Εμφάνιση των αποτελεσμάτων της δημοσκόπησης: Ποια ομάδα/οδηγός, πιστεύετε (ή θέλετε) να επικρατήσει στη Formula 1 το 2016?

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  • McLaren/Alonso

    4 10,26%
  • McLaren/Button

    4 10,26%
  • Williams/Bottas

    0 0%
  • Williams/Massa

    0 0%
  • Red Bull/Ricciardo

    0 0%
  • Red Bull/Kvyat

    0 0%
  • Mercedes/Hamilton

    11 28,21%
  • Mercedes/Rosberg

    6 15,38%
  • Renault/Magnussen

    0 0%
  • Renault/Palmer

    0 0%
  • Ferrari/Raikkonen

    6 15,38%
  • Ferrari/Vettel

    5 12,82%
  • Force India/Hulkenberg

    0 0%
  • Force India/Perez

    0 0%
  • Toro Rosso/Verstappen

    2 5,13%
  • Toro Rosso/Sainz

    0 0%
  • Sauber/Ericsson

    0 0%
  • Sauber/Nasr

    0 0%
  • Haas/Grosjean

    0 0%
  • Haas/Gutierrez

    0 0%
  • Manor/Wehrlein

    1 2,56%
  • Manor/Haryanto

    0 0%
Σελ. 158 από 158 ΠρώτηΠρώτη ... 138148153156157158
Εμφάνιση 2.356-2.363 από 2363

Θέμα: F1 - 2016 Season

  1. #2356
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    12-08-2002
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    http://www.motorsport.com/f1/news/f1...season-862612/
    Leading Formula 1 teams could be forced to revise their suspension systems on the eve of the 2017 season amid a row brewing following a Ferrari query over trick technology that Mercedes has pioneered.

    Even though the high-tech FRIC (Front and Rear InterConnected) suspension system was effectively banned in 2014, it has not stopped some outfits finding alternative ways to improve the handling of their cars.

    Mercedes in particular has been at the forefront of developing fully-legal hydraulic systems to improve the overall stability of the chassis – which helps in braking and cornering – to assist in drivers’ ability to take more kerb, more aggressive driving lines and look after tyres better.

    It has been achieved through the team placing a heave (or third suspension element) behind the rocker assembly to control vertical displacement of the suspension. Such an arrangement is mirrored at the back of the car too.

    The benefits of the system were clear in 2016 – as Mercedes was so much better on tyre life – and it is believed that a number of outfits were preparing similar systems that took the technology even further.

    Red Bull has made great strides in the past 12 months on understanding the dynamics of its own car too, having managed to exploit once again the radical rake angles that have been so integral to its aerodynamic concept.

    Ferrari letter

    But the suspension technology being used has now been thrown into doubt after Ferrari queried the use of such concepts in correspondence with the FIA before Christmas.

    As is common practice in F1, teams can write to the FIA to discuss whether or not it believes new ideas are legal – and if the FIA says they are not, then rival teams are informed to help them avoid pursuing the concepts themselves.

    This system is also used by teams to try to clarify whether technology used by rival teams is legal too.

    In the letter to F1 race director Charlie Whiting, Ferrari’s chief designer Simone Resta said that the team wanted to propose a system that could replicate FRIC without there actually being a physical connection between the front and the rear of the car.

    The issue was whether or not these systems breached the catch-all Article 3.15 of F1’s technical regulations that effectively outlaws moveable aerodynamic devices, as they could help the car's aerodynamic characteristics.

    In the letter that Resta wrote, a copy of which was circulated to all teams, he stated: “We are considering a family of suspension devices that we believe could offer a performance improvement through a response that is a more complex function of the load at the wheels than would be obtained through a simple combination of springs, dampers and inerters.

    “In all cases they would be installed between some combination of the sprung part of the car and the two suspension rockers on a single axle, and achieve an effect similar to that of a FRIC system (Front Rear InterConnected suspension) without requiring any connection between the front and rear of the car.

    “All suspension devices in question feature a moveable spring seat and they use energy recovered from wheel loads and displacements to alter the position of the heave spring.

    “Their contribution to the primary purpose of the sprung suspension – the attachment of the wheels to the car in a manner which isolates the sprung part from road disturbances – is small, while their effect on ride height and hence aerodynamic performance is much larger, to the extent that we believe it could justify the additional weight and design complexity.

