F1-2018 Season

[Antonisss]

https://www.motorsport.com/f1/news/p...heory-1060123/

Αλλά ο κύριος Isola έχασε κάθε credibility πλέον, είναι υπάλληλος/φίλαθλος της Mercedes

[aroutis]

https://www.motorsport.com/f1/news/p...heory-1060123/

Αλλά ο κύριος Isola έχασε κάθε credibility πλέον, είναι υπάλληλος/φίλαθλος της Mercedes

Έχω πει ότι με ενδιαφέρει.
Έβαλες μια ανάλυση του motosport... οκ...

Συμφωνούμε ότι διαφωνούμε.
Moving on.

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Ναι αλλα οταν παλιωσει ο 3 του Φετ στο τελος ο Κιμι θα εχει πλεονεκτημα!! Εκει μετραει!!

Ελα παμε για τιτλο φετος λεμε!

Ήδη υπάρχουν αναφορές ότι η meec ποστάρει να φέρει το spec 3 της νωρίτερα.
Εγώ αυτά βλέπω και γουστάρω...

[gallahant]

O Kimi θα πάει απευθείας στο spec 3. Δεν έχει ανάγκη λέμεεε!!

[aroutis]

https://www.motorsport.com/f1/video/...-slots-111767/

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http://www.f1i.com/news/310826-merce...on-button.html

Mercedes DTM boss Ulrich Fritz has hinted at a possible wild card entry for former F1 champion Jenson Button next month.

"Jenson is a good idea," Fritz told TouringCarTimes this weekend in Zandvoort. "After all, he was a Formula 1 champion with a Mercedes engine!"

Button won his title with Brawn GP which was subsequently bought by Mercedes. He is officially retired from F1 now after one last hurrah with McLaren in the 2017 Monaco Grand Prix.

He competed in Le Mans last month and was part of the Sky Sports F1 presentation team for last week's British Grand Prix. He is also entering this year's Japanese Super Formula.

That still leaves him with some spare time on his calendar in August, and Mercedes is keen on a British driver for the Brands Hatch round of the 2018 DTM season.

“Lewis Hamilton would definitely not be an option," Fritz admitted. "He’s focussed on his current programme in F1.

"He would also be on holiday at the time of the Brands Hatch event," he added, referring to Formula 1's summer break between the Hungarian and Belgian Grands Prix.

Mattias Ekström has already been a special guest of Audi at the start of the season at Hockenheim. And BMW brand ambassador Alex Zanardi will race for that team at Misano.

Other candidates for a Mercedes wild card include five-time WRC champion Sebastien Ogier, who is believed to be interested in entering the penultimate round at the Red Bull Ring in September.

“It’s too early to confirm when and who will be our wild card entry this season," Fritz insisted.

"There are various possibilities and we will make an announcement when we are ready.

"We won’t comment on the circulating rumours [but] we definitely are not considering Fernando Alonso!" he quipped..

[aroutis]

http://www.f1i.com/news/311240-alons...magnussen.html

Fernando Alonso never hesitates to complain about another driver on his team's radio, but Kevin Magnussen sees flashes of 'Neymar' in the Spaniard's incessant lamentations.

The Haas driver found himself on the receiving end of Alonso's ire at Silverstone in two instances, and it wasn't the first time the McLaren singled out the Dane for what he labeled as "dangerous driving".

Queried on the subject in Hockenheim before this weekend's German Grand Prix, Magnussen had no clue whether Alonso had a personal issue with him, but drew up an analogy with Brazilian football star Neymar.

"He does complain a lot on the radio, but, I mean, we see it other sports as well," Magnussen said.

"Even great athletes like Neymar and stuff, they exaggerate a bit."

During the British Grand Prix, the two drivers fought hard for position, with Alonso accusing his rival of forcing him off the track.

The FIA stewards did not see the incident in the same light however, and Haas team boss Guenther Steiner deferred to their judgement.

"I think that the stewards didn't react, or the race director didn't react at all, so I don't need to comment on that one," said Steiner.

"For sure Fernando is doing his job, he is one of the best drivers and he is very good in all aspects. He has been doing it a long time, he knows which button to push, so he tried.

"For sure he is trying to get the most for himself and it didn't work two weekends ago."

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Νεο φτερό για τη Williams :


και για την FI :


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https://www.autosport.com/f1/news/13...-for-ricciardo

Red Bull now expects Daniel Ricciardo to take his looming engine penalty at the German Grand Prix, to avoid jeopardising its chances for the following Formula 1 race in Hungary.

Ricciardo has already used his allocation of internal combustion engine, turbocharger and MGU-H for the season, and knows that at some point he will need to take fresh parts.

It had initially been expected that the Australian would switch engines, and take a subsequent grid penalty, at the French GP, but Red Bull's competitiveness there forced a change of plan.

But unless circumstances open up an option of taking it at Silverstone this weekend, Horner reckons that Hockenheim a fortnight later is a more logical option.

"Hopefully not this weekend, but probably we would likely incur a penalty around Hockenheim time, as we would want to avoid Hungary," said Horner, when asked by Autosport about the plan for the changes.

"Hungary is a key opportunity for us as it's a low power dependent circuit to hopefully be in contention for a win."

Asked if Red Bull would also take Renault's long-awaited new MGU-K, he said: "No. Certainly not before the summer break."

The engine penalty situation comes at a time when Red Bull has hit strong form and is emerging as a potential title contender.

Max Verstappen's Austrian GP victory made Red Bull the highest-scoring team over the last five races.

Since its drivers collided at the Azerbaijan GP, it has scored 134 points - with Ferrari having scored 133 and Mercedes 127 in the same period.

Ricciardo and Verstappen are 50 and 53 points behind championship leader Sebastian Vettel respectively, while Red Bull is 58 adrift of constructors' leader Ferrari.

When asked by Autosport if he felt his team had a title shot, Horner said: "I think we definitely have an outside chance: nine races, three victories, same amount of wins as Ferrari and Mercedes.

"Our Achilles heel has been not scoring with both cars, either through reliability or other incidents: although F1 is full of ifs, buts and maybes.

"If you look at the positions we were in and should have been in, then we should be leading the championship today. But the scoreboard is slightly different to that.

"We've closed the gap over the last few races and it's still a long long way to go. There are 12 races left and so yeah, I think you have to consider us as an outside contender.

"There are some circuits coming up that should play to our strengths, places like Hungary, obviously Singapore. And there are circuits that will not be so good for us.

"But I think one of our major assets is as a race team, we're extremely versatile and we've been very creative on strategy, pitstops, pit work as a team. The team's working extremely, extremely well.

"So I think there is a chance in both championships and we certainly haven't written anything off at this point in the year."

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http://www.f1i.com/news/311308-18-wh...-blankets.html

The FIA has launched a tender process for Formula 1's next tyre supply contract that will run from 2020 to 2023, with 18-inch wheels introduced from 2021.

The governing body has also indicated that tyre blankets should be banned from 2021 when the new wheel size comes into effect.

The tender process, which will remain open until the end of August, will centralize parties meeting the FIA's technical and safety requirements before commercial rights holder Liberty Media conducts negotiations with the bidders and proposes its final selection to the FIA.

Pirelli has been Formula 1's single supplier since 2011 and indicated earlier this year its potential interest in taking part in the tender process.

Oddly, because of the future contract's initiation in 2020, when cars will run on current 13-inch wheels, F1's future supplier will be forced to develop specific tyres for that season before developing a different spec of rubber thereafter.

The prospect of banning tyre blankets has been a controversial subject among F1 teams, with safety issues at the forefront of everyone's concerns.

The FIA has sought to alleviate those worries however.

"Tyres should provide safe performance when leaving the pits cold," stated the FIA's official tender document published on Thursday.

"The glass transition temperature must be chosen so that the tyres are never in a ‘glassy state’ when either the ambient or the track temperature is above 10 degrees centigrade."

The future provision will also take into account winter testing conditions.

“For winter testing a specific low temperature tyre will be required. This will form the bulk of supply to the teams for European winter testing with a limited number of race compounds available.

"Wet and intermediate tyres should also be capable of running without the need for pre-heating."

In its release, the FIA also underlines the "overriding objectives" for tyres which are the "improvement of the show, driveability characteristics, absolute performance and operating conditions".

