Tekstovi o F1 sa domacih i stranih sajtova

[Nebojsa]

Nisam ni ja znao za to, kontam da je zbog bezbednosti. Mada su te scene stvarno legendarne.

[Nebojsa]

Will Gray
Tech Talk: How Hamilton won in Germany

Tue Jul 26 02:54PM


In a frantic German Grand Prix fought between three drivers from three different teams (and not including runaway championship leader Sebastian Vettel) it was Lewis Hamilton's day - but how did he do it?When Hamilton stepped out of his McLaren after Friday practice he said pole was out of the question but warned: "It's the race where we're able to do the most damage..." His predictions were a little off the mark on Saturday, as he did almost have the pace for pole, but he was certainly right for Sunday.
Red Bull were rattled by the pace of both McLaren and Ferrari and also by the fact that Vettel had a rare and unexplained drop in form, with Mark Webber becoming the main contender for the team this time around.
It was a close battle between the top three in the race - Hamilton, Alonso and Webber - and while tyres were a major factor once again, this time it all played out in a very different way.
Early in the weekend, it was clear that of the two tyre types provided by Pirelli - soft and medium - the latter was significantly slower and neither was going to wear particularly harshly in the cool temperatures at the Nurburgring.
With the rules stipulating teams must use both tyre types in the race, it seemed teams would want to run the medium tyre last and for as little time as possible - and sure enough Hamilton, Alonso and Webber all went for three stops, with a soft-soft-soft-medium strategy.
Hamilton took to the front at the start but lost the lead when Webber played the classic ‘undercut' move on lap 14.
This is a now well-practised technique used when drivers are within a few seconds of each other coming up to a round of pit stops. The driver behind will try to leapfrog the man in front by pitting for new tyres first then trying to set a fast out-lap on typically much grippier (and therefore faster) fresh rubber, gaining an advantage big enough to stay ahead once the other driver has made his stop.
Webber was half a second back on Hamilton when he pitted but he came out in traffic and, apparently thinking that would hamper his progress on the new rubber, both Hamilton and Alonso stayed out for two laps before both making their stops on lap 16.
In the cool weather, the tyres did not get to working temperature as quickly as normal - but with two laps to get them up to speed Webber was still able to gain the advantage, and he took the lead.
In the second set of stops, the difference between Webber in first and Hamilton in second was again just over half a second and again Webber pitted first of the three on lap 30.
Crucially, however, this time Hamilton pitted just one lap later and Webber had not been able to do enough on that one lap with new tyres to make the gap to stay ahead - so Hamilton took the lead.
The same happened to Hamilton on the next lap, however, as Alonso pitted and came out ahead - but this time Hamilton was close enough to have a go, his tyres were grippy enough to make it stick and he grabbed the lead back with a thrilling move around the outside of the Ferrari, with Webber now sitting just behind in third.
Webber faded in the next stint, making it effectively a two-horse race to the finish - but there was still one roll of the dice and that was when to make the switch to the harder tyres.
From practice, it appeared that a fresh medium tyre was around 1.5s slower than a fresh soft tyre. As the soft tyres degraded, however, there was a point at which the performance from a new medium would match or better the performance of a worn soft. Picking when that would happen was crucial.
McLaren deemed that moment to be lap 51, at which point leader Hamilton had a two-second advantage over Alonso.
Hamilton's last full flying lap with the soft tyres, on lap 50, was a 1:35.5 and his first full flying lap with the medium tyres, on lap 53, was a 1:34.8. Point proved - yet Ferrari left it not one but two laps after Hamilton's stop before they reacted to bring in Alonso.
Alonso matched Hamilton's in-lap and beat his out-lap by a full second - but the Ferrari driver's extra two laps on slower worn soft tyres was enough to keep Hamilton ahead. Webber, who stayed out longer than both and had therefore taken the lead on the road, was lapping slower and still had to pit, so when he did so all Hamilton had to do was drive it home to the finish.
It was a combination of perfection from both McLaren and Hamilton, then, that secured the victory. The team got the two elements of the tyre strategy spot on and the Briton's pass on Alonso in the second set of stops was crucial to pulling the whole thing together. No wonder Hamilton was so emotional after such an intense fight.

http://uk.eurosport.yahoo.com/formula-1/will-gray/article/6323/

[Nebojsa]

Od danas cu se truditi da vam svakodnevno u ovom tredu donosim vesti sa raznih sajtova. Nesto poput buletena, samo gledajte da diskutujete u temama, da ovde ne izazovemo konfuziju.

