F1

[Radoye]

U Hokenkajmu zatezu lokalni politicari a Nirburgring je prakticno bankrot. S obzirom da je primarni motiv za ovakav kalendar sa rekordnim brojem trka da se namakne sto vise novca od potencijalnih organizatora ni jedna ni druga staza se ne uklapa u viziju^TM.

Sto se tice putovanja preko Atlantika, naravno da bi bilo racionalnije ispovezivati sve to ali tu su opet dva zeca. Prvi je to da Liberti gura za sto vise trka u SAD i pokusava da natera evrocentricne timove da pristanu na to (kao, bice racionalnije da se putuje preko Atlantika ako svaki od 3 puta budu 2-3 trke umesto po jedna, pominje se Las Vegas kao jedna od mogucih destinacija), a drugi je cinjenica da zbog klime nije zgodno spojiti Montreal i Majami - u Montrealu je pocetkom maja jos uvek prakticno zima i moze da padne i sneg, dok je Majami u junu pakleno vruc, vozaci bi kolabrirali od toplotnog udara a publika bi ostala kuci da prati preko TV u klimatizovanim uslovima.

[omiljeni]

a na koju foru su oni ta ovu sezonu krajem septembra ubacili trku u Qataru za sredinu novembra? da li je već bilo u pripremi, pa je samo u jednom trenutku ozvaničeno ili ustvari njima i nije baš velik problem da tako nabrzaka organizuju sve što je potrebno?

vidim i u tom kalendaru za sledeću sezonu, jedan asterisks tamo i onamo, dupli asterisks ovamo. to je standardan način na koji operišu?

[renne]

nije tako bilo pre covida

[Jimmy Kowalski]

25 minutes ago, Radoye said:

U Hokenkajmu zatezu lokalni politicari a Nirburgring je prakticno bankrot. S obzirom da je primarni motiv za ovakav kalendar sa rekordnim brojem trka da se namakne sto vise novca od potencijalnih organizatora ni jedna ni druga staza se ne uklapa u viziju^TM.

Sto se tice putovanja preko Atlantika, naravno da bi bilo racionalnije ispovezivati sve to ali tu su opet dva zeca. Prvi je to da Liberti gura za sto vise trka u SAD i pokusava da natera evrocentricne timove da pristanu na to (kao, bice racionalnije da se putuje preko Atlantika ako svaki od 3 puta budu 2-3 trke umesto po jedna, pominje se Las Vegas kao jedna od mogucih destinacija), a drugi je cinjenica da zbog klime nije zgodno spojiti Montreal i Majami - u Montrealu je pocetkom maja jos uvek prakticno zima i moze da padne i sneg, dok je Majami u junu pakleno vruc, vozaci bi kolabrirali od toplotnog udara a publika bi ostala kuci da prati preko TV u klimatizovanim uslovima.

 

Kapiram ja da je problem VN Nemacke vezan za pare, ali kad moze dogovor sa zemljama poput Belgije, Austrije, Holandije, Madjarske, evo sad i San Marina, pa valjda postoji dovoljno velik interes na nemackom trzistu majkumu. Jos je Mercedes prvak F1 vec godinama. Zato mi je cudno.

 

Ovo oko klime na americkom kontinentu, pa opet su mogli da zamene Barselonu i Majami, a onda Montreal u terminu za Monako. Ne znam da li su razmatrali to uopste. Nije da se nesto posebno potresam, meni ni iz dzepa ni u dzep sto bi rekli, samo mi malo nelogicno..

[renne]

Ne može se Monako menjati

[Radoye]

To sto kaze Rene, Monako je zakucan u svom terminu (vikend za katolicki Spasovdan) i to se ne moze menjati.

 

Sa druge strane, ni poslednjeg vikenda u maju nije nuzno znacajno toplije u Montrealu nego u originalno ponudjenom terminu za Majami. Ono, jeste verovatnoca veca da ce biti toplije nego pocetkom maja (kada je jos uvek prakticno zima) i da ce mooozda dobaciti do 20 stepeni ali jos uvek nije iskljuceno da uleti hladan talas i bude 5 stepeni sa kisom. Jedini realisticni termini kad si kako-tako siguran od nevremena su od polovine juna do negde prve nedelje septembra (Labour Day vikend - tradicionalno u ovim krajevima on obelezava kraj leta i vreme da se iz ormara izvade zimske cizme i kaputi).

[Jimmy Kowalski]

Znam da je Montreal uvek sredinom juna (ja sam i na svojoj maturi pre 20 i kusur godina u Hayatu gledao VN Kanade , tako se poklopilo da je bas ta nedelja), samo nisam to direktno povezivao sa klimom. Moj buraz je u Kalgariju, i tamo zaista zna da padne sneg u maju, mislio sam da je na istoku uticaj Atlantika dominantniji, pa da nije tako hladno.. 

[Radoye]

Za Kalgari kazu da ima dva godisnja doba - zimu i insekte.

 

Daleko je Montreal od Atlantika. Plus jos taj uticaