Tech Blog: F1 teams still pushing in Abu Dhabi

With the 2013 Formula 1 season now in its closing stages, all teams have now diverted their attention to 2014.

But while there was relatively little technical innovation evident in the pitlane, the Indian and Abu Dhabi grands prix showed that development never stands entirely still in F1.

While both circuits are Hermann Tilke designs, their demands are very different. India places a greater emphasis on straightline speed and the faster turns put a lot more lateral energy through the tyres.

Abu Dhabi has a stop-start nature and the tyres are punished with more longitudinal energy. Regardless of the layout, both races are using the same Pirelli compounds with very different results.

Ferrari has had to try more upgrades as Lotus and Mercedes close in © XPB

FERRARI

It was surprising from a technical point of view that Ferrari arrived in Abu Dhabi with new bodywork parts. But in view of the poor result in India and the threat to its second place in the constructors' championship, Ferrari has had to re-ignite the F138's development to keep ahead of its rivals.

At Yas Marina Fernando Alonso's car features new sidepod vanes. The previously vertical vane now curls over to meet the sidepod and forms a new horizontal surface.

This is similar to the Sauber and Red Bull solutions, with the downwash created by the new flat section aiding to the airflow over the exhaust with the aim of keeping the gasses pointed at the diffuser.

LOTUS

Despite the predictions that the new longer wheelbase Lotus E21 would improve laptimes through better corner entry stability on the new Pirelli tyres, Kimi Raikkonen did not get on with the car.

He has found the tyre construction and pressure/camber restrictions blunted his preferred corner-entry style. So for the tighter layout of the Abu Dhabi circuit, the Finn's car was returned to the short wheelbase version in search of better turn-in.

Having lost one result from Renault engine issues it transpired that Romain Grosjean's car also suffered a down on pressure valve-return system in India.

But unlike the Singapore debacle, where Renault technicians struggled to top up the system, in Delhi similar problems were better managed during the race with new procedures.

RED BULL

With both championships as good as won even before Red Bull arrived in India, the RB9 ran in familiar specification.

But a small update to the front wing was tested in practice, where the new vertical vanes on the front wing were updated with longer versions in the same place. These little add-ons simply aid the outwash around the front tyre.

Having been the subject of public attention from the infrared onboard camera, the Red Bull front splitter also came under scrutiny from the FIA technical delegates. From the onboard shots, the front edge of the T-Tray splitter were seen to be running very hot.

Has Red Bull's plank fastening been creating extra heat? © XPB

Some theorised that the heat was being used to soften the supporting strut when on track to allow the splitter to deflect upwards, allowing a lower front ride height for more downforce.

Therefore when tested after practice sessions the support would have cooled and still be able to meet the FIA deflection test. However fanciful this theory was, the FIA acted and heated up the T-Tray mount before testing it on the deflection rig, but it passed this check.

It's more likely the splitter can run so close to the ground without undue wear as the single mandatory Titanium insert on the floors leading edge is aided by some 16 fasteners used to secure the plank to the splitter support plate and external bodywork.

These fasteners are likely to prevent undue wear of the skid block and will heat up from grinding on the track, this heat passing into the metal upper section of splitter, which becomes visible on the thermal camera.

The rules allow for additional fastenings to be used to secure the plank and Red Bull obviously feels 16 bolts are needed around the regulatory titanium block to achieve this, any added abrasion resistance being a mere side benefit!

After the retirements of last year being caused by a failed alternator, Red Bull again lost a strong race result with Mark Webber's problem in India.

Folllowing an investigation last year, the Renault/Marelli alternator was replaced by one supplied by McLaren Electronics.

But having been reliable all year, the unit on Webber's car failed in India, the loss of power soon knocking out the gearbox sensors, forcing the team to stop the car immediately.

The risk of allowing Webber to continue was that eventually the ECU will stop the gearbox control systems, with the twin-selector seamless shift systems.

This would immediate wreck the gearbox. As well as a race retirement, the gearbox damage would force a subsequent grid penalty for the resulting gearbox change.

Williams is already trying things for the new rules in 2014 © XPB

WILLIAMS

Having suffered an awful year with the underperforming FW35, the team's attention has been firmly on 2014.

Already, the team has run a 2014 specification front wing at the Silverstone young driver test. And in Abu Dhabi, it also practiced without an exhaust blown diffuser.

With exhausts being moved well clear of the diffuser in next years rules, this was probably a test to see how the car behaved without the blown effect.

The loss of the exhausts aiding diffuser sealing is probably worth some 1.5s per lap, so aside from the smaller wings and different engine, next year will be a big learning year for the teams in gaining downforce without assistance from the engine.