    “We would therefore question the legality of these systems under Art. 3.15 and its interpretation in TD/002-11, discriminating between whether certain details are “wholly incidental to the main purpose of the suspension system” or “have been contrived to directly affect the aerodynamic performance of the car”.

    Rules clarification

    Resta wanted the FIA to confirm whether suspension systems that had two characteristics were legal. They were concepts that exhibited either:

    1) displacement in a direction opposed to the applied load over some or all of its travel, regardless of the source of the stored energy used to achieve this.

    Or

    2) a means by which some of the energy recovered from the forces and displacements at the wheel can be stored for release at a later time to extend a spring seat or other parts of the suspension assembly whose movement is not defined by the principally vertical suspension travel of the two wheels.

    In response to Ferrari, Whiting said that he believed that any suspension system that acted in such a way was not in compliance with the regulations.

    Whiting said: “In our view any suspension system which was capable of altering the response of a car's suspension system in the way you describe in paragraphs 1) and 2) would be likely to contravene Article 3.15 of the F1 Technical Regulations.”

    Discussions ongoing

    Although Whiting’s response would appear to outlaw the use of the trick suspension technology, it is understood that teams running similar systems have now queried the situation – which means discussions are ongoing about what is and is not allowed for 2017.

    Any team running a device that could be interpreted as breaching the rules faces a dilemma though on whether to commit to it with its new car – and risk it being outlawed in a final ruling – or pursue an alternative system that may not be as competitive.

    F1’s first 2017 test is due to take place at Barcelona in Spain on February 27.


    Feel free to attack the post. Do not feel free to attack the poster.
    "If someone said to me that you can have three wishes, my first would have been to get into racing, my second to be in Formula 1, my third to drive for Ferrari" - Gilles Villeneuve

  2. #2357
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    Χλωμα τα πραγματα για τη Manor:

    http://www.motorsport.com/f1/news/ma...atrick-863454/

  3. #2358
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    O Lowe πάει Williams, ο Bottas Mercedes, ο Allison ίσως οδεύσει προς Mercedes επίσης και ακόμα περιμένουμε να δούμε τι θα γίνει με το suspension debate μετά το γράμμα της Ferrari. Αυτή η FIA πρέπει να κοιμάται ώρες ώρες...

  4. #2359
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    Ανησυχητικα τα νεα για το θεαμα αν τελικα ισχυσουν οι προβλεψεις:

    Analysis: Barcelona simulation data points to impact of F1 car changes


    While Formula 1 gears up for faster cars aimed at making the sport more spectacular, one of the big concerns that has been voiced is that the end result could deliver even less overtaking than fans have seen in recent years.

    For although the cars should be harder to drive and that could lead to more mistakes – and increased opportunity for shock results – there are indications that performance improvements will rob drivers of many opportunities to get past rivals.

    One interesting prediction that has come to light in recent days is that the track at Barcelona will jump from last year being full throttle for 50 percent of the lap to it being 70 percent of the lap this year.

    What effect is this going to have on the racing? Could we end up in a situation where the racing is less exciting because there are no position swaps, but the races are more unpredictable because reliability has become a major headache?

    Reclassifying corners

    When F1 teams announced plans for a major shake-up of the regulations for 2017, it was not about making the racing better – it was about making cars faster.

    An outline target of dropping Barcelona's 2015 laptime down by five seconds was set, and many expect will be beaten.

    The 2015 Spanish Grand Prix pole position time was 1m24.681, meaning that the 2017 aim was to deliver cars that could lap Barcelona in under 1m20s.

    Last year, Lewis Hamilton's pole position was already 1m22.000s, meaning an improvement of just more than two seconds will be enough for F1's designers to have delivered.

    But perhaps the targets will be exceeded because, with early predictions suggesting that there is already a 1.5 seconds gain from Pirelli's new wider tyre alone, it is likely that cars could well go much better, especially at venues where downforce is important.

    Last week, McLaren technical director Tim Goss said teams were already redefining circuits, because some corners were now being treated as straights.

    "What we mean by that is that engineers define a corner as a point on the track where the driver has to lift and essentially drive and handle the car through it," he said.

