Predsezona 2016

[Mr.M]

To i jeste sustina, bolje trke, ipak se na njima osvajaju bodovi i osvaja prvenstvo a ne u kvalifikacijama, mada Berni je htio pre 5-6 godina i sampiona kvalifikacija da boduje.

A ne znam sto su neki iznenadjeni, Bernie je htio i zlatne medalje tj. da se boduje samo pobednik trke i ko najvise puta pobedi osvaja prvenstvo

Obrnuti grid je glupost tj. ono sto se provlacilo jer bi onda svi izbegavali prvu poziciju, glupost, ovako ce svi morati u svakom momentu da se takmice da budu najbolji i opet nece biti sigurni, NEMA KALKULISANJA VISE U KVALIFIKACIJAMA.

[Alan]

Mogu i da ih izvlace iz sesira, da glasamo ko ce sa kog mesta da startuje, da cim neko napravi prednost od 5 sekundi u trci bude vracen na zacelje.
Ima li bi smo vise preticanja i trke bi bile zanimljive.

[Mr.M]

Ne mozes to porediti. Ovde ces imati u svakom delu kvalifikacija uvodnih 6-7 minuta pre eliminacija, znaci 2 brza kruga ce svako moci da odveze i da postavi vreme za citave kvalifikacije, nece biti kao ranije kalkulisanja pa da najbolji izadju i odvezu 1 krug i to je to ili kao sto radi vecina boljih timova, pa prvo izadju na tvrdim a onda na meksim gumama. Ovako ce se smanjiti razlika i bice interesantnije.

Po meni vrhunski sistem, kvalifikacije ce biti dosta lude ove sezone

[dzoni gp]

Ovo su gluposti i vestacki pokusavaju da naprave nesto zanimljivim i sta ce da dobiju i da Mercedes startuje sa 10 ili 15 mesta obice sve za 15 krugova i opet smo na staraom mozda u Monte Karlu uspe neko da profitira od ovih pravila,pre 20 god su kvalifikacije bile 1h i jesu bile malo dosadne ali su trke bile daleko zanimljivije odnosno sampionati...meni nista ne znaci sto ce neko da natera Mercedes ili Ferrari da vestacki obidju par sporijih bolida za 20 tak krugova kad ce posle 5 trka biti odlucen sampionat...nego lepo oni da puste te vozace da se trkaju a nas da uzivamo u njihovom umecu a ne da svake godine uvode nova pravila koja samo unistavaju ovaj sport...

[Mr.M]

Opet bolje i to nego da gledamo kako Hamilton prvi a Rozberg drugi vode sami trku a ostatak grida zaostaje po krug.

Nije ovde pitanje da li ce Hamilton kad bi startao deseti doci do vrha, nego to bi dalo sansu konkurentnim timovima kad bi imali top3 pole position da naprave odredjenu razliku i ucine trku zanimljivijom. A ako zeli prvi da starta neko od Mercedesa, od starta da voze najbrze krugove i nemaju problema.

[Dule Krtola]

A dobro ništa ne gubimo, budimo realni. A možem dobiti više od onoga sta dobijamo.
Tako da sacekajmo da vidimo sta su izmislili Ajnštajnovi.

[Sile]

Po meni totalno nejasno pravilo koje nece ama bas nista specijalno promeniti osim sto ce biti na pocetku veca guzva na stazi. kakve veze ima da li ce mercedes ili ferari na stazu u 15.30 ili 11.45 ?? Slazem se morace odma gas da daju ali kada odvoze sec i po brze od ostalih kao i do sada aj u garazu... mirni do kraja cele runde
Drugo sta ako neko zapocne krug u 8.57 a u 9 prvi presek. ako ga cekaju da zavrsi krug onda vec sledeci na redu minut ipo.. a opet ako ne dopuste da se zavrsi krug a prave presek, a pustis nekoga ko pocne sekund pre zavrsetka cele runde nije fer.
Videcemo kada pocne kako to izgleda ali mi nedeluje da ce nesto posebno promeniti...Vise ce se promeniti bas na one koji su se i do sada borili za top 10 jer ce nijanse odlucivati..

