Sezona 2014. - Velike promene

[MarkedOne8]

http://grandprix247.com/2014/01/10/f...mans-campaign/

Čim sam video malu "KERS" nalepnicu na boku odmah sam znao da to nije obična pogonska jedinica već da ima KERS/ERS. Potom sam i u tekstu video da se sugeriše na tu nalepnicu. Koliko se razumem u LeMans, tamo se ne učestvuje sa takvim motorima i to je definitivno V6 059.

[Vanja #66]

Da, ove slike su krenule da kruže pre par dana, ali nije baš sasvim sigurno šta je po sredi pa nisam hteo da ostavljam išta... Iako je najverovatnije samo nastavak onog testiranja koje je pokazao klip sa fiksnom kamerom na gumenoj zaštiti u Fioranu...

U LMP1 klasi su aktuelni hibridi, Aude e-quatro je bio prvi hibrid koji je pobedio u 24h LeMans trci. Ali ovo definitivno nije LMP1 auto niti imalo liči da u nekoj narednoj varijanti može biti. Sve sugeriše da je pitanju test V6 F1 motora, trouglasta nalepnica za elektriku, veliki centralni izduv (iako su ostvaljeni ovi dole kao mamac), ogromni otvori u karoseriji za hlađenje motora, ogromni usisnik na krovu...

[MarkedOne8]

Oficijalna lista vozača za 2014. sa brojevima
http://www.fia.com/2014-fia-f1-world...hip-entry-list

Maldonado baš pokazuje koliko zna o sportu kojime pokušava da se bavi. Izabrao je broj 13 koji je decenijama bio izbegavan od strane F1 padoka. Lik će napraviti neko sranje, samo se igra s vatrom.

[Alan]

Zasto su mu uopste dozvolili taj broj, nisam sujeveran, cak mi je trinaset da kazem blago ne baksuzan broj, ali ako je nesto tradicija neka tako i ostane. Od kako pratim a pratim poodavno, na najvisem nivou, cini mi se samo je Loris Redjani sredinom osamdesetih u Moto GP-u ( 250 ) nosio taj broj.

Evo sad sam nasao smo tri puta je upotrebljen u F1

1 Von STRACHWITZ Mauritz 1953 1 Nemacka
2 GALICA Divina 1976 1 Britanija
3 SOLANA Moises 1963 1 Meksiko

Stim da prvih dvoje izgleda i nije uspelo da se kvalifikuje za trku a treci jeste ali je odustao u 11 krugu

[Alan]

Jos malo o brojevima. Na prvpj trci F1, Britanija 1950 takmicari su imali normalne brojeve od 1 do 26 ali na ostalim trkama izuzev Indijanopolisa imali su samo parne brojeve, napriner startna lista za Monako 50-e


