F1 Technical Specification Discussion Centre

weta_studio

Reply 319# ShadowChaser


christian horner siap sindir lagi tu

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Reply 321# weta_studio

MS pun tumpang sekaki gak...

Yo-Ya

Berkenaan dengan minyak ni, aku nak bagi ideal sikit.

Pada pandangan aku, kebayakkan pemandu hanya ambil kesempatan untuk takeover pada mula race iaitu di selekoh pertama dan kedua aje. Lepas tu jadi macam kereta pengiring pengantin kawin.

Pada hemah aku, sepatutnya pemandu ambil kesempatan pada separuh perlumbaan iaitu semasa memasuki pit dan tukar tayar. Pada ketika ni, minyak dah tinggal separuh menyebabkan kereta pun jadi ringan, so senang nak takeover.

Bila dah masuk pit tukar tukar tayar baru, kira dapat cengkaman paling maksimum la tika tu. Tapi pemandu masih tak bersemangat. Aku rasa pemandu bila lama-lama drive ni makin lesu. So yang tak lesu tu la akan akan kesempatan untuk keja yang kat depan.

Aku perjhati gak semasa tukar tayar tu terlampau cepat sangat, menyebabkan driver tak dapat nak rehat kan badan dan tangan seketika. Kalau dulu boleh gak dia gemgam tangan dan buat senaman lebih kirang. ya la duk dalam gerabak casis tu bukanya boleh gerak-gerak, di tambah dengan kena tumpu sepenuh perhatian pada jalan dan gear dengan kelajuan yang boleh membunuh tu......

aku rasa ada gak driver yang stress...:cry:

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ko apply lah jadik presiden FIA...

Yo-Ya

jauh api dari paha kambing

bila la nak masak

akughi

tapi bukan senang nak take over wey....

masing2 ade skill tuk elak kene potong

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cam skill MS

akughi

ape pulak skill MS... ko tak nampak ke

MS kene potong ngan sutil ari tu...

hahahhahahaha MS dah hilang dah skill lame dia tu

satusembilan

tue namenye skill dah nak pencen...

Yo-Ya

memang dah pencen pun.....

bagi kereta power pun, tak kemana...

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biasalah tue... nak cover...

tunggu sok bila naik podium... cakap mesti berapi-api

weta_studio

Reply 328# akughi

kereta dia problem la..

ShadowChaser

Exploring the F1 steering wheel
Wed, 05 May 14:30:24 2010

The main straight in Barcelona is one of the longest of the season, measuring just shy of a kilometre. An F1 car can cover that distance in 11.5 seconds – a lifetime by F1 standards - and when the driver hits the straight, he’s already in fifth gear, so there’s very little to do apart from keeping his foot flat on the throttle.

As Renault's Robert Kubica admits, it’s the perfect chance to take a breather and prepare for the lap ahead:

“In the car, it feels like the main straight never ends, so it’s a good time to make adjustments on the steering wheel or talk to your engineer on the radio,” the Pole confirms.

But what sort of adjustments can the drivers make, and what do all those colourful buttons and lights on the steering wheel actually do?

“The most important things the driver can control from the cockpit are the differential settings, the brake balance and the front wing angle,” explains chief race engineer Alan Permane, “As the fuel load comes down and the tyres lose performance, the driver can change all these parameters to improve the balance and handling of the car. Both Robert and Vitaly [Petrov] have a pretty good feel for how these settings will affect the car, but we also offer advice over the radio based on what we see

in the telemetry.”

On average, drivers will probably make tweaks to the differential every five laps or so, but there are some buttons that are used from corner to corner. In Shanghai, for example, Petrov was changing the multimap setting on every lap to ensure optimum engine braking for turn 14, the tricky hairpin at the end of the main straight. It has also become routine for drivers to adjust the brake balance from one corner to the next.

The wing button, introduced at the start of 2009, is also used regularly. At the press of a button, it allows the driver to manually adjust the angle of the front wing flap by up to 6° while the car is out on track. It’s a function that’s especially useful during practice sessions, as Petrov’s race engineer, Mark Slade, explains.

“The wing button is a quick and easy way to assess set-up options without having to bring the car back to the pits. We often send the car out with a base set-up and ask

Vitaly if the car feels better with more or less wing.”

While the drivers are familiar with the key functions of the wheel, there are some things they will only change if given the call over the radio. Buttons controlling the revs, for example, can be used to conserve the engine and will lower the revs at which the engine changes gear. Similarly, the ‘mix’ button adjusts the engine configuration if it’s necessary to save fuel.

The steering wheel is also the ideal place to display critical information relating to the race, especially lap times.

