Bob Barnard Track Engineering

Bernie has just worked out what Renault engineers said two weeks ago and anyone with a mechanical bent knew anyway. When you have turbocharged engines it is hard to nigh impossible to increase the noise level. Noise is generated by the exhaust gas pushing the air which eventually beats against your ear drum. Turbos use that energy. That is why most earthmoving equipment do not require a muffler. The whole point of this formula is to use the waste energy, so what are we going to do? Waste some of what we just saved to give the whiners more noise? I guess we would not be able to hear them whine.

Bernie is also muddying the waters as usual, suggesting he could set up a "new" FI with GP2 cars, but call them GP1. Gets more noise, more teams and it would be cheaper. But hang on, didn't he just block a cost cap for the real F1? 

Teams stayed on in Bahrain to test some more, but information seems lost in transmission.

Watched the delayed NASCAR race from Texas yesterday. The end was good as usual, even if contrived by a yellow 3 laps from the flag. Kurt Bush had a close shave with the wall but did not touch it, and had a tire come apart on the apron. Enough for the guys at NASCAR, or did they lean on the button again? Bush spin earlier without hitting anything and continued and they threw the yellow then too. Lugano was not to be denied though and deservedly won from Gordon. We saw a lot of yellow, with the race starting under yellow for 12 laps as the track was still "damp." Rain tires anyone? I can understand them not running in the rain, the spray would be terrible, but a bit damp is no big deal.

Wet grass is another thing though as we saw with Junior's excursion. Tore his car up and Johnson's who was close behind. Jr. caught fire and thankfully got out OK as we saw an IMSA style chinese fire drill. While the boys on the fire truck were working out how to turn the hose on a marshal leant over the wall with a normal extinguisher and put it out. Not good enough.  We then had to have the "competition caution" of course as the track was "green" and the teams would not have known how to set the car up. It has rained every day from what I saw so what was different?

Missed the anniversary of Jim Clark's death yesterday. One of those "where were you when" moments. I was at Brands Hatch, where Clark was supposed to be, not racing an F2 race at Hockenheim. An incredible talent, and a humble gentlemen, not like our current World Champion. No one finger salute after races for Jim.   

A few examples of splits showed up during the Bahrain GP, some between people, some mechanical and some track related.

Mark Hughes had a great piece on Sky Sport about how Mercedes have managed to build a car/engine combination so much better than everyone else. They have split the Turbo. No it does not leak. The turbo consists of a turbine driven by the exhaust gas and a compressor that raises the pressure of the air entering the engine. Traditionally these are in one unit, one body, so the heat from the exhaust impacts the air in the compressor. This has to be cooled before it enters the engine to maximise the density, so there is an "intercooler" like a radiator mounted in a side pod, adding to the drag. The team suggested to the engine guys at Mercedes that if they were split, one on each end of the engine, then that problem would be lessened. So that's what they did, with a shaft through the block to drive the compressor. Intercooler size goes down, and the size of the unit on the back of the engine reduced so the engine cover can be tighter. The battery and gearbox also run cooler, etc. etc. Very, very clever. One of those "what if" someone asks that makes the light bulb go on.

As Mercedes designed the car around this concept they could maximise the benefits, but the other customer cars did not have time to, so they still have a benefit, but not maximised. The real hit for the non-Mercedes cars is that they cannot copy it, the engines are "frozen." Nice one. And thank you Mark for another great piece of journalism. This is Formula One, not just a bunch of noisy cars.

The other split is between Adrian Newey and Joe Saward, both angry men. Adrian hates the current rules. Would he still hate them if he were winning? He says yes, but we can only wonder. He said "It should be about man and machine performing at its maximum every lap." Well anyone watching the TV can see the drivers are performing to their limit, much more than we have seen for years. The cars are no longer on rails, glued to the track by Newey's aerodynamics. Just what Ferrari wanted, but now they have it and their engine is not good enough they want to change it too. Adrian should have watched his driver Sebestian over-performing at Turn 2 in the 3rd practice.

He goes on to say "The cars are going a lot slower and that should be factored in when we talk about the whole. OK, they are using 50 kilos less fuel, but they are going a lot slower to achieve that." Really, what timing screen is he watching? His own cars obviously. Pole time this year is less than a second slower than last, with harder tires and 50 kg more weight in the car. Top speeds are higher. Monza is predicted to be 360 km/hr! Over 225 mph. Slower? This is not an economy run, the cars are being driven to their limit over the same race distance at similar speeds with 33% less fuel due the design of the car, not by the drivers driving slower. As I said after Australia, imagine if this translates to road cars?

Joe Saward is also angry about the Ferrari's and Red Bulls of this world whining about the rules. As I said yesterday, how does he keep his press pass?

http://joesaward.wordpress.com/2014/04/05/top-of-the-flops/

The additional set of tires for Q3 has certainly helped at keeping all the cars on track for the Q2 & 3 sessions, but we now have the teams not running in practice sessions. Mercedes did very few laps any session, did not need to, but Williams were concerned at putting too much heat stress in the power unit and sat out most of the time. The fact that the teams tested here for two weeks recently undoubtedly played a part. They knew the set up so saved the car. It will be interesting to see what happens in the next races. Teams are already using up components at a fast rate, so we will see grid penalties later in the season.

Now for the track split. In the barrier there are regular openings to allow emergency access and to allow cars to be pulled back off the track. They are called "regulation gaps" as there are regulations as to how they are installed. The lead edge is supposed to stay in line, with the trailing edge curving into line behind. This is the main straight at Bahrain.  

Not a great photo but you can enlarge. The leading edge turns in towards the track. I can't imagine why I have never noticed this, but if you hit that end then it will not only hurt but it will throw the car back on the track. Not a good idea. So how does Tilke design this, and worse, how do the FIA approve it?

In a similar vein the curb at Turn 4 was altered to install a "sausage" raised section behind the existing. This is the orange piece we see at lots of tracks now, but at the apex on slow corners, not a fast exit where it can be struck end on. So if you watched practice yesterday you would have seen a Lotus do just that and launch itself. They removed the "sausage" last night, but who approved it in the first place?