The governing body also requests that three compounds - Hard, Medium and Soft - are available at each weekend to "create the maximum number of race strategies yielding race times such that multi-stop strategies provide just enough potential of a beneficial outcome to encourage the greatest variety in racing spectacle."

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Is 'free energy' trick the key to Ferrari's surge?
Ferrari's strong form at Silverstone a fortnight ago renewed focus on the progress the team has made with its car, and even prompted extra intrigue about a potential 'free' energy trick it has up its sleeve.

But rather than this being the start of a fresh cheating controversy, it instead appears that the boffins at Maranello may be doing something very clever to exploit a freedom in the rule book.

Ferrari was certainly in a gloating mood after Sebastian Vettel's victory in the British Grand Prix. On Lewis Hamilton and Mercedes' home soil, and at a Silverstone track that had previously favoured the Silver Arrows, Vettel and Ferrari wasted little time in rubbing salt into their rivals' wounds.

On the team radio during his cool down lap, Vettel rammed home the message that this was a Ferrari win on someone's else territory: "Grazie regazzi! Qui a casa loro! Hahaha..."

Later on, Ferrari ramped up the trolling by headlining its press release a 'Hammer Blow' in a cheeky reference to Mercedes' 'Hammertime' commands to Hamilton.

Whatever the rights and wrongs of Ferrari's boasts, and they may have been influenced by some emotional comments from Hamilton and Toto Wolff about the opening lap collision with Kimi Raikkonen, there is no denying the significance of Ferrari's most recent win.

Silverstone has been a difficult hunting ground for Ferrari in recent years, and the fact that it proved so strong this time out pointed to the Maranello team having made a significant step forward in 2018.

The momentum in previous races appeared to have swung towards Mercedes, with its engine update in France and a major car overhaul in Austria helping Hamilton to be the fastest man on each of those weekends; even if the result at the Red Bull Ring did not go his way.

There is certainly scope to exploit some 'free' areas of F1 engines

It was vital Ferrari hit back, and it duly responded. A major floor update and revisions to its rear bodywork helped its overall chassis performance at Silverstone, while the impression was that the engine had also taken a step forward too.

Speed trap figures, for so long the domain of Mercedes, were led at Silverstone by Ferrari. Raikkonen's 325.6km/h (202.3mph) fastest speed was well clear of Hamilton's 321.6km/h (199.8mph) and Bottas's 320.6km/h (199.2mph).

Taking a closer look at the exit speed of the cars onto the Hangar Straight (50 metres after Chapel) and at the speed trap (140m before Stowe), it was interesting to note that Vettel gained 53.6km/h (33mph), while Hamilton's increase was 51.1km/h (31.8mph).

All the speed advantage that Hamilton was gaining in the corners was pretty much wiped away on the straights.

Emphasising Ferrari's strength on the straights, both Haas cars and a Sauber also made the top 10 in qualifying.

The trend for Ferrari's teams to be filling out those top 10 places on the speed trap figures has been growing. In Austria, Ferrari topped the speed traps and both Haas cars were in the top 10.

Closer analysis of where the Ferrari gain came from at Silverstone hinted at the key being not an overall more powerful engine, though. After all, it was the same specification as the previous race. Instead it appeared Ferrari's energy deployment was better suited to the British circuit.

While Mercedes was derating (running out of its electrical energy boost) at times, Ferrari was not suffering as much.

Derating is more frequent on longer tracks because there is obviously more distance for the 4MJ energy limit per lap to cover.

Plus, Silverstone is especially tricky for energy recovery, because the MGU-K (which harvests energy under braking) does not get many chances to fill up.

The Northamptonshire venue is one of the easiest circuits of the year in terms of braking, with just half of the corners requiring any stopping at all. With just 10% of the lap under braking, it is in effect the hardest circuit of the year to keep the MGU-K charged.

Any differences in the characteristics of a team's energy recovery system would be highlighted here; so it was interesting to hear Nico Rosberg put forward a fascinating theory about an area where Ferrari had been especially clever.

In a post-race vlog he posted on his own YouTube channel, Rosberg said that he had information from an 'insider' about what Ferrari was doing.

"They've found some extra horsepower on the engine, in the turbo just before you get into the engine," he said. "That is where a lot of electricity is being recharged, with the turbo charge and it is really for free. You can take as much extra energy from there to charge the batteries..."

