FEA in Formula 1 - stress and load mesh modelling at its very best.
The Open University offers distance learning for undergraduate and postgraduate qualifications. To support courses, a number of educational resources are made available for free via Apple's iTunesU mobile learning solution. This month an engineering and technology podcast relating to Formula 1 has become available.
The course in question is the catchily titled T884 - An Introduction to Finite Element Analysis which relates to a computational modelling and analysis technique known as Finite Element Analysis, or FEA to its friends. FEA is used by F1 teams in a number of design areas in order to optimise the performance of various elements of a racing car, thus the OU descended on the Red Bull Racing factory in Milton Keynes to help explain how these techniques enable them to reach the front of the grid.
Whilst this iTunesU content is primarily offered as supplemental learning material, the course does amount to 17 videos. Included is insight from Lewis Butler who's the senior structural analyst for the team and who offers a detailed look into how a part such as a wheel hub might first be modelled virtually, in order to predict weaknesses or suggest improvements in the design before manufacture.
Much of the footage appears to have been filmed in the teams factory, and a real chassis is used to demonstrate the finer points of the talk, although the sight of Michelin tyres belies its true age. The short video's are provided in both low and high resolution format, and are backed up by PDF transcripts.
I will admit to being considerably out of my depth 10 minutes into the course, but you will get some fantastic insight into what goes on behind the scenes of a Formula 1 team, and you likely won't be so quick to judge a team the next time a loose wheel comes flying from its hub in Hungary.
Computer Aided Design at this level is an incredibly complex subject to cover, but the series is well produced and presented. That a Formula 1 team can see the benefit in putting effort into such a programme speaks volumes and Red Bull should be congratulated for making a largely inaccessible topic more available.
If you haven't taken a look at iTunesU before, it's a recommended destination, and there's no place better to start than the free Finite Element Analysis course from Red Bull and the Open University.
We've already mentioned this week how agreeable we find online magazines over their paper counterparts. Any chance we get, we'll plug GP+. See? However, it seems the teams are also starting to find the beauty in online publishing.
Earlier in the year, Toyota started up an online magazine called Push to coincide with the release of the new car and the start of the season. At the time, I thought it would be a one-off, something to go with their movie-style online launch, but I have been proved wrong.
Issue 4 recently came out, and is packed full of interesting insight. Interviews with team members, previews of the final few upcoming races - particularly Abu Dhabi, plus a rather good look at the drivers seat and how it keeps him safe. The magazine is available as an online read - one of those fancy page turning things - or as a pdf download, and best of all, it's absolutely free.
As I was checking the links for this post, I also discovered the new Push blog from Toyota, started at the very end of September. It looks packed with videos, photos and snippets of life in the paddock, and very refreshingly states from the outset that they won't be talking performance or politics. The mission statement says:
Our blog authors – all long-term team members travelling to the race tracks around the world – will share moments of the team’s life and deliver behind-the-scenes-stories explaining what Formula 1 is all about. Jarno, Timo and Kamui will be invited to open the book of their lives as Formula 1 drivers as well.
That is pretty much all we want as fans, so I salute Toyota for attempting to reach out and connect with us. The blog is a great addition to the Push brand, as my main complaint about the magazine was its infrequency. Four issues a year is tricky to promote. Although it isn't news based, and doesn't necessarily need to be timely, it's easy to forget the magazine exists between issues. The blog seems to be updated on a more regular basis.
That's my only real complaint though. The magazine has great info, the blog seems to be shaping up nicely, and it also adds positive vibes towards the team's future. I'd love to hear what you think, though, of the magazine, the concept, and of course, the blog. Let's hope for a good reaction, as it could give the team a push.
If you caught the latest episode of An Aside with Joe, you likely would have heard Joe talk about GrandPrix+ magazine reaching the milestone of its 50th released issue. We thought we'd mark the occasion with a quick plug for the original F1 e-magazine.
If you ever spend anytime in the Sidepodcast comments, you'll know we like to plug things, be it blogs, podcasts, published books or certain brands of energy drink. GP+ deserves a very special plug from us though, for a couple of reasons.
Firstly, as we have detailed many times in the past, we're not exactly fans of regular paper-based publishing, and GP+ offers everything that print cannot - instantaneous worldwide delivery, portability, indexable content and it gets released a few hours after a race is complete. One day all magazines will be delivered like this.
Additionally though, we like to plug Joe's work because he has given so much of his time to the Aside series this year.
Any sensible professional journalist would insist on being paid handsomely for the effort that goes into recording podcasts from all corners of the world - including manually rewiring the hotel's Internet access in Spain, jumping through firewall hoops in China and getting up at all hours to speak from Malaysia.
If you've enjoyed listening to any of the podcasts, like the idea of being a forerunner in the rapidly changing world of media publishing, or frankly just like to learn about Formula One faster than anyone else, go subscribe to Grand Prix+ magazine now. There may only be three races remaining this year, but you'll grab yourself all 50 back issues in the process. It's only £25 GBP and it would mean a lot to us if you did.
