Join us as we go behind the scenes to see Alpine test its all-new F1 car. We join Alpine's team bosses in the pitlane
“You can’t then decide to take some of the pieces here and put them there; it doesn’t work. But the good news is that if you start seeing things on other branches that you can’t adapt on yours, you may be able to adapt it on your second concept. Technically speaking, we shouldn’t be switching, because we’ve gained a lot of aero downforce. But you never know: someone else might have a ‘Brawn GP’ type of concept [the dominating double diffuser of 2009] and we have to follow up.
Back to Harman: “Because of the new rules, we’ve lost some of the pieces of ‘furniture’ on the car. Now we have less furniture and less detail but are getting the same effect. That has been our big key development – and that’s why there are a lot of different sidepod geometries out there. The old car was flat underneath and then off to the diffuser, whereas on this car we’ve replaced the bargeboards with a significant inlet. We have a venturi, too.
“At the moment, the crux of the matter will be to correlate the track to the wind tunnel and CFD,” says Rossi. “The wind tunnel is directional until the track says ‘yes, right setting’. Once you align that, then you can ‘spit out’ new parts.“We have a lot of innovations coming for the year. It’s going to be the rule of the game this year, in fact: all the teams are going to inject a lot of innovation.
Some things haven’t changed, though: Pirelli remains the sole tyre supplier and there will still be five compounds of slick available . As before, teams will be given the choice from three of the five on any weekend, along with wets and intermediates. Each driver gets 13 sets of slicks per weekend. The tyres are much taller now, so certain apexes will now be blind, and the tyre warmers are set at a lower temperature . As such, the driver who can get his rubber up to working temperature the quickest will win a significant bonus.
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