[Vanja #66]

Mercedesov nvi nos, preuzeto sa f1technical.net... Evolucija, ali obzirom na najave, čovek bi očekivao nešto potpuno radikalno...

[BogdanB]

Ne verujem da bi doneli ovakvo pravilo a da nisu razmotrili probleme koji mogu da se jave, a to su ovi ovde sto se spominju. Sto neko rece, ne gubi se nista, moze samo da se dobije. Videcemo kako ce da izgleda.

Послато са GT-I9300 користећи Тапаток 2

[Alan]

34218b2322e376fe7f67f793b471b735.jpg

18:03 Laps completed today:

Magnussen, 153
Nasr, 121
Verstappen, 110
Hamilton, 99
Kvyat, 95
Gutierrez, 89
Rosberg, 86
Raikkonen, 79
Celis, 75
Massa, 54
Haryanto, 51
Alonso, 3

[Tarantula®]

Današnji rezultati (4 dan testiranja) 25.02.

http://www.crash.net/f1/results/2279...day-final.html

[Vanja #66]

Ne verujem da bi doneli ovakvo pravilo a da nisu razmotrili probleme koji mogu da se jave, a to su ovi ovde sto se spominju. Sto neko rece, ne gubi se nista, moze samo da se dobije. Videcemo kako ce da izgleda.

Послато са GT-I9300 користећи Тапаток 2

Sudeći po svim dosadašnjim odlukama, gde mi je pravilo "dupli poeni za poslednju trku" ubedljivo omiljeno - nisu razmotrili probleme koji se mogu javiti. Ako si čitao Kvaka 22, ovo ti je ona scena iz aviona, kada jednom ranjeniku čovek previja nogu, a utroba mu rasuta po palubi aviona... Suštinski problemi se ne rešavaju, interesi jakih timova se čuvaju i prave se kompromisi zarad njih. A pritom govorim o Red Bullu (zbog kojih su samo kozmetički izmenili pravila o aerodinamici) i Mercedesu (zbog kojih neće biti izmenjena pravila u pogonu), Ferrari svoje interese čuva na drugi način. Agregati će koštati nešto manje od naredne (ili čak tek od 2018.) godine, ali to su sitnice, postoje krucijalni problemi koji se ne rešavaju, pristup svemu tome ne samo da je pogrešan već je svakom odlukom sve gori i sve dublje se zalazi u dekadenciju... I onda neko dođe i napravi šou od kvalifikacija i uvede kategoriju "vozač dana"...

Što se tiče testova, ukratko - Mercedes nastavlja gde je stao, Ferrari je ponovo napravio već pomake ali ti rizici nose probleme koje će morati da reše, McLaren deluje bolje i sa dobrim potencijalom, Red Bull će kuburiti sa agregatom ponovo, Williams kao i do sad, Force India takođe, Toro Rosso je napravio solidan posao sa Ferrarijem, Haas ništa manje i deluju kao zreo tim za novajlije, Manor mi izgleda kao da je napravio korak ka sredini grida, Sauber za sad slabo, a Renault je u podnožju visoke planine...

[Vanja #66]

Predstavljen i Sauber C35:

[Dule Krtola]

Analysis: F1's 2016 cars are louder, but you will struggle to know

After much fanfare, Formula 1's 2016 cars – with their new exhausts aimed at making them louder – burst in to life at Barcelona in Spain last week.

There had been an air of confidence that the changes, which were now helping the engines pump out 128dBA (three decibels higher than the human pain barrier) would deliver a marked difference.

But after all the debate, design work, investigations – and confirmation on the dyno that the new engines had indeed stepped up in the noise stakes – it said much that seasoned F1 veterans struggled to notice any change at all.

Renault technical director Nick Chester said: "It was certainly difficult for me to notice, because on our car we have a power unit change.

"They might be a little bit louder but I haven't paid much attention. I think they are a little louder, a little sharper, but not a huge amount."

Williams technical chief Pat Symonds added: "I am not sure. It is a very subjective thing. I think that is the trouble. We have got a 2015 car running out there, haven't we? Can you pick it up? I couldn't."

Symonds' point about having a live comparison was spot on, of course.

For while an absence of track action over the winter may have played a part in making us think the new cars were louder on our first day back, it was equally nigh on impossible to pick out the 2015 Ferrari engine in the Sauber against the current machinery.