F1's engines are incredibly complex, and while there are strict limits about how much energy can be stored and extracted per lap, there is certainly scope to exploit some 'free' areas.

Energy recovery from the MGU-K to the battery is limited to 2MJ per lap (the MGU-H is unlimited), while overall energy that can be taken from the battery to the MGU-K for deployment is 4MJ per lap.

No such strict limit is in place for the MGU-H though, which is the area where Rosberg has suggested 'free' energy is being harvested.

The F1 regulations state that there is no restriction on how much power the MGU-H can send to the energy store or receive back (as long as the difference between the maximum and minimum state of charge of the battery does not exceed 4MJ at any time the car is on track).

Furthermore, the MGU-H can send as much power as it wants to the MGU-K as long as it goes through the MGU control unit (which has a maximum storage of 5KJ).

So if Ferrari has indeed found a clever way of managing its energy deployment - using the freedom in the rules to power the MGU-K off the MGU-H at the same time that excess energy is being sent to the battery store - then that would give it a theoretical advantage that does not fall under the 4MJ limit.

The benefit would not come from having any extra power though, because there is a maximum energy deployment limit of 120kW (160bhp) between the MGU-K and the internal combustion engine.

Where such a system would prove beneficial would be at tracks where derating is an issue, because it would allow a team to run at the maximum 120kW limit for longer than a manufacturer that wasn't exploiting such opportunities and found itself running out of electrical power.

Could this clever way that Ferrari has with its energy recovery system be the catalyst of the suspicions rivals had earlier this year about the strange behaviour of its power deployment? These stories first emerged in Baku - a long track where derating is also an issue...

"It was difficult to explain exactly what we were seeing, because it's a very complex and totally different system to anybody else's"
Charlie Whiting

It was Ferrari's strong pace there that prompted all the talk of a clever double battery system, and an investigation from the FIA about what the Maranello team was up to.

While Ferrari was given the all clear, it has not stopped ongoing interest in what the team is doing, especially because the fact the governing body took a while to get to the bottom of its system shows how complex it must be.

Speaking at the Monaco GP, F1 race director Charlie Whiting offered two snippets of information that fit in perfectly with the 'free' energy theory that Rosberg has put forward.

The first was about Ferrari having a unique battery arrangement.

"Other systems treat their battery as one. Ferrari, it's one battery, but they treat it as two," said Whiting. "That's the fundamental difference, I don't think it's a secret I'm giving away there."

The other was that the key area of focus for the FIA in its investigations related to energy going into the MGU-K. No mention was made of how much energy was being sent out of it, which suggests there was no concern about the levels of power being deployed going over the 120kW limit.

"We really have been trying to get to the point where we are entirely satisfied that the power being delivered to the MGU-K is correct," said Whiting.

"It was difficult to explain exactly what we were seeing, that's what we kept going through with Ferrari, because it's a very complex and totally different system to anybody else's."

In a world as complex and secretive as F1, there will be no confirmation that a clever 'free energy' trick between the MGU-H and MGU-K system has been key to Ferrari's recent progress.

Indeed, if it were an easily understood thing, then Ferrari's rivals would swiftly have copied it. Instead, it's all guesswork as to what each of the manufacturers is up to.

Could such a system be a part of Ferrari's ongoing strong form? Almost certainly. Is it the single answer for why Ferrari has been so strong? Definitely not.

Even reflecting on Silverstone, let's not forget Ferrari has moved away from a shorter wheelbase car this season so it did not suffer the kind of deficits it has had in the past at such high-speed tracks. It certainly was not all engine related.

As F1 heads to the German GP, and Mercedes licks its wounds after seeing Ferrari take and extend the championship lead in recent races, it was interesting to hear Toto Wolff's declaration earlier this week about the form of the two teams over F1's triple header.

"While we didn't maximise on points, we did bring the quickest car to all three races," said Wolff.

This weekend, at a Hockenheim track where braking is above average and there should be no problems with derating, it will be fascinating to see if there is much of a performance swing again between Mercedes and Ferrari.

If there is and things edge back to Mercedes, that could offer yet more of a clue as to what is going on.