N° Driver Team Chassis Engine Tyre
2 Jose-Froilan GONZALEZ Scuderia Achille Varzi Maserati 4CLT/48 Maserati 4CLT L4 c 1.5 Pirelli
4 Alfredo PIAN Scuderia Achille Varzi Maserati 4CLT/48 Maserati 4CLT L4 c 1.5 Pirelli
6 Johnny CLAES Ecurie Belge Talbot Lago T26C Talbot 23CV L6 4.5 Englebert
8 Harry SCHELL Horschell Racing Corp Cooper T12 JAP V2 1.1 Dunlop
10 Robert MANZON Equipe Gordini Simca Gordini T15 Gordini 15C L4 c 1.5 Englebert
12 Maurice TRINTIGNANT Equipe Gordini Simca Gordini T15 Gordini 15C L4 c 1.5 Englebert
14 Philippe ETANCELIN Privé Talbot Lago T26C Talbot 23CV L6 4.5 Dunlop
16 Louis ROSIER Ecurie Rosier Talbot Lago T26C Talbot 23CV L6 4.5 Dunlop
18 Charles POZZI Ecurie Rosier Talbot Lago T26C Talbot 23CV L6 4.5 Dunlop
20 Yves GIRAUD-CABANTOUSTalbot-Darracq SA Talbot Lago T26C Talbot 23CV L6 4.5 Dunlop
22 Pierre LEVEGH Privé Talbot Lago T26C Talbot 23CV L6 4.5 Dunlop
24 Cuth HARRISON Privé ERA B ERA L6 c 1.5 Dunlop
26 Bob GERARD Privé ERA A ERA L6 c 1.5 Dunlop
28 Peter WHITEHEAD Privé Ferrari 125 Ferrari 125 V12 c 1.5 Dunlop
32 Giuseppe FARINA SA Alfa Romeo Alfa Romeo 158 Alfa Romeo 158 L8 c 1.5 Pirelli
34 Juan Manuel FANGIO SA Alfa Romeo Alfa Romeo 158 Alfa Romeo 158 L8 c 1.5 Pirelli
36 Luigi FAGIOLI SA Alfa Romeo Alfa Romeo 158 Alfa Romeo 158 L8 c 1.5 Pirelli
38 Luigi VILLORESI Scuderia Ferrari Ferrari 125 Ferrari 125 V12 c 1.5 Pirelli
40 Alberto ASCARI Scuderia Ferrari Ferrari 125 Ferrari 125 V12 c 1.5 Pirelli
42 Raymond SOMMER Scuderia Ferrari Ferrari 125 Ferrari 125 V12 c 1.5 Pirelli
44 Franco ROL Officine Alfieri Maserati Maserati 4CLT/48 Maserati 4CLT L4 c 1.5 Pirelli
46 Clemente BIONDETTI Scuderia Milano Maserati Milano 4CLT/50 Maserati 4CLT L4 c 1.5 Pirelli
48 Louis CHIRON Officine Alfieri Maserati Maserati 4CLT/48 Maserati 4CLT L4 c 1.5 Pirelli
50 Prince BIRA Enrico Platé Maserati 4CLT/48 Maserati 4CLT L4 c 1.5 Pirelli
52 Emmanuel De GRAFFENRIED Enrico Platé Maserati 4CLT/48 Maserati 4CLT L4 c 1.5 Pirelli
54 André SIMON Equipe Gordini Simca Gordini T15 Gordini 15C L4 c 1.5 Englebert

Sledece 51 godine dolazi nam Nemacka a brojevi su bili od 71 do 97. Silverston i Indi sve brojeve, ostali samo parne.
1952 u Nemackoj su korisceni brojevi od 101 do 136 Silverston i Indi sve ostali parne.
1953 Nemci se pridruzuju Britancima i Amerima tojest imaju normalne brojeve a ostali samo parne, tako je ostalo sve do kraja 50-ih.
Sezdesetih stanje je sarenoliko neko sve brojeve a neko samo parne. Samo parni najduze se zadrzavaju u Francuskoj i Italiji cak do 1970 .
1974 na VN Britanije Lela Lombardi je nosia broj 208 a nekako u to vreme tacnije od 73 uveden je sistem koji smo imali do ove godine, izuzetak je Argentina te iste 73 koja je opet imaa samo parne brojeve.

[Vanja #66]

Ali ovo je valjda prvi put u istoriji da je vozačima dozvoljeno da sasvim proizvoljno biraju svoje brojeve, za do kraja karijere?

Piola je napravio još jednu animaciju za F2014, nazovimo ga tako, ovog puta je dosta bolje prikazan položaj vozača.

Takođe, jedna uprošćena CFD smulacija sa i bez donjeg zadnjeg krila... Velika, velika razlika...

[Vanja #66]

Omnicorse.it navodi neke zanimljivosti oko F2014, da će prednje krilo biti inwash, hlađenje interkulera će se obavljati prenosom vazduh-voda (ovo se pojavljuje na još par mesta, tako da je vrlo moguće), što bi u prevodu značilo da im bočni usisnici mogu biti manji. McLaren je, npr. potvrdio da će hlađenje biti vazduh-vazduh, a isto se pominje za sve ostale timove. Govori se i da će međuosovinsko rastojanje biti duže nego do sad, malo preko 3 500 mm. Brembove kočnice će biti manjeg prečnika navodno, a za zadnje kočnice će uvesti brake-by-wire, tj. elektronska kontrola zadnjih kočnica zbog kompleksnosti novog ERS sistema. Auspuh će izlaziti pod uglom od 5 stepeni...

http://translate.google.com/translat...l-2014&act=url

Evo i jedna fina slika, kacige svih šampiona do sad...

