-
Is this the case though? I'd have thought that the lower-profile tyres and more suspension work being carried out by the actual dedicated suspension system would be a benefit. As they have more direct control over the springs/dampers/interters than the bags of air where the characteristics change over the course of the race.
The argument they gave me was that the tyre did a lot of work instead of having to use the suspension. For things like smaller bumps, defects in the track, kerbs etc, the tyre just soaks it up.
I can see arguments for unsprung weight
Yes, the larger wheels add unsprung mass.
If there's a preference for the current tyre setup over a drastically different one, is that not just likely to be due to the reams of data they have of current/historic use?
Almost certainly a bit of that! But they'll adapt quickly enough.
Jonny69-
The argument they gave me was that the tyre did a lot of work instead of having to use the suspension. For things like smaller bumps, defects in the track, kerbs etc, the tyre just soaks it up.
But in that case, the tyre acts as a spring-damper system of limited control. You've got a pair of suspension systems working in serial, surely taking more work away from the system that is more difficult to control and moving it to one that is easier to control is beneficial right?
The tyre soaks up the bumps just like the spring-damper in the suspension system, but in a less controllable manner as both of those are largely defined by tyre pressure, which fluctuates thoughout the race (and at a different rate dependant on the tyre too)
Yes, the larger wheels add unsprung mass.
Figured that'd be the case, be interesting if that & the slightly increased overall mass have much impact on the acceleration. Also (apologies, being super lazy here), but is there any decent estimate over drag losses? Would be interesting to see if braking distances change much, longer braking distances are also a plus for overtaking opportunities.
Edit: Also just spotted they banned inerters, be interesting to hear the reasoning behind that. Half my uni dissertation was on those so I think I'm probably a bit sentimental towards them!
mmccarthy
Is this the case though? I'd have thought that the lower-profile tyres and more suspension work being carried out by the actual dedicated suspension system would be a benefit. As they have more direct control over the springs/dampers/interters than the bags of air where the characteristics change over the course of the race.
I can see arguments for unsprung weight (though have no figures to compare the larger-wheels/smaller-tyres & vice versa). But can't see the preference for the big-sidewall tyres in terms of performance. Potentially larger pressure swings due to the smaller mass of air inside?
If there's a preference for the current tyre setup over a drastically different one, is that not just likely to be due to the reams of data they have of current/historic use?