As a quick reminder, below are links to all of the Aside shows recorded thus far - 13 in total. Both Amy and Rachel have been doing a fabulous job of transcribing these recordings, so we've added links to the PDF files too. Just like issues of GP+, text transcripts can be downloaded and searched from your computer should the need ever arise. We are eternally grateful for the efforts put in by anyone in the community who help lighten the transcription workload, and help make the podcasts even more useful.
The FIA finally got around to releasing the transcripts from the Renault hearing yesterday. Presumably the delay was related to printing out and then re-scanning a massive 77 pages of documentation, just to be sure no confidential information can be uncovered.
We predicted recently that "producing hard-copy, before digitising content" is the most likely way the FIA will release sensitive documents in the future. So inept are they in the ways of digital distribution that they probably figure that this sort of thing didn't happen when they used fax machines, so why not stick with a tried and tested method. The net result of course is that everybody elses work is made a lot harder, and all because of an internal cock-up by the motorsport governing body.
This post is listed as The FIA Transcripts (Part 3). Parts one and two relate to the July and September hearings respectively, and as this case appears to be a continuation of that process it makes sense to reference them as three related hearings.
As an aside, Pitpass have noticed certain favoured sections of the media, are getting early access to these documents. Surely such a noble and upstanding organisation as the FIA would never stoop so low as to contemplate manipulating the media in this way, would they?
If you're ever so slightly unhinged, or are suffering from acute insomnia you can download the PDF file and peruse the text at your leisure. Normally we'd use a screen reader to talk us through it, but sadly they struggle with faxed, photocopied and slightly-twisted pages... so read it we shall.
Contents Therein
The first point of interest is this case came about because an ex-Renault employee, now working at McLaren read Flavio's comments following McLaren's non-punishment in July. Briatore had said:
Just read the regulations. For intellectual property theft, the punishment is exclusion.
Priceless stuff Flavio. We doubt the guy regrets much in his life, but if he could change one thing...
Moving on, we learn from Mr. Ian Mill QC that Renault offered McLaren the opportunity to send in Kroll to search Renault's workstations for incriminating evidence, but the team decided not to take up the offer because they were "engaged in other matters". Ian Mill then proceeds to suggest that it should be Renault's job to go and hang themselves, not McLaren's business to prove them guilty. An odd approach for a lawyer, if ever there was one.
By contrast the team from Enstone turned up with their superstar-lawyer, Mr. David Philips. This guy introduces himself as "the new boy on the block", something you don't imagine Nigel Tozzi ever saying, then he proceeds to describe his witnesses as a "reserve football team". If this wasn't such a serious hearing, I think he'd probably prefer to be addressed simply as Dave.
Phil Mackereth
No question about it, you do not want Mr. Mackereth in your pub quiz team. The guy can't remember a bloody thing. If McLaren employees suffer from selective amnesia, then what can you say about this guy?. He apparently has no clue what he did, when he did it or why he would have done so. His memory loss is so severe it's verging on becoming a medical condition. In the end Ian Mill managed to coax out the following admission:
I was aware of [the file's] sensitivity. I must have been trying to disguise it.
No.freaking.kidding.
Annoyingly, just as Ian Mill got into the swing of things and pushed Phil into talking about Renault's 2008 challenger, Max Mosely interrupted the flow. It seems a touch coincidental that at the very point the advantage appears like it might swing in McLaren's favour that the president chooses to pipe up. Grr.
Further into the same discussion, things start getting a bit technical and the concept of renaming a file comes to the fore. At this point Max seems somewhat stressed by such a radical concept, and asked if if he understood. His reply was:
I do not think any of us do!
Bless him, it's a complicated world isn't it?
Getting Technical
From the details that have not been obscured we learn that McLaren are particularly proud of their seamless shift gearbox, but more importantly they're concerned about the information Renault have gleaned relating to their cars weight distribution and steering angle. These are the very things McLaren are accused of learning from Nigel Stepney and Ferrari. By all accounts we should witness some pretty close racing at the head of the field next year then.
When it comes to how Renault staff learnt certain technical details relating to McLaren's internal information, it would appear that many more members of the Enstone team have caught the memory loss virus. No-one appears have any solid recollection of any events at any time.
Selective amnesia is fast becoming a Formula 1 epidemic.
Closing
At times during this hearing it would appear that McLaren were on trial again. In fact Ian Mill's closing comments sum up his team's feelings well when he says:
McLaren considers that the very heavy sanction imposed upon in September 2007 was very harsh and, consistently with that, would not wish to see any other team put in the same position.
Max alludes to the real reason as to why this transcript's release was delayed, when he references what he calls a third investigation into McLaren. Had that conversation come out before McLaren fell on their sword last week, it could have caused endless amounts of speculation and controversy.
In Conclusion
In all, this hearing seems less rushed than either of the previous two. There's a very good argument to say that important cases such as these should be deferred until the off-season, just so that nothing gets inadvertently brushed under the carpet.