So what has really happened to the much talked-about noise boost?

Losing the silencer

While that state of affairs may not be what fans will have wanted to hear, it would be wrong to say that the cars are not louder, because, according to raw data, they are.

Mercedes engine chief Andy Cowell says a great deal of work has been conducted by FIA noise specialists to come up with the 2016 solution of a separate single or double wastegate pipe.

"This has all come from a piece of work that the FIA did," he explained. "They have some consultants working for them who did analysis on the exhaust system.

"And, after looking at it, they said: 'You do realise that you have built a silencer into your architecture."

What Cowell is referring to is the fact that the wastegate pipe previously went to a dead end. This had been motivated by the fact F1 chiefs didn't want teams to start cleverly using wastegate gases for the return of blowing.

Cowell added: "This was done to stop us having any aerodynamic benefit, or having extra pipes going out the back. Or us potentially playing games – us opening and closing this valve and energising aerodynamic features.

"It was done as a way of simplifying exhaust flow, but unfortunately we ended up with this silencer feature."

Breaking the pain barrier

Cowell confirmed that dyno simulation had shown some encouraging signs, putting the current generation of V6 turbos at just 1.5dBA lower than the old V8s.

"We were at a 124dBA before, now we are at 128. From simulation the V8s were 129.5. We are getting close to where the V8s are, but we are not yet at that level.

"Which is why we are still doing work as a group of power unit manufacturers and still doing work with the FIA."

It is important to remember at this point that decibels are measured on a logarithmic scale, which means that for every doubling of acoustical energy there is roughly a 3DB increase.

So a 4dBA hike means the new exhaust pipes have doubled their acoustic energy, but still fall roughly 50 percent down on the old V8s.

But with engines that are officially louder than pneumatic diggers and on the cusp of jet engines at take-off, why are they still flattering to deceive?

Perception

Perhaps the biggest issue at stake here is that there are times when scientific calculation and how humans perceive things differ.

For while, on paper, a 4dBA increase is a lot, some scientific studies have suggested that humans will struggle to notice any change of less than 5dBA.

Furthermore, it has been suggested that it takes 10dBA before an average human is led to believe that the sound has 'doubled.' That is a world away from the 4dBA increase.

The issue is further complicated by the fact that the sound of the current turbos have a different frequency output to the old V8s – which operated in the 500 – 2500 Hz area.

This is a very sensitive area for humans, as it where a human scream is pitched at, so the same decibels in this range will sound especially more powerful.

Another problem is that no matter how successful tests are on a dyno, when a car is moving around a track it can sound very different.

As Mercedes executive director Paddy Lowe says: "With air flowing around the pipe, you have a different effect at a circuit than the one on a dyno, because the dyno is in still air.

"The airflow going around the pipe can have an effect on sound energy. An extreme example is the modern jet engine, which is a lot quieter because of this high air bypass."

No shame

Ultimately, F1 has to face up to the fact that the current turbos will never deliver the ear-splitting type noise of the V8s.

But they are more than loud enough in their current configuration, and are back to a level where ear plugs may become an essential again.

Cowell added: "It is already a loud sound. Certainly if the engine was run here at full throttle, we would all run for cover, even with last year's set-up.

"The challenge we have got is how do we make it loud in the context of the racing car for people sat in the pit lane or grandstand.

"And they will get better. As we are progressively increasing cylinder pressure of engines, then this pulsed pressure level goes up.

"With time, even with the exhaust system left as it is, it will get noisier. But we are working on another system for the future to see what we can do."

[Dule Krtola]

Day 1

1 Rosberg Mercedes 1m23.022s
2 Bottas Williams 1m23.229s
3 Alonso McLaren 1m24.735s
4 Raikkonen Ferrari 1m24.836s
5 Kvyat Red Bull 1m25.049s
6 Hamilton Mercedes 1m25.051s
7 Verstappen Toro Rosso 1m25.176s
8 Hulkenberg Force India 1m25.336s
9 Nasr Sauber 1m25.493s
10 Magnussen Renault 1m25.760s
11 Gutierrez Haas 1m26.661s
12 Haryanto Manor 1m27.625s