knock control For example, what if additives could be introduced via the oil to help prevent the undesirable situation known as knock? Honda’s 2019 RA619H power unit, as fitted in the Red Bull RB15. Red Bull has been one of the most vocal critics of oil burning, suggesting it is not something Honda has been able to fully exploit The current engines run exceptionally lean, with air / fuel ratios likely above 20:1, and compression ratios around 18:1. To achieve such extreme running conditions reliably, mixture control is absolutely critical, not least in terms of the air / fuel mixture’s distribution within the combustion chamber. As Cowell puts it; ‘You are looking Having a baggy [oil control] ring is good for for a fast, controlled burn. Fast and uncontrolled can damage engines friction and not bad for combustion performance [otherwise known as knock].’

32 F1 2020 season preview • Racecar Engineering 3D PRINTING SPECIALISTS FOR MOTORSPORT Custom Designed & Race Proven Polymer Sealing Solutions for Motorsport

Wind tunnel components Composite tooling Quality & precision Carbon-fibre reinforced SLS

Tel +44(0)7756 515 772 SLS SLA SLM MJF FDM GREGSEALE: [email protected] TECHNOLOGY UK LT.indd 1 9/12/09 13:44:22 01296 482673 www.gstracing.co.uk mezzo TECHNOLOGIES

Mezzo designs and fabricates micro channel heat exchangers for a number of industries including automotive racing, aerospace and defense. Mezzo’s products deliver superior performance in terms of increased heat transfer, reduced weight, and decreased volume. Mezzo’s products are very damage tolerant, easily maintained, and reasonably priced. Products for the automotive industry include oil coolers, intercoolers, radiators, and condensers.

Mezzo is an approved supplier of radiators for IndyCar, and currently is involved most many high performance racing series such as F1, LMP1, etc. Mezzo takes pride in handling the toughest thermal management problems. Give us a call!

10246 Mammoth Avenue, Baton Rouge, LA 70814, USA Tel: +1 (225) 442-6965 Fax: +1 (225) 706-0198 www.mezzotech.com email: [email protected] F1 2020 | OIL CONSUMPTION

Above: Piston crown detail of the Ferrari part, showing the attention to detail in crown geometry

Below: Note the use of three piston rings, and how abruptly the deposits around the top of the piston stop at the top ring, indicating how effective the ring seal is F1 Technical/www.Italiazakka.co.jp

A piston and con rod assembly allegedly from a 2014-spec Ferrari, which bears many similarities to the units used in Porsche’s 919 LMP1 car

In the context of harnessing oil, engine designers face something

of a dilemma F1 Technical/www.Italiazakka.co.jp

To achieve this fast, controlled burn, The aim is to run the mixture very injector and spark plug located in the considerable effort is dedicated to lean, and then ignite all of it as close to pre-chamber. Of course, there is more to ensuring that the mixture is precisely simultaneously as possible, hence the it than simply having a clever injection distributed across the combustion use of systems such as Mahle’s Turbulent system, and piston crown and combustion chamber at the point of firing. This requires Jet Ignition (MJI or TJI), and other pre- chamber geometry, among a myriad a deep understanding and mastery chamber combustion methods. of other factors, also affect the burn. of a host of factors including, but not Much has been talked about Mahle’s Running to the limit of stable limited to: injection timing (there are system, but it is not the only means of combustion is a tricky balance to strike on multiple injection events during each achieving what has been trademarked as every firing event in the engine, particularly firing stroke); the size and distribution Jet Ignition. For example, Porsche’s 919 one running at 11,500rpm. It is easy to see of fuel droplets fired from the injector LMP1 hybrid used a pre-chamber ignition why the introduction of an additive to push nozzle; inlet air tumble; swirl; pressure system, but the injector was external the knock limit and improve combustion and temperature, as well as cylinder to the chamber and fuel was drawn in stability would be attractive as it would wall and piston crown temperature. passively, rather than having both the improve the reliable power output.

34 F1 2020 season preview • Racecar Engineering Smoke your tyres, not your engine!

Regardless of whether you are a drifter, a circuit racer, a rally person, or compete in any form of motorsport, your engine needs ® Driven Racing Oil. Featuring race developed anti-wear ZDDP additives, friction modi ers and super stable base oils, to ensure your engine lasts longer and produces more power.