[MarkedOne8]

Lotus ‘subject to confirmation’ in 2014- FIA
Although nobody close to the situation seems to be getting too excited about the FIA noting that Lotus F1′s participation in the 2014 World Championship is “subject to confirmation,” I’m one of those people who figures where there’s smoke there’s fire.

You’ll recall that this is the outfit whose owner, investment group Genii Capital, unloaded 35 per cent of the team last spring to something called Infinity Racing (now Quantum Motorsports). Genii did this because of the potential for increased commercial opportunities (translation: sponsorship) that was supposed to kick in at the end of 2013 – but didn’t.

Meantime, Lotus either wouldn’t or couldn’t afford to pay Kimi Raikkonen his salary in 2013. One of the first things Kimi did after signing with Ferrari was to confirm what up until then had been rumour: that he was leaving Lotus because they owed him money.

Lotus reacted by issuing a statement saying everything had been cleared up and all debts paid to Raikkonen. The result? Kimi opted for elective back surgery rather than to drive in the last two races of the season for them – not exactly an endorsement of their claim.

Meantime, of all the conflicts-of-interest that exist in Formula One, the Lotus F1 situation is among the worst. The team boss, Eric Boullier, also happens to be the personal manager of team driver Romain Grosjean. In one hand, he takes money from the board of directors to represent the team’s best interests and then, after agreeing terms with his client, Grosjean, takes his manager’s percentage off the top with the other. The higher the salary, the higher the commission. That guy must have taken lessons from Flavio Briatore.

When the Infinity/Quantum deal fell through, Lotus had to sign pay driver Pastor Maldonado in order to operate in 2014. Maldonado allegedly has millions of dollars of support from the Venezuelan state oil giant PDVSA. One problem: Venezuela discovered last fall that it was getting its pockets picked by certain motorsport participants and has been conducting a forensic audit of all motorsport spending since.

Perhaps the Maldonado money hasn’t started to flow yet, or perhaps the expected river is really a stream. Whatever, it is enlightening to see that the team has announced it will not participate in the first test of the F1 season in Spain at the end of the month. And within days of that announcement, its CEO, Patrick Lewis, stepped aside – or was forced to resign.

[Vanja #66]

Na početku je sve rečeno - gde ima dima, ima i vatre... Pričekajmo, ovo je vrela zima za sve, a paklena za tim iz Enstona.

Iako nije teško zaključiti da će kod svih timova biti manje-više tako, OmniCorse navodi da Dirk de Beer, koji je sa Allisonom prečao u Ferrari, naporno radi na aerodinamici i da će se bolid koji vidimo u Jerezu drastično razlikovati od onog u Australiji. Negde sam čak i prošitao da će bolid koji bude predstavjen imati samo najelemenatrniji aeropaket, da će akcenat gotovo isključivo biti na motoru i pouzdanosti, a Allison je u prvi plan stavio efikasnost bolida. Potom aerodinamika i pouzdanost jedno kraj drugog...

Evo sad vidim da isti magazin navodi da Lotusov nos nije ni bio na crash testovima jer ne zadovoljava tehnička pravila... Ferrari ih je bez problema prošao, čisto kad smo na toj temi, pre par dana valjda...

[Vanja #66]

Piola tvrdi da su mu insajderi rekli da se ipak ostaje na pull-rodu napred...



I neki tvrde da je izbor imena među pet ponuđenih - F166,166F1, 166T1, F14, a peti predlog nisam video... Nadam se da je F146T ili nešto slično, bilo bi lepše...

[MarkedOne8]

E ja se nadam da je F2014. A u pm. Komplikuju ga previše. Godina u kojoj se takmiči bolid sa prefiksom F je najbolja nomenklatura.