Should Renault have been punished? It's a difficult call, because although there are many uncanny similarities between the two cases, and Renault don't come across as being anywhere near as open and honest as they like to think they are being, the two-way flow of text messages and phone calls didn't happen as it had with Ferrari / McLaren. The information that was gleaned, I'm sure, has many uses. Probably not much more than the teams discovered from the hearings earlier this year though.
One final point to make: There's no sidestepping the fact that Formula 1 teams, much like canine lovers, pick representatives with similar characteristics as themselves. Compare if you will Ferrari's Nigel Tozzi, a man who's name even sounds Italian, Ian Mill a man so corporate he probably positions his sleeve so that the sponsors watch is visible at all times, and finally there's Dave.
The spy hearings haven't been much of a laughing matter, but the traits shared between a lawyer and his team is beauty personified.
Remember back in September, when the FIA mistakenly distributed the McLaren hearing transcripts without properly removing any of the confidential information beforehand?
Sure you do. Remember also, the total wall of silence that followed, where nobody dared acknowledge what had happened - not the FIA, the teams, or any commercial media outlet?
Again, I'm sure you do. Well earlier this month all that changed.
Racecar Engineering magazine, the bona fide print publication that's available in all good newsagents, has delved deep into the gory details the FIA failed to obfuscate. In their December 2007 issue, Racecar break down some of Ferrari's F2007 secrets, including:
The special type of gas that Ferrari use to inflate their tyres
How the double-rear master cylinder variable braking system worked
The significance of a buckling stay
It really is an enlightening read, and I encourage anyone with even a passing interest in the subject to run out and grab yourself a copy immediately. Speed TV have the first part of the article online, but it's worth reading the entire text if you can.
A couple of things came to mind as I was reading through, so I thought I'd jot them down here.
Tyres
Racecar have discovered that the special gas used by Ferrari was based on the common refrigerant HFC R404 A, that it was co-developed by an Italian company called Gruppo Sapio, and that the gas helped increase tyre longevity but transferring heat to the wheel rim. Of note Racecar suggest using the gas helps prevent chunking... oh the irony.
One thing that Racecar appear to have missed, is that the transfer of heat to the wheel rim may explain why Ferrari see a cooling benefit from their front and rear wheel bins, while Toyota don't. If Ferrari's special gas enables the rim to act as a radiator, then the greater the surface area, the better the heat expulsion. Toyota on the other hand claim they had to increase brake cooling as a result of adding wheel bins.
Brakes
Moving onto the variable braking system. Racecar suggest a layout of a cylinder and spring, coupled with an adjustable wedge that sits between the two and is controlled using a lever in the cockpit. What strikes me though is, no-one has ever fully explained Kimi's accident during free practice in Monza. Could an out-of-position (or incorrectly set) wedge, cause Kimi to violently spear to one side when he stood on the brake pedal?
The Other Bits
More details are explained relating to the mass-dampening-movable-floor used in Australia as well as what benefit a buckling stay might have relative to modern-day ground effects.
One key piece of information I did learn from the article, that wasn't specifically related to the FIA hearings, is Formula 1 cars appear to be designed to produce maximum downforce below 200km/h before losing as much as possible above that speed. For some reason I'd always assumed that the amount of downforce would continually increase as the speed of the car does.
I would like to take up a moment of your time if I may. Betwixt you catching up with F1 news and having a life. It's only for a bit of shameless promotion, but I wanted to give a shout out for the huge amount of hard work Christine has been putting into our podcast transcripts recently.
If you're new here, or if you've been around awhile but haven't been paying attention, you might be interested to learn that Sidepodcast produces text transcripts for every single podcast we produce. That includes the weekly show, the videos, and each and every episode of F1 Minute.
You've almost certainly seen the transcripts for F1 Minute audio, because the words spoken form the body of each post. But tucked away at the bottom of every other video / audio page, is a link to a PDF file containing all that's been said.
We also list the transcripts next to each episode on the archives page, in both HTML and PDF format, and provide a dedicated transcript feed, should you not want to miss a single word.
Creating these texts is a laborious task, and Christine has spent more than her fair share of hours listening to her own voice. It's all worth it though, here are just a few examples of what makes these things so fabulous:
You can find specific topics mentioned, using the search box on this site. Transcripts can be searched like any other post.
If you're hard of hearing (or can't fathom our accents), then you can follow along with each episode.
You can link to specific content within an episode, making sharing much more straightforward.
As far as I know, we're the only Formula 1 podcast to provide transcriptions (if there are others please let us know), and if you've not had a peek already, feel free to look around. If, for no other reason, than to marvel at the sheer dedication involved in creating them all.
I would like to take up a moment of your time if I may. Betwixt you catching up with F1 news and having a life. It's only for a bit of shameless promotion, but I wanted to give a shout out for the huge amount of hard work Christine has been putting into our podcast transcripts recently.