We o er a huge range of engine oils from 0W to 10W/60, available in both mineral, semi-synthetic and synthetic formulations. A full range of race proven gear and di erential oils are also available – check out our product range, and buy online at: www.drivenracingoil.co.uk

Anglo American Oil Company +44 (0) 1929 551557 www.aaoil.co.uk F1 2020 | OIL CONSUMPTION

Detail of the commercially available version of Mahle’s Turbulent Jet Ignition (TJI)

One final note on the benefit of piston from the crankcase. It was the if the oil was being used purely for its adding oil to the combustion chamber, former path that the FIA dedicated most calorific value and also as a fuel additive. particularly past the piston ring, is that of its initial efforts to closing down. Of course, none of the F1 teams it could have a cooling effect, or at least Up until 2018, the rules required all admitted doing this ‘blatantly’ for be used to help stabilise temperatures excess crankcase gasses be fed back into performance gain, but in mid-2017, in the chamber, avoiding the generation the combustion chamber, in much the the FIA announced there would be a of hot spots from which pre-combustion same way as on any modern production ban on any active valves linking the can propagate, again helping achieve the car. The gas mix that builds up in the crankcase and the inlet, a clear indication goal of consistent, stable combustion. crankcase consists of a mix of oil mist that such practices were occurring. and any unburnt fuel that may make Chamber of secrets its way past the piston rings. As such, Vapour trail There are two routes oil can take to if a team wanted to feed a volume of From 2018 onwards, all crankcase vapour enter the combustion chamber, either oil back into the combustion chamber, had to be vented to the atmosphere, via through the inlet port or up past the there was a ready-made route. a pipe exiting behind the rear axle. The Some form of control valving would regulations stated: ‘All power unit breather allow the crankcase vapour, rich in oil, fluids may only vent to atmosphere and to be introduced at the most opportune must pass through an orifice which is Adding oil to the moments. For example, during periods positioned rearward of the rear axle of peak load, the mixture could be centre line and less than 400mm above combustion chamber enriched with oil, without any being the reference plane and less than 100mm wasted during times when it is not from the car centre plane. No breather could have a cooling effect needed. This approach would work both fluids may re-enter the power unit.’

36 F1 2020 season preview • Racecar Engineering Detail of Mahle’s injector and spark plug set up for its TJI

But this is racing. Just because the inlet, there have been suggestions – as yet into the intercooler (which Ferrari were easy route to the cylinders had been unconfirmed – that more creative ways accused of). Both of these approaches are shut down didn’t mean manufacturers were used to get oil into the combustion definitely feasible, but far harder to control stopped trying to replicate the gains they chamber. The main two being leaking oil than a valve between crankcase and inlet. had clearly found. Beyond feeding the oil past the seals on the compressor stage With the tightening of regulations / gas mixture from the crankcase into the of the turbocharger and a controlled leak in 2018, power unit manufacturers are

Racecar Engineering • F1 2020 season preview 37 F1 2020 | OIL CONSUMPTION

in 2002. In 2003, the swapping of parts and the edge detail to make sure they Getting every last bit between qualifying and race engines was are sitting the right way as they run. banned, bringing an end to the practice. ‘There is a huge amount of expertise of oil vapour out of the The detail engineering that goes at the ring suppliers that everyone can into the ring pack of a Formula 1 engine reach for. That, married with the top air side is a challenge is phenomenal. The shape, material, detail of the piston, typically determines surface finish and coating of each ring the oil consumption of the engine. and corresponding ring groove will be ‘Then there is a little bit subject to many iterations, all geared involved with oil itself and how it left with only one viable route to get oil towards optimising the interface interacts with the ring pack.’ into the combustion chamber, past the between ring and cylinder liner. Suffice to say, controlling oil ingress piston rings. ‘A key area of oil burning Taking just the piston ring material, to the cylinder using the piston rings to in high performance engines is past the high alloy steel is one of the more likely bring benefits during specific running ring pack of the piston. We all aim for choices for rings, but this is far from a conditions is far from straightforward, the least amount of friction between given, and in the V8 engine era engine and certainly far more complex than the piston and the liner. That is why we manufacturers tried a host of different simply engineering one for the best run baggy rings,’ explains Cowell. material combinations. Honda, for sealing and minimum friction. However, as noted, the benefits of example, developed a titanium ring, However, with the 2020 rules, even running a loose ring pack in the current with a tungsten carbide coating and a the siphoning of oil past the rings may be engines is not limited to friction reduction. DLC-coated expander ring (the pistons history as the new limit on oil consumption featured a separate expander to push is so tight there simply isn’t the oil to spare. Lords of the rings the ring against the cylinder wall, an It has been reported that engine approach that is now common practice). Challenges ahead manufacturers moved back to a three- In the context of harnessing oil As Cowell highlights, all race engines use ring piston design (rather than two ring) in the combustion chamber, engine some oil, and not just that consumed by with the arrival of the hybrid engines. designers face something of a dilemma. the engine. ‘There are other areas of the The use of three rings relates to the much They need the piston ring to be a one- engine that can affect oil consumption, higher cylinder pressures – in excess of way valve, allowing an amount of oil for example any leaks into the floor of 35bar – experienced with these engines. past on the inlet stroke, yet containing the car. Racing engines tend not to be However from a friction perspective, this is the exceptionally high combustion completely dry at the end of a race.’ far from ideal. It is noteworthy that Honda, pressures on firing. Here, Cowell makes He points out that even the 2018 cut and possibly others, experimented with the following observation regarding to 0.6l/100km forced a re-think on oil single-ring pistons in the early 2000s. In changes to the 2020 Mercedes engine to recovery within the power units. ‘Last year Honda’s case, the single ring saw a 10kW account for lower oil consumption limits: we had to be careful, and this year even increase in power due to lower friction, but ‘It is not so much a combustion chamber more so. Now it is getting to the point the attendant oil consumption of around change as a ring pack design change. Some where a racing engine could lose 300ml of 30km/l was unacceptable for race use, so it of that is ring tension, a lot of which is the oil from external leaks, a leak from a pump was only used in qualifying-spec engines fine detail of the way the ring is energised that is running across the floor for example. I know we should have lovely, dusty, dry engines, but occasionally there are leaks.’ Separating oil from the crankcase breathers has also come in for review, with scavenging back every drop now a necessity. ‘By regulation, we have to send [the crankcase gasses] overboard. That is the gas that has come past the ring pack from the top of the piston, into the crankcase and therefore gets mixed with all of the oil at the bottom of the crankcase, and then further in the scavenge pumps. ‘We need to separate out the oil, either in a swirl tank or with a centrifuge. We use a centrifuge, which we think is a very efficient way of separating the oil and air, but getting every last bit of oil vapour out of the air side of that is a challenge, so there is a risk that you do just throw it overboard.’ So in 2020, simply ensuring there is enough oil to keep the engines Mercedes has dedicated alive is now a challenge in itself, but much effort to reducing oil will any manufacturer still try to find loss in its power units, seen a legal way of burning it? If there is here fitted in the RP19 a performance gain to be had, you can be sure they’ll give it a go.

38 F1 2020 season preview • Racecar Engineering SUBSCRIBE TODAY TO MOTORSPORT’S LEADING TECHNOLOGY MAGAZINE

Racecar Engineering is the world’s leading publication for motorsport technology and engineering. Every issue gives unrivalled technical analysis of all the major race series across the globe including Formula 1, NASCAR and Le Mans.

>> Lamborghini: Behind the scenes at Sant’Agata – see P38

>> BTCC hybrid: UK’s top series embraces new technology – p56 >> Plus! IndyCar cooling secrets revealed – P54

March 2020 • Vol 30 No 3 • www.racecar-engineering.com • UK £5.95 • US $14.50

December 2019 • US $14.50 • • UK £5.95 Vol 29 No 12 • www.racecar-engineering.com Vol 30 No 1 • www.racecar-engineering.com • UK £5.95 January 2020 • Mercedes GT3Corvette C8.R• US $14.50 We reveal the tech secrets of AMG’s new contenderAll new mid-engine Formula 1 2021 Le Mans racer What the new rules will mean for teams and fans breaks cover

BIG Subscribe SAVINGS from just

Can-Am Maverick Aerodynamics 101 Formula E goes Extreme The tiny UTV racer that’s Japanese Super GT Hot pants We examine the technology behind How wind tunnels work Petrolheads shaking up the Dakar plus Technical analysis of the £49.95 How stricter tests are shaking the radical all-electric off-roadI-Pace series eTrophy Rush SR-1 Suspension special insider tips on using them The inside line on Exxon’s up the racewear business 2020 Class 1 GT500 cars How Jaguar turned its The entry level racecar Why test rigs are essentialDecember cover_FINAL.indd 1 GP fuel blending process 26/11/2019 16:43 electric SUV into a racer that’s the talk of the USA and how teams use them

January cover_JD APPROVED_BS.indd 1 22/10/2019 14:11

INSIDE EVERY ISSUE 3 GREAT REASONS • Unrivalled technical analysis from Formula 1 and Le Mans, TO SUBSCRIBE to grassroots racing • You will never miss an issue of this leading source of technical • Written by engineers insight and information analysing new products, technical developments, • Pay less than the shop price, testing and results plus FREE delivery to your home • Save over 30% off the • Latest news and developments newsstand price from the major race series FREE across the globe worldwide delivery ORDER TODAY Online: www.chelseamagazines.com/CRCEF1D2 Or phone: +44 (0) 1858 438 443 (quote code CRCEF1D2)

AVAILABLE WORLDWIDE >> Sportscar breakthrough: IMSA racers at Le Mans – see P88

April 2020 • Vol 30 No 4 • www.racecar-engineering.com • UK £5.95 • US $14.50 Dark arts Shining a spotlight on World Rally technology DIGITAL EDITION ALSO AVAILABLE WORLDWIDE for tablet, smartphone and desktop. To order go to: F1 CFD study Ferrari 488 Evo Will the 2021 aero rules Nissan GT-R LM really improve the racing? Up close and personal with Maranello’s new GT3 car The inside story of LMP1’s www.chelseamagazines.com/CRC1F1D2 most radical racecar