Helmut Marko kaze da je Ricardo validan kandidat za jedno od mesta u Red Bulu i Toro Rosu. Takodje je Vebera nazvao ,,drugi Australijanac`` i kaze da ce se on penzionisati 2012. E sad da li posle ove sezone ili posle sezone 2012, nije bas najjasnije. Treba uzeti u obzir da je Marko ovako najavio penziju Dejvida Kultarda.

http://f1sa.com/index.php?option=com...:f1&Itemid=157

Sa druge strane, iz RBa stize kontradiktorna informacija sa prethodinim, Horner kaze da je pred Veberom jos 2, 3 godine trkanja. Takodje kaze da ce ugovor sa njim biti produzen do kraja letnje pauze.

http://www.autosport.com/news/report.php/id/93603

Red Bul kaze da ih drugi kopiraju.

http://f1sa.com/index.php?option=com...:f1&Itemid=157

Brijatore prica da je moguce da ce preuzeti neku ulogu u Ferariju u skorije vreme. Takodje kaze da je Fernando Alonso jedan od najboljih vozaca svih vremena, da je bolji od Sumahera i da ce imati vise titula od njega Izlapeo covek, sustigao ga nocni zivot.

http://f1sa.com/index.php?option=com...:f1&Itemid=157

Nik Hajdfeld i dalje poziva Reno da mora da se popravi i da je do Spa poslednja sansa da se spasi sezona.

http://www.autosport.com/news/report.php/id/93591

Kosvort tvrdi da njegovi motori mogu da ostvaruju pobede

http://www.autosport.com/news/report.php/id/93595

Truli ljut na FIAu sto nije kaznila Pereza, kaze da je sekao sikanu kod odbrane pozicije.

http://www.autosport.com/news/report.php/id/93602

[Vladan]

Ne znam sto bulazne iz Kosvorta,po brzini su daleko iza,ali motor je tim timovima najmanji problem

Razgovori izmedju Liucija i HRTa oko produzenja ugovora
http://www.gpupdate.net/en/f1-news/2...-new-hrt-deal/

Intervju sa Di Restom
http://www.gpupdate.net/en/f1-news/2...paul-di-resta/

Nebojsa i na mene racunaj za one slike naravno

[Nebojsa]

Pireli objavio koje mesavine ce se koristiti u narednim trkama:
Belgija, Italija - srednja, meka
Singapur - meka, supermeka

http://www.autosport.com/news/report.php/id/93611

Ipak moguca gradska trka u Njujorku.

http://www.autosport.com/news/report.php/id/93614

Zutil optimistican po pitanju performansi Fors Indije na Spa i Monci. Kada se setimo Fizikele i 2009, nije bez osnova.

http://www.autosport.com/news/report.php/id/93618

Barikelo ipak nije siguran kao vozac Vilijamsa za 2012. Pominju se Zutil i Hulkenberg.

http://f1sa.com/index.php?option=com_content&view=article&id=30564 :f1-sutil-and-hulkenberg-linked-with-barrichello-williams-formula-1-drive&catid=1:f1&Itemid=157

Bivsi tehnicki direktor Ferarija Aldo Kosta mozda dolazi u Mercedes.

http://f1sa.com/index.php?option=com...:f1&Itemid=157

Novi difuzor za Red Bul u Spa.