“We can put pretty much whatever information we want on the steering wheel display,” Slade reveals, “But we try not to overload the driver with issues relating to the health of the car, such as temperatures and pressures. The most critical information they want is their lap times, so we store their fastest time and the readout gives them a continuous update of their current lap relative to their best.”

weta_studio

bkn senang nak drive kereta F1

Yo-Ya

betul...

bagi yang dah berpengalaman pun kantoi...

rasanya bagi kat aku boleh kot...

satusembilan

bkn senang nak drive kereta F1
weta_studio Post at 6-5-2010 11:37

ayat org takut camtue la...

ShadowChaser

F-ducts back on teams' agendas for Turkey
2010-05-17
By Motorsport.com/GMM

Sauber removed the F-duct from its C29 for Monaco for safety reasons, the Swiss team's boss has revealed.

Ferrari also decided not to run the downforce-spoiling concept in the Principality, but the Italian team argued that the device simply was not effective on the twisty streets.

But Peter Sauber said his team's decision was for a different reason.

"I wanted my drivers to have both their hands on the steering wheel through the tunnel," he is quoted by Germany's Auto Motor und Sport.

"Ever since Karl Wendlinger had his accident there in 1994, I have respect for this place," added Sauber.

Like Ferrari, Sauber's system involves blocking an air inlet with the drivers' hand.

The McLaren system is activated by the knee, but Lewis Hamilton acknowledged that the time advantage was just a few hundredths per lap in Monaco.

Ferrari's system will be back on the F10 car in Turkey in two weeks.

"Our system did not work as desired in Barcelona," confirmed team boss Stefano Domenicali. "We are still fine-tuning it."

The red cars were very fast in a straight line in Spain, but the system was also shedding downforce in the corners "when the system was not being activated", the Italian admitted.

Red Bull will also begin experimenting with the concept in Turkey.

"We are doing the research and for sure at the next couple of races we will have a look at it, but we will only introduce it when it earns a place on the car," Christian Horner told F1's official website.

ShadowChaser

Todt wants Kers back in 2011
Eurosport - Fri, 04 Jun 10:52:00 2010


FIA president Jean Todt has admitted that he hopes to see the controversial KERS technology return as early as next season, despite some factions wanting to delay a U-turn for two or three years.

The F1 fraternity voted to suspend use of the so-called 'green' technology for 2010 after a disappointing - and expensive - year in which only a handful of teams ran it, and fewer still persisted in doing so through to the final race.

BMW, the biggest proponent of KERS, not only abandoned its system before the end of the year, but is also no longer involved in F1, citing the cost of both competing and achieving success.

Despite the German marque's exit, there is a groundswell of support for the voluntary suspension to be dropped for 2011, especially if the cost can be contained and technology shared.

And Todt is keen to see that carried through, even though some teams, notably the Colin Kolles-led HRT, have spoken out against the reintroduction.

"I am not happy that the teams voted unanimously against using KERS for the 2010 season," Todt said.

"I am personally committed to having this position reconsidered for 2011.

"We cannot discuss the use of green technology in the rest of the automotive industry and watch F1 do nothing. I'm optimistic that I can still persuade the teams (to reinstate KERS for 2011)."

Although he admits to having no particular lever by which to persuade the teams to accede to his wishes, Todt makes it clear that he is not prepared to wait until the next generation of F1 engine comes on stream before seeing KERS become a staple ingredient for the category.

"We cannot afford to do nothing for two-and-a-half years," he insisted.

"The pressure on us every day greater and, as the head of the FIA, I feel there needs to be progress in this direction.

"It's the only way we can be credible. I only want to see good races, that's enough for me, but we cannot demand new technologies for road cars and then ignore them at the racetrack.

"Unfortunately, in F1, the desire for change is missing, but we have to change because the world keeps on turning."

Whether Todt gets his wish and sees KERS fully reinstated by the time his tour of duty is up rests largely on the teams, but the 64-year-old could yet preside over the ongoing discussions should they extend beyond his current tenure, having admitted that he is not necessarily preparing to step down after four years.

"It's not true (that I am considering stepping down in 2013)," he said.

"Nevertheless, I am not thinking today about the second term of office. My priority is to use my time as effectively as possible to reach my goals of reducing costs, improving the show, introducing new technologies and using, if possible, the image of sport to make the roads safer.

"If we succeed, the manufacturers, suppliers and sponsors will come back but, if we do not, then racing has a real problem."
Crash.net / Eurosport

weta_studio

tu kan salah satu agenda tu utk menghijaukan F1

tp for sure turbo tu kena patut ade balik

ShadowChaser

turbo kers, hmm...

menarik jugak bunyinya

kalu naik engine kapasiti jadi v10 3.0 litre balik 1000hp lagi best kan