On the menu of this gallery: an unexpected measure in the anti-pumping directive, the novelties of Red Bull and Ferrari, and the Italian inspiration of Alpine. All illustrated by our exclusive images!
LATEST DEVELOPMENTS ON PUMPING
Following the failed attempt at the Canadian Grand Prix (explained in detail here), the FIA returned to office correcting its TD039 directive.
Based on the data provided by the accelerometers installed on the twenty Montreal F1 cars, the Federation’s engineers have defined a formula for setting a limit on the maximum authorized bounce. In specific terms, cars cannot exceed a certain vertical acceleration threshold (expressed in g) in two places on the circuit during the Grand Prix. If a car exceeds this limit for a certain period of time, the overflow will be recorded on telemetry and an alert will be sent to both the team and the FIA.
If the draft policy is accepted, a team will only be able to exceed the authorized limit three times. Beyond that, you will risk sanctions. This means that from the French Grand Prix – the date of entry into force of the directive – the teams will therefore have three races to eliminate the phenomenon of pumping (also called “porpoise” or “porpoise”) and until tailgating. Otherwise, the FIA may impose configurations that do not cause bounces (and logically less efficient). A decision that does not delight Christian Horner, whose car is one of the two best on the grid:
“Allowing the FIA to define your configuration sets a dangerous precedent. In addition, the purpose of a technical guideline is not to change the rules but to clarify them. Referring to the intent of the regulations does not make sense, there are what is written in black and white, that is all.
“We will discuss all this, including the process, at the F1 Commission meeting on Friday. But there was not much bomb in the last race, so why write a directive?
The Federation did not stay here and surprised the paddock by adding a second part to its revised directive.
As we know, the flat bottom is equipped at its base with a “board” that not only can not be worn excessively but must also be sufficiently rigid. According to Articles 3.5.9e and 3.15.8a, this glass plate may not deform more than two millimeters. Except that, in their formulation, these articles stipulate that no deformation is allowed … only in two places on the board (on the edge and a little later). The text implies that the rest of the board cannot be distorted either, but it does not say so explicitly.
Because of this ambiguity, the FIA suspects that certain teams (mainly Red Bull and Ferrari) have chosen to comply only with the letter of the regulations and not with their spirit, that is, they have designed plates that deform to the back beyond two millimeters. , which will improve the operation of the flat bottom. In Le Castellet, this interpretation will no longer be accepted by the sports authorities.
Behind the scenes, it is rumored that Mercedes, whose W13 received a new flat bottom, as well as a redesigned front suspension fascia (see images above and below), would have been maneuvering to urge the FIA to clarify this aspect of the technical regulations .
“When we found out about this possibility [que certaines équipes puissent avoir joué avec la déformation de la planche]we understood that there were certain opportunities that we had not taken advantage of or taken advantage of ”, explained Andrew Shovlin, Mercedes ’chief operating officer.
“So the FIA clarification will not affect the way we drive our car. But it could well affect our competitors and therefore bring us closer to them.”
Red Bull, meanwhile, claimed his car was “completely compliant” to the content of the revised and corrected directive. However: seconds Automotive and sportsgenerally well-informed, Red Bull and Ferrari would have strongly opposed the Federation’s intention to make the board stiffer in its entire length.