http://f1sa.com/index.php?option=com...:f1&Itemid=157

Veber potvrdio da ce njegova buducnost brzo biti odlucena, ali da se nece objavljivati neko vreme. Sastanak sa Matesicem ove nedelje. Najverovatniji ishod - Veber ce voziti 2012 u Red Bulu i onda se povuci.

http://f1sa.com/index.php?option=com...:f1&Itemid=157

Kubica na putu oporavka, izgleda da nece povratiti potpuno funkcije sake, ali se situacija popravlja.

http://f1sa.com/index.php?option=com...:f1&Itemid=157

Montcemelo ocekuje jos pobeda Ferarija ove godina.

http://www.autosport.com/news/report.php/id/93610

[Nebojsa]

Malo vesti ovih dana, svi pogoni su zakljucani na dve nedelje i vecina vozaca i tehnicara je na kratkom odmoru. Ipak, pocinjemo socno.

Ponovo se prica o mogucem dolasku Hamiltona u Ferari, doduse vise hipoteticki.

http://f1sa.com/index.php?option=com...:f1&Itemid=157

Eklston kaze da je moguce vise trka u 2012. od 20, ali da ce ipak verovatno ostati toliko zbog zahteva timova.

http://f1sa.com/index.php?option=com...:f1&Itemid=157

Barikelo nije siguran da li zeli da ostane sa Vilijamsom i sledece godine.

http://f1sa.com/index.php?option=com...:f1&Itemid=157

Bron kaze da je zaostatak Mercedesa za vodenima sve manji.

http://www.autosport.com/news/report.php/id/93641

I Vidzej Malija iznenadjen nastupima Fors Indije.

http://www.autosport.com/news/report.php/id/93641

Baton jos ne odustaje od titule

http://www.autosport.com/news/report.php/id/93630

Par kaze da Vilijams jos ne odustaje od ove sezone.

http://www.autosport.com/news/report.php/id/93627

[Nebojsa]

The 1937 Avusrennen

An incredible season In 1937 the German national sporting authority wanted to capitalise on the dominance of their racing teams and arranged a special event in addition to the German Grand Prix. The one-off “no rules” race (rennen) they organised ended up taking place on the fastest circuit of all time and featured some of the fastest Grand Prix cars of all time. This, combined with a number of other factors, resulted in one of the most spectacular events in motorsport history.1937 was already a fantastic year of Grand Prix racing. It was the final year of the ‘750kg formula’ which meant it was the last season of almost unrestricted regulations. At the start of 1934 it was decided the only major rule impacting a Grand Prix car’s design would be a maximum weight of 750kg. This was intended to limit the size of the engines that teams could produce, but over a four year period the German manufacturers had mastered the use of lightweight materials to such a point that engines had completely doubled in size. Auto Union and Mercedes were racing with V16 engines in excess of 6 litres that produced well over 500hp.In 1938 new regulations were introduced that restricted engine capacity and since then Grand prix racing has always been governed by increasingly stricter rules. 1937 was the last free-for-all season making the cars raced that year are the favourites of many historians.Not only was 1937 huge year from a technical point of view, but it was also special from a sporting perspective. Auto Union had started racing three years earlier and established themselves as the team to beat in 1936 by totally annihilating Mercedes. Deeply embarrassed, Mercedes responded with the fantastic W25 car and the races between the two teams were so close they were often decided on things like pitstops. This was made even more exciting by the likes of Bernd Rosemeyer and Rudolf Caracciola, the two most successful drivers of the time.With such a special year, any bonus event was always going to be a great race, but this particular one-off event was epic for a number of additional reasons.

