Changing the Engine Mapping ban, Can Inhibit RBR?
In the world of modern F1, grip is more important than power, why?
There are two reasons. First, F1 engine freeze has been no development since the end of Season 2006. This time the car engines, is exactly the same as a car engine in the season 2006. The second reason is, if engine is not to freeze anything, no point in adding power if the grip is not increased. The current power is excessive redundant alias. If the grip is not good, then the power not delivered very well and just make car tires skidding without making any profit.
To maximize the grip, there are two ways that can be taken. Mechanical means and ways so that no term aerodynamic, mechanical and aerodynamic grip-grip. Mechanical grip-grip which is derived from the setting of mechanical components associated with car-style normal (downward vertical force) received under the tire. Factors that influence the mechanical-grip is setting the suspension, antiroll-bar, car weight, weight distribution, and distribution of braking. While aerodinanic-grip is the grip that comes from the force due to wind flow is converted to grip thanks to “help” aero components such as wings, fins, diffuser and the like.
FIA, which is always trying to hamper the car’s speed for safety reasons and F1 racing excitement, so many rules and restrictions issuing whose purpose is to inhibit the grip, both aerodynamic and mechanical-grip-grip. In this area, the engineers and car designers have almost no room for improvisation and innovation because of the restrictions are so tight. But rather than F1 engineers name if they are unable to see the opportunities and holes in the FIA regulations in order to get the main purpose of the current F1 car design, more grip!
One area that previously did not think that it may also contribute to the tire grip and make the car more agile and faster is the alias Electronic Control Unit ECU. How can it be? ECU would not only have business for any engine, whether the ECU can also add a grip? “Of course I can”, this may be the answer to the designer Adrian Newey and the team at the start of season 2010.
Back to the grip and the ECU. ECU role in providing a larger grip “bridged” by the old innovation called “blown-diffuser”. Without the ECU, blown diffuser is useless and only used by old F1 cars in the mid 80’s and has been abandoned since the early 90’s. But in the hands of the designer Adrian Newey and team, blown-diffuser and the ECU is a power “-the new synergy”. ECU makes the engine exhaust pressure while still providing the drivers lift the gas pedal when they arrive at corner.
The result, in the 2010 season, grippy tires on the corner RBR more than other cars, and the innovation is copied abis in this season by almost all the cars that raced at the track. Be this innovation is widely known as “off-throttle blown diffuser (OTBD)”. OTBD mechanism, in outline, is that RBR did engine ECU re-mapping on them so that combustion in the combustion chamber cylinder engine still occur even if the drivers off their stamping on the gas pedal.
The trick, which instructs the engine mapping on the throttle to remain open even though most do not step on the gas pedal to make the existing flow of fuel and air flows into the combustion cylinder. The combustion engine is utilized to power (because it is not necessary) but directly channeled into the exhaust system to help provide ground effect diffuser work under the car.
How can not be a power for the combustion engine? Again, the role of mapping in the ECU engine. This condition can occur because the mapping engine spark plugs instructed to work on in the final step so that the pressure due to combustion piston instead of pushing the piston to do the job but ultimately stymie the added effect of piston-engine braking and then helps the diffuser as described above.
However, although the mechanism OTBD gives two advantages (greater engine braking and ground-effect is better) during cornering, significant losses must also be “paid” is the level of fuel consumption is more extravagant, given the fuel remains unused and burned although not step on the gas pedal. Therefore, the RBR-mapping engine set such that the effect is larger OTBD occur in qualifying and made small in the race. On qualifying, where the car is just a be some towel only, fuel consumption is not too much of a problem. But during the race, fuel consumption should be considered as a matter of car weight at start and engine components reability problem.
Engine mapping differences between qualifying and the race is what makes the most powerful in the RBR car during qualifying, in a couple of times qualifying Vettel even able to record the difference in time nearly a second per lap with the racer in P2.
FIA had anticipated the “trick” above by restricting the team to change the engine mapping on the time period after qualifying and the race start. Together with the prohibition against OTBD, prohibition to change the engine mapping will make the car lose significant ground-effect and will add a few milliseconds laptime.
But whether this will cut the edge RBR on another team, which seems to be the “primary purpose” FIA issued these restrictions? I have faith that the answers to these questions is “no”. RBR will continue to excel in the season two reasons, first, OTBD been used by almost every team that loses OTBD is a shared loss. The second reason, the character, RBR car this year is the best car that is able to adapt better to the Pirelli tires than other cars on the track.