Apparently it has been designed with the 2017 cars in mind. And I get the feeling that this was more of a proof-of-concept test than anything else - Red Bull would need direct feedback from the drivers before taking it any further. As pointed out during the broadcast, it produces problems for the cooling, it would be very difficult to see the starting lights (though I believe that the lights are hooked up to an audio system so that the drivers get a cue to start), and driver extraction would be difficult - doing the seatbelt buckles up was awkward, and in an accident like Alonso's Melbourne crash, almost impossible for the driver to extract themselves (and turning a car over with an injured driver is always risky).Also for some reason it looks comically oversized for the car.
Sounds like he is clutching at straws, you hit any part of the car at speed it's going to do the same thing, which is go in a Random direction at speed, and likely height.Johnny Herbert asked a very interesting question in the build-up to Sochi FP2: say a tyre hits a halo or an aeroscreen or whatever solution is ultimately chosen - where does it go next?
Herbert's question was in response to footage of the testing. The aeroscreen deflects debris, but because of its shape, it doesn't shave off as much potential energy than the nose or a tyre. There's a much greater chance of a second driver hitting it with the aeroscreen.If it hits the nose of a car, where does it go next? If it hits the tyre of another car, where does it go next?
I don't think so - if it hits the aeroscreen, it's going to pass over the top of the car and continue at speed. One of the other proposed solutions was a series of vertical fins that, if struck by debris, will slow that debris down as well as deflecting it.Sounds like he is clutching at straws, you hit any part of the car at speed it's going to do the same thing, which is go in a Random direction at speed, and likely height.
Wouldn't that be the same as the Nose though, with the current regulations as they are the Nose is at the same angle.Herbert's question was in response to footage of the testing. The aeroscreen deflects debris, but because of its shape, it doesn't shave off as much potential energy than the nose or a tyre. There's a much greater chance of a second driver hitting it with the aeroscreen.
I don't think so - if it hits the aeroscreen, it's going to pass over the top of the car and continue at speed. One of the other proposed solutions was a series of vertical fins that, if struck by debris, will slow that debris down as well as deflecting it.
Herbert's question was in response to footage of the testing. The aeroscreen deflects debris, but because of its shape, it doesn't shave off as much potential energy than the nose or a tyre. There's a much greater chance of a second driver hitting it with the aeroscreen.
I don't think so - if it hits the aeroscreen, it's going to pass over the top of the car and continue at speed. One of the other proposed solutions was a series of vertical fins that, if struck by debris, will slow that debris down as well as deflecting it.
I don't see the issue though, it's a curved shape, meaning it can still turn it also would require many things to fall in place for something that rarely happens in the first place.That only magnifies the problem Herbert is alluding to - sure, it's great for driver protection, but it deflects debris away in such a way that the debris loses very little of its energy.
Instant death vs random direction of tyre.A wheel that skips off a few aeroscreens is better than a wheel that hits a drivers helmet /justsayin
Say it was a nose cone, like in Justin Wilson's accident. Modern racing cars are designed to disintegrate on impact - that's why Alonso's car exploded in a shower of carbon fibre shards in Melbourne. Each individual piece of carbon fibre carries with it some kinetic energy, directing it away from the survival cell and the driver.By creating vertical fins, you're creating more potential debris in the situation.
Johnny Herbert asked a very interesting question in the build-up to Sochi FP2: say a tyre hits a halo or an aeroscreen or whatever solution is ultimately chosen - where does it go next?
Johnny Herbert asked a very interesting question in the build-up to Sochi FP2: say a tyre hits a halo or an aeroscreen or whatever solution is ultimately chosen - where does it go next?
And if that was the only comcern, it might be excusable - but there are issues with access and driver extraction; as was pointed out, if Alonso was using an aeroscreen in Melbourne, he would not have been able to escape unaided. In that case, what if a car is on fire? What if a driver has a spinal injury and the car has to be righted?Valid question though, the video shows the tyres deflecting up which makes it more dangerous for the guy behind.
I don't see what all these moanings about driver extraction and stuff is about, LMP1 has gone close cockpit, and they don't seem to have any more problems. Why can't F1 copy that (oh wait, F1 doesn't want to copy anyone else...)
Probably not, but once you start introducing them, there's little to differentiate it from the WEC except for shorter races and a lack of driver changes - and I think that you will find that the sport loses a lot of followers.Is there any argument that a fully enclosed cockpit like an LMP1 is not in general safer than an open cockpit LMP1?
What's wrong with then putting doors in an F1 car?One "small" difference. LMP has doors to get out from.
What's wrong with then putting doors in an F1 car?
Everything. It stops being a Formula One car.What's wrong with then putting doors in an F1 car?
It becomes a branch of Prototype.What's wrong with then putting doors in an F1 car?
The sport has already lost a lot of followers. It's the drivers they want to save now.Probably not, but once you start introducing them, there's little to differentiate it from the WEC except for shorter races and a lack of driver changes - and I think that you will find that the sport loses a lot of followers.