The Avus circuit

The German officials wanted to hold the race at a circuit close to a major population centre to ensure the biggest possible crowd. They used the Avus racetrack in Berlin, which had been used for the German Grand Prix prior to the Nurburgring, and the result was that over 400,000 spectators came to watch the race. This easily exceeds the modern record of 250,000 at Indianapolis in 2000 and it made for a cracking atmosphere.The Avus circuit was also in its quickest configuration in 1937 making it the fastest racing circuit of all time. It was the most basic of layouts imaginable. Drivers would thrash down a stretch of freeway that was almost 10km long before turning around and heading back. At the end of each straight was a long fast hairpin with a wide radius and slight banking, kind of similar to Turn 8 in Turkey today.In 1937, one of those hairpins – the Nordkurve near the start/finish line – was redeveloped and featured insane 43 degree banking. This made it one of the fastest corners in the world, but also one of the most dangerous. It had no lip or barrier at the top so was dubbed “the wall of death” because it would simply act like a ramp into the scenery for anyone who made a mistake.The following year, Avus was shortened and the second hairpin became much tighter and slower. The circuit was at its prime in 1937.

Formula Libre rules

However, what made this one-off race a truly special event is that organisers declared it wasn’t an official Grand Prix. As such, the 750kg rule need not apply. That was the only rule that restricted car performance and now it was being removed so teams were free to bring whatever car they could dream of.This was especially exciting because it came at a time when Mercedes and Auto Union were pushing the limits of racing technology. They had completely revolutionised the Grand Prix car and their creations produced more top speed than those raced today. Their drivers were only defeated in one single European Championship race over an entire four year period.Both Auto Union and Mercedes were also competing with each other for various land speed records. Both companies had built cars with conventional petrol engines that were capable of pushing 400kph.Now these two bitter rivals, who were already ahead of their time, were being told they could race against each other with whatever they dared to bring. The modern equivalent would be telling Red Bull they could join a one-off race against Ferrari with the prototype X10 that Adrian Newey designed for Gran Turismo 5.All of the ingredients were set for a special race. Two the most dominant teams of the day with some of the best drivers of all time were given free reign to build special cars on the fastest circuit in the world in front 400,000 of their home fans. It didn’t disappoint.

The machinery

Both teams arrived with a mix of machinery. Auto Union used two standard Grand prix cars and another two that were modified versions of their speed record cars. Mercedes used a similar strategy with four slightly different models. Only one of them was a regular Grand Prix car, whilst the others shared features (mainly aerodynamics) with the speed record streamliners.In practice it became clear this was going to be an event like no other. The cars went close to reaching 400kp, and one of the Mercedes drivers had a scary moment when air pockets gathered near his front wheels and actually lifted the front of the car off the ground. He was able to get off the throttle and wait for the wheels to touch back down, but realised that he came within an inch of his life given the lack of protection available. A cloth helmet won’t save you when you fly into the trees at that sort of speed.

The racing

The format of the meeting was that eleven drivers would be split into two heats, with the top four finishers going through to the final. Rosemeyer and Caracciola were drawn against each other in heat one.The conventional Grand Prix cars were able to lead during the first lap of heat one thanks to slipstreaming and their superior handling around the long hairpins. However, once the two streamliners of Rosemeyer and Caracciola hit the front they gradually pulled away from the pack.What started was an epic slipstreaming battle that lasted 15 minutes. Both drivers would pass and repass each other around the 19km lap, and would attack the final banked hairpin with slightly different lines in order to get an edge. During this time, Rosemeyer’s Auto Union clocked a laptime of 276kph, a sensational average speed that has never been seen in any Formula One race since (not even at Hockenheim or Monza before chicanes) and was only matched at Indianappolis in 1971, 34 years later! That sort of speed in a race held more then seven decades ago is just insane.The two cars were separated by nothing heading into the final lap, but it was Caracciola in the Mercedes who won by just four tenths of a second. Amazing - two of the greatest drivers of all time, in two of the greatest cars of all time, on the fastest circuit of all time, separated by just four tenths of a second. What a finish!

