2023-11-11 09:20:51
Haas F1 Team unveiled its first major upgrade of the season at the United States Grand Prix, the opening race of a triple-header. This was essentially a body modification of the VF-23 and included a significant redesign of the layout of the machine’s cooling system. In this, Haas mirrored similar changes made by other big teams. By moving the radiator further up and further back, the sidepods have been reshaped to allow for more favorable airflow.
The side pods have a bulge at the top to accommodate the newly installed radiator. The volumes created in other parts by this are used as follows.・The undercut at the front of the side pods has been enlarged to strengthen the power of the airflow that flows down from there along the floor edge.・Increase the angle of rearward inclination of the sidepods to accelerate the airflow flowing into the gap between the rear wheels and the diffuser. – The “waterslide” galley that separates the lower part of the engine cover from the sidepod wall has been strengthened to prevent airflow spilling from the radiator inlet from interfering with the flow along the floor edge. The Haas F1 Team made minor changes to the front wing flaps in Brazil, but the major upgrade was made in Austin at the start of the triple header. The radiator inlet has a reinforced lower lip like the Red Bull. This is designed to suppress the outflow of air that occurs when air cannot enter through the inlet during high-speed driving. Generally speaking, these changes reflect changes made up and down the grid in search of more downforce. The highly degraded nature of Haas’ rear tires has typically led to far less competitive races than qualifying. However, better control of the car’s aerodynamic platform can be a valuable tool in reducing stress on the tires. The center of aerodynamic pressure is equivalent to the weight distribution and the sky. In other words, it shows how the car’s aerodynamic load is distributed between the front and rear. Haas F1 Team’s biggest update this season was a complete Red Bull-style body change.Pre-upgrade Japanese GP-spec Haas VF-23Details of pre-improved Haas rear end During braking, the center of air pressure moves forward do. When the brake is weakened and released, the center of pressure moves back. This generation of cars derives much of its downforce from the underbody, so the center of pressure is quite far back, given that the lowest point of the floor is at the rear, just before the diffuser. In the flat-bottom generation of cars, the lowest point of the floor was the leading edge. As a result, in these cars, the center of pressure tends to move more when the brakes are applied and then released. This can lead to problems with the rear tires as the load on them becomes uneven and the rear tires deteriorate more quickly. Improving the consistency of airflow along the floor and making it more robust helps reduce load fluctuations on the rear tire. If the airflow is not properly controlled, some of the downforce generated when the car is pointing straight can be lost when the car is yawing or the steering is locked. There is. This also tends to overwork the rear tires. To complement the new bodywork, the floor edge has been completely redesigned on the old Haas floor edge seen in Japan. “It performs a little bit better,” Haas chief designer Andrea de Zordo said after qualifying in Austin. But the platform could be further developed.” “So, overall, I think what we’re seeing is a positive thing, even if we weren’t expecting a big step.” As you can see from the races in Austin, Mexico and Brazil, Haas’ fundamental Tire deterioration issues still remain, but these three races have given teams a lot of data to help understand the performance of their new cars. And that should be valuable input for Haas next year.
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