And, two weeks on from Silverstone, Mercedes will need no reminding what victory would mean a few kilometres away from its road car base - and right in Vettel's backyard.

https://www.autosport.com/f1/feature...-ferrari-surge

[chat1978]

Γιατί όχι κουβέρτες; Αυτές δεν ζεσταίνουν το άζωτο στο θάλαμο; Το άζωτο εκατό στον κανονισμό; Μπορεί να μπει άλλο αέριο; Γενικά ο κατασκευαστής ελαστικών παραδίδει το πέλμα ή όλο τον τροχό όπως αλλάζεται στο πιτ.

[nnn]

Το έσπασες το κιβώτιο Λούη

[Antonisss]

Lewis, το εργαλείο δεν είναι για offroad!!!

[nnn]

Κόκκινη σημαία γερμαναραδες.

[aroutis]

55η pole για τον Γερμανό.

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[DOU]

Σκατα για hamilton,vettel φαβορι για νικη.

[aroutis]

Σκατα για hamilton,vettel φαβορι για νικη.

Η αλήθεια είναι πως έτσι δείχνει. Ας τελειώσει και όλας έτσι.

[Doukas1978]

Καλησπέρα κ από εμένα!
Σας διαβάζω εδώ κ καιρό,κ σήμερα έκανα εγγραφή! Παρακολουθώ f1 αρκετά χρόνια, αλλά τα τελευταία 4 ανεληπως!
Αυτό που θέλω να πω είναι, ότι φέτος ο Λούις είναι η πρώτη φορά που νιώθει ότι δεν είναι από πάνω,κ με ροζμπεργκ είχε πίεση αλλά είχε την αβάντα τις ομάδας,κ έχει αρχίσει κ κάνει λαθάκια. Πλέον η πίεση είναι μεγάλη κ αρχίζει κ επηρεάζεται αρκετά, κ αυτό κατά την γνώμη μου φαίνεται κ από τον τρόπο που αντιδράει τις τελευταίες εβδομάδες! Κ μέσα σε όλα αυτά, έρχεται κ θέμα αξιοπιστίας στην μερκ! Μιλάω για την τελευταία 4ετια!

[aroutis]

Καλησπέρα κ από εμένα!
Σας διαβάζω εδώ κ καιρό,κ σήμερα έκανα εγγραφή! Παρακολουθώ f1 αρκετά χρόνια, αλλά τα τελευταία 4 ανεληπως!
Αυτό που θέλω να πω είναι, ότι φέτος ο Λούις είναι η πρώτη φορά που νιώθει ότι δεν είναι από πάνω,κ με ροζμπεργκ είχε πίεση αλλά είχε την αβάντα τις ομάδας,κ έχει αρχίσει κ κάνει λαθάκια. Πλέον η πίεση είναι μεγάλη κ αρχίζει κ επηρεάζεται αρκετά, κ αυτό κατά την γνώμη μου φαίνεται κ από τον τρόπο που αντιδράει τις τελευταίες εβδομάδες! Κ μέσα σε όλα αυτά, έρχεται κ θέμα αξιοπιστίας στην μερκ! Μιλάω για την τελευταία 4ετια!

Ισχύει. Στη τελευταία 4ετια είναι η πρώτη φορά που υπαρχει τετοια πίεση και στη Merc και στον Ham και φαίνονται το ασ φορά λάθη και σπασμωδικές αντιδράσεις (δες δηλώσεις Wolff κλ).
Θα πρέπει να δούμε πώς θα προχωρήσει αυτό το πράγμα.
Καλώς ήρθες!

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[MNP-10]

Δε ξερω αν υπαρχει συγκεκριμενος λογος να αποφυγει το απεξ στο 28ο δευτερολεπτο του γυρου του, αλλα μου φαινεται περιεργη η γραμμη. Επρεπε να εχει σημαδεψει προς τα μεσα αντι να φρεναρει ολο ευθεια και μετα να γυρισει το τιμονι και να παει ...γυρω-γυρω τη στροφη. Και οι μαυριλες απ'τα λαστιχα, δεξιοτερα προς το απεξ ειναι... δλδ απο κει το παιρνουν και οι αλλοι, αρα δε πρεπει να εχει τιποτα bumps προς αποφυγη.