Heat two and the final

The second heat was a more comfortable win for Mercedes, despite a close battle for second place, but all eyes were on the final. One Maserati reached the third race courtesy of a few mechanical failures in heat two and lined up against a field of German cars.Mercedes took a different strategy heading into the longer final and told two their four drivers to make a pitstop halfway through the race for tyres. As it turned out several drivers had to pit for tyres anyway due to the high speeds but the podium consisted of three drivers who had made it non-stop.Rosemeyer’s charge in the final was blunted when his V16 dropped three cylinders, but his fourth place made him the highest finishing driver who made a stop. Caracciola also suffered mechanical gremlins and retired when his car became so hot that solder around the gearbox began to melt.The race was won by Mercedes driver Hermann Lang who finished two seconds ahead of Ernst Von Delius in the Auto Union Type C Grand Prix car.

A truly unique event

Mercedes left the 1937 Avusrennen with national pride, and 400,000 fans left having witnessed something very special. Two racing teams with two of the best drivers in history were given total freedom in the regulations on the fastest circuit the sport had ever seen.They would have had reason to feel they had seen the greatest race of all time.

http://www.totalf1.com/full_story/vi...e_of_all_time/

[Vanja #66]

Sve je to lepo, nego Nebojsa, kako mi da procitamo ovaj beli text... Moras da ga selektujes pre citanja...

[Vladan]

Vraca nam se Meksiko
http://www.gpupdate.net/en/f1-news/2...being-studied/

[Nebojsa]

Taj Karlos Slim je najbogatiji covek na svetu, ovo je vrlo ostvarivo... Ala ce Zauber tamo obozavati, Serdjo Perez i Gutierez

[Vanja #66]

Pazi ovo, hoce da snimaju film o F1, tacnije o Niki Laudi i njegovom neverovatnom povratku u trku za sampionat 1976. Ovo vrlo lako moze biti dobra stvar! Procitajte ove naslove, Apollo 13, A Beautiful Mind, Da Vicni Code...

http://www.formula1.com/news/intervi...1/8/12407.html

[Nebojsa]

http://www.totalf1.com/full_story/vi...ult_can_it_be/

Obavezno procitati, razvoj volana Meklarena kroz godine.

[Vanja #66]

Poslednja recenica, tj. pitanje je kljucno!

[Vladan]

Hamilton: Winning the title not impossible

Lewis Hamilton is refusing to give up on this year’s Formula 1 title, despite trailing current championship leader and Red Bull rival Sebastian Vettel by 88 points. The McLaren driver recorded his second win of the season at the Nürburgring last month, just one week before Jenson Button made it two out of two for the Woking squad.



"I am 88 points behind but it is not an impossible task (to win the championship)," he explained to the Daily Star. "It's a shame we didn't have another race straight away (after Hungary) but there's nothing we could do about that."

"There are 200 points up for grabs and I will enter all the races believing I can win. It is going to be an exciting run-down to the last race in Brazil and I can't wait for the next round in Belgium."

Hamilton believes McLaren can be confident heading into the final eight races of the year, praising the current performance of his 2011 contender.

"Our car's pace is there right now as we have shown with our wins, mine in Germany with the fastest lap and Jenson's in Hungary. The car's on song because of our excellent qualifying pace at both."

Exclusive interview with Pirelli’s Paul Hembery

Tyres have very much been the talking point of the 2011 Formula 1 season, with Pirelli’s brand-new compounds providing the sport with a handful of sensational races. GPUpdate.net speaks exclusively with Motorsport Director Paul Hembery in order to hear plans for the future and find out what he would have done differently…

Hindsight is of course a wonderful thing, but are you happy with the Slick tyre choices Pirelli has elected for so far in 2011?

I think, going back, there’s a few of them we might have changed - sometimes to be a little bit more aggressive and sometimes more conservative. The other thing you’ve got to bear in mind is that we’ve had such varying weather conditions; in Hungary we had relatively cool conditions, but we could have added another ten degrees on a normal late July or August weather prediction for the Hungaroring.

So it’s really difficult from our point of view. What might seem a conservative choice when it’s cold and chilly would actually have been quite a sensible choice if we’d had 35 degrees ambient temperature. So it’s difficult from our point of view to cover all of the basis.

But there are a few tracks where, with hindsight, we could have been more aggressive - I think Nürburgring was one of those – and others where we could have used the new Medium and the Hard compound, which would have been something like Turkey.


