Further to my last, I am referring to everything which involves 'feel'. I am not discounting or playing down the importance of those things which can be measured directly through sensors. Ultimately, it is an interplay between the senses and the sensors; with due regard to the censors!
Thank you for your explanation Cosi, perhaps I should have been more clear in my question. I suppose what I meant was, when a driver thinks a car needs more of this or less of that, does he know what physically needs to change on the car (eg - narrower side pods, another element added to the front wing etc), or does he simply say to the engineers/designers 'I need more of X, Y and Z, you come up with something for me!' Does that make more sense?
I guess it depends on the driver, and goes a lot with my earlier post on how they were brought up in racing, were they hands on or did someone do everything for them. The more technically knowledgable the driver the more input he'll have on the changes (Schumacher for example).
Aah, OK, I'm with you now Westy. You are referring to design rather than set-up, whereas I was emphasising the latter. I'd agree with Miggins that some drivers may actually make design suggestions, but even in these cases, it is more a case of 'brain-storming' ideas weighed against the professional: the designer. In this sense, the last part of your last sentence "I need more of X,Y AND Z; you come up with something…!" is most often closest to reality. Essentially, the designer provides the goods for the driver to play with and report back upon. He/she provides the raw materials from raw ideas but it is highly unusual for a driver to influence the fundamental design package, such as wing elements and side-pods etc., rather than simply how they are adjusted. As far as I know, Schumacher has never had this kind of fundamental design influence. Like others, he gives feedback (exceptionally good in his case) about how the package is working but driver input is almost wholly confined to comparisons of what he's given (which may of course involve very different wings etc.), and how things should be set-up. Of course, based on this feedback, the designer may well decide to experiment with a new idea which he hopes will further accommodate the driver's feedback and 'requirements'. However… …as a true driver/engineer/designer, Bruce McLaren has to be the most obvious exception to the above. In every way, he was a very exceptional man. I should also mention that he did not restrict this diversity of talents to Grand Prix racing. His Can-Am cars are legendary (and I have been lucky enough to pilot several of them over many years). Oddly enough, two years after McLaren's tragic accident, it was another driver/engineer: Roger Penske, who managed Porsche's challenge to McLaren's Can-Am domination - and lost.
Righto, thanks Cosi. That's cleared up a few things. Incidentally, where do you place yourself in the technical feedback area? Do you know your onions?
Hahaha… Doesn't everyone like to think they know their onions? Perhaps one should ask; how often is the pianist also the piano maker? And whilst all violinists play the music and know how to tune their instruments, there is surely only one Stradivarius. And although McCartney has an unusual preference for his guitars, as far as I am aware, he doesn't design them. - Or does he? - I'd expect him to throw in a few ideas but remain focussed on testing the results…
Yes sir! Absolutely right Miggins. Thankyou. Sir Jack Brabham should have got a mention in my last post. As far as I remember, he retired when McLaren was killed. These two from down under were the epitome of 'Jack-of-all-trades' - and of course, Brabham being a triple World Drivers' Champ was even more successful in that regard. That said, Brabham had (and still has) another skill which allowed him to leave more of the design work to others: that of management. In this regard, if any comparison between the two is valid; my belief is that McLaren was slightly the more engineering focussed 'hands-on' man. But I confess this is really little more than an overall impression. They had something else in common, which I believe goes some way to explain their range of talent: both of them were very heavily (indeed: primarily) influenced by the engineering side of things at a very tender age. And in this golden age, driving came later for them both. In the modern era, driving starts very early and is so highly specialised that it is difficult to conceive of any repeat of these two greats. Thanks again Miggs⦠Brabham certainly justifies a dominant place in this discussion.
Another question (possibly 'stupid'!?) What would happen if the floor of the car followed the outline of the sidepods rather than being fairly rectangular?
I think they have to have the floor the shape it is. From a technical point of view you'd lose a lot of airflow that would have gone to the diffuser.
I've got stupid question. In that discussion earlier regarding EBDs, I looked at the Formula1.com guide and it states: "Normally the engine will only produce exhaust gases when the driver is on the throttle." My car produces exhaust gases when it's idling. Why doesn't a Formula 1 car?
210+ i believe. Right, my own silly f1 question. Would it be acceptable to steal Vettel's red bull, and run James Murdoch over in it?