[Alan]

Model Year
TBA 2014
F138 2013
F2012 2012
150° Italia 2011
F10 2010
F60 2009
F2008 2008
F2007 2007
248 F1 2006
F2005 2005
F2004M 2005
F2004 2004
F2003-GA 2003
F2002 2002 - 2003
F2001 2001 - 2002
F1-2000 2000
F399 1999
F300 1998
F310B 1997
F310 1996
412T2 1995
412T1B 1994
412T1 1994
F93A 1993
F92AT 1992
F92A 1992
643 1991
642 1991
641 1990
640 1989
F187/88C 1988
F187 1987
F186 1986
156/85 1985
126C4 1984
126C3 1983
126C2B 1983
126C2 1982
126CK 1981
312T5 1980
312T4 1979
312T3 1978 - 1979
312T2 1976 - 1978
312T 1975 - 1976
312B3 1973 - 1975
312B2 1971 - 1973
312B 1969 - 1971
312 1966 - 1969
246 1966
1512 1964 - 1965
158 1964 - 1965
156 1961 - 1964
156P 1960
246P 1960
D156 1959
D246 1958 - 1960
801 1957
D50 1956 - 1957
555 1955 - 1956
625 1954 - 1955
553 1953 - 1954
375S 1952 - 1956
500 1952 - 1957
375 tw 1951
212 1951 - 1952
375 1950 - 1951
166S 1950
275 1950
166 1950 - 1953
125 1950 - 1952

[MarkedOne8]

http://thejudge13.com/2014/01/13/dai...-january-2013/

Real resource restrictions?

"By 2013, the RRA was allowing a maximum of 60 hours of wind tunnel time or 40 teraflops of CFD analysis. Teams could use a percentage based mix of both, and typically the big boys would use the wind tunnel for around 40 hours (66.6% of the total wind time allowable) and achieve 250 different runs. This left them just over 13 hours for CFD (33.3% of the CFD time allowed).

The top teams were typically managing 250 runs a week during their wind tunnel time and so were testing 250 new aero ideas on 250 models.

The new 2014 sporting regulations specify the teams can do a maximum of just 80 runs a week in the wind tunnel. This is an attempt to reduce the number of aero parts tested and control the pace of development during the year.

Of course this will take up just under 13 hours a week in the wind tunnel – a mere 21.3% of the 60 hours available leaving 78.7% of the CFD 40 teraflops available to the team (32 tf) . So teams will be spending more time on CFD and less time building models and running the wind tunnel.

Further, to reduce the time and money spent on models, only 1 model per day can be used in the wind tunnel and to prevent complex shape shifting models being designed, only front and rear wing angles can be adjusted during a run. Previously teams were spending fortunes on multiple models whereas now they will have to change the components on the one model.

So great news for the smaller teams huh? Well maybe not.

A number of the midfield-smaller teams have not have the teraflop capacity to even utilise their allowance. Further, those teams with the most money will be invest in more expensive software which delivers up to 10 times as much per tera flop – thus increasing real CFD capacity by a factor of 10.

Interestingly, one of the reasons both Ferrari and McLaren have been using the Toyota wind tunnel facility in Cologne is because until recently it was the only facility with ‘constant motion’ and ‘constant data collection’ capabilities.

In other facilities during a run, the car would be put through various positions – ride height, pitch, roll etc and for each position a pause was required while the car and air flow was stabilised, then the readings could be taken.

Constant motion facilities reduce the amount of wind tunnel on time significantly. However, the move toward ‘constant motion and data collection’ will deliver a huge increment in data collected – all of which needs to be analysed and interpreted.

Industry expert Scarbs believes, “On balance the small and midfield teams will end up on more equal terms, but the big teams will still be able to invest their way to a greater development rate despite these new restrictions”.

[Vanja #66]

Poenta priče je da će timovi sa više para uvek imati više mogućnosti... Nema prevelike filozofije u tome.

[Iceman]

jeste vidjeli rad u 3d modelu nesto tipa kako bi trebao da izgleda mercedes w05.. po meni jadan rad,, ali cekamo jerez da se to lijepo vidi