Rear tyres could be squarer, or boxier, in 2012 – what are the reasons behind this?
Well, we’re not using the full area of the footprint at the moment and we just want to even out the wear - that gives us more margin, basically. It means that you can have a larger footprint, which should certainly assist the drivers, but from our point of view it means that compounds which might have been at the limit of a choice will suddenly come into play, because you’ll be able to get more kilometres out of them and you can maybe take a more aggressive approach.

We actually knew about that right at the start of the season, to be honest, but because we have to supply all of the data and the windtunnel tyres to the teams it’s not something we’ve been able to change mid-season. With this being the first season we wanted to keep all changes and modifications to a minimum, really, to allow the teams to get used to us.

But certainly in the future we could do a mid-season change to the structure and profiles, particularly if we end up with a mid-season test which would appear now to be on the cards. Getting the tyres onto the cars of the season, not running round in a two or three-year-old car which we’ve been having to do, would offer us a great advantage and maybe open up the possibilities of a mid-season tyre update.


So perhaps, halfway through the season, spend a few days testing in Barcelona?


Doing it before the European season would be ideal, particularly if we go to a track where we’ll be racing at or have already raced at. If I’m talking selfishly as a tyre maker, that’s really what we’d love to do.

Probably, from our point of view, staying on after a Grand Prix would be the ultimate goal because you then have all your race data and can bring along a new product and have a very good chance of being able to benchmark it against your current product.


It would also allow the teams an opportunity to run some new drivers…
Exactly. Four weeks in February was a bit of a surprise for us, coming into the sport; we did wonder why they have chosen that route. The teams have got their reasons, obviously - there’s cost reasons and we understand that. But I think it’s more a case of, if you took one of those weeks and put it mid-season, it would appeal to all of us to be a sensible option.


We’ve all heard about a dedicated qualifying tyre - a realistic option for next year?
We will do anything we can to try and assist the sport. We’re coming up with some ideas and causing the teams to have a little think about things; they worry about tyre allocations, and things like that, because it affects what’s going on in the race.

We wouldn’t exclude, if the sport felt and the fans thought it would be exciting, to have a qualifying tyre – why not? It then becomes an ultimate test, you’ve got that one hot lap. We’ve spoken to a number of drivers who drove when there were qualifying tyres and, I have to say, universally they’ve all said they loved it because there was that bravado aspect of it; you know you’ve got to be in the zone and you can’t make one error because you know you’ve only got that one chance.

So it’s certainly something that, if the teams and the sport would like us to do it, we’d certainly consider it. We’re sounding the teams out now and we’ll also sound out the fans and see what they think as well.


There is one other thing we’re particularly keen to find out. Back at the final pre-season test in Barcelona we were sitting around a table and, with the race simulations going on at that point, you said Pirelli would know who would win the Grand Prix. You couldn’t tell us then. So can you tell us now?


(Laughs) We have some good ideas, I tell you! You can imagine…the one problem we’ve got is the strategy information is so, so sensitive because it does change, as I mentioned earlier. So we don’t like to say anything, even if we do have a pretty good idea.

Of course, we can’t take into account any incidents they might have when racing, any pit-stop issues or just somebody who’s having an exceptional drive beyond what you’ve seen in practice. When you have drivers the calibre of Alonsos, Hamiltons and Vettels, you never know because they can pull some exceptional things out of the hat, as we’ve seen this season.

So we do always have some ideas of where the cars will finish but I don’t think I should be telling you, unfortunately!


Paul Hembery was talking to GPUpdate.net’s Gregory Haines
Twitter: @GregoryHainesF1, @PaulHembery

....

[rajs41]

Ovde imate intervju sa Igorom Salaquardaom, vlasnikom ISR tima, i čoveka koji vodi Daniela Ricciarda kroz Reno seriju. Takodje, imate i malu priču o Red Bull junior programu. Pozdrav
http://www.f1-serbia.com/najnovije/i...-i-bez-profita