    "If he's going round a bend, and his foot is flat to the floor on the accelerator, we class that as a straight.

    "As the new cars will be going faster, some of 2016's 'corners' will be classified as 'straights'. But because they'll be going through them faster, they'll be subjected to more g-forces – and that's still tiring on the body."

    Performance lift

    Until F1's 2017 cars actually run on a race track with Pirelli's bespoke tyres at the first pre-season test in late February, there is no definitive answer about how big the performance improvements will be.

    But each team has been working away on their own simulations, and will have their own idea about the level of gains coming for the season ahead.

    For example, early indications suggest that Turn 3 at Barcelona will be at least 30 km/h faster this year – turning it into a flat-out turn that will test drivers as their neck muscles are challenged by lateral loads higher than 5G.

    According to an engineer, who did not wish his team to be identified, F1's engines will be at full throttle for 70 percent of the lap of Barcelona, whereas last year they were at the limit for only 50 percent.

    At the high-speed Monza, simulation data from Magneti Marelli said that 2016 witnessed full throttle for 69 percent of the lap, whereas this year it could be as high as 80 percent.

    Reliability factor

    Of course fewer corners will mean fewer chances for mistakes or potential passing opportunities, but more flat-out sections means a greater strain on car and engines.

    The impact of looking after engines will be doubly felt this year, though, because F1's manufacturers were already facing a tougher challenge for 2017 thanks to the reduction of power units to just four this year – down from five in 2016.

    That is because the manufacturers agreed, as a cost-cutting measure, to limit the numbers of engines per year to just four - irrespective of the number of races.

    It means power units are now going to have to last five full race weekends each time – and they will further be able to push a little bit harder because of the increase in fuel limit from 100kg to 105kg.

    Although the focus on 2017 has been about aerodynamic development, it would be wrong to say that engine power is not going to be just as important.

    With more downforce comes increased drag, plus the wider cars and tyres means a bigger hole will need to be punched through the air – so at every step of the way horsepower will be important.

    We will not have any answers about the true impact of the change until Melbourne at the earliest – and even then the jury may be out on whether 2017 rules have given us better racing or the need for some soul-searching.

  5. #2360
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    14-10-2005
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    Δεν ανοιγουμε το θεμα του 2017?
    OS1: Windows 10,MoBo:Gigabyte Aorus 7 X299, CPU:Ι9-7900X,RAM:G.Skill DDR4 64GB,GPU:MSI 3080 RTX ,PSU:Corsair HX1500i ,SSD1:Samsung 970PRO 512GB SSD 2: Sandisk Ultra 2 960GB,HDD:21 TB W/D, Case:CoolerMaster Cosmos 2,CPU Cooler:Corsair H150i Pro, Monitor: Samsung Odyssey G7 32',Various: Logitech Z550,Keyboard:Logi G915

  6. #2361
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    Παράθεση Αρχικό μήνυμα από ASFE Εμφάνιση μηνυμάτων
    Δεν ανοιγουμε το θεμα του 2017?
    Ανοιξε εσυ ενα "F1 2017 pre-season" μπας και μας φερεις και γουρι

  7. #2362
    Εγγραφή
    14-10-2005
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    Done!!!

    OS1: Windows 10,MoBo:Gigabyte Aorus 7 X299, CPU:Ι9-7900X,RAM:G.Skill DDR4 64GB,GPU:MSI 3080 RTX ,PSU:Corsair HX1500i ,SSD1:Samsung 970PRO 512GB SSD 2: Sandisk Ultra 2 960GB,HDD:21 TB W/D, Case:CoolerMaster Cosmos 2,CPU Cooler:Corsair H150i Pro, Monitor: Samsung Odyssey G7 32',Various: Logitech Z550,Keyboard:Logi G915

  8. #2363
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    Done!!!

    Σωστος. Να και το link για να μην ψαχνονται οι υπολοιποι:

    http://www.adslgr.com/forum/threads/...017-pre-season

Σελ. 158 από 158 ΠρώτηΠρώτη ... 138148153156157158

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  1. F1 - 2016 Preseason news
    Από aroutis στο φόρουμ Aθλητικά θέματα και γεγονότα
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    Τελευταίο Μήνυμα: 17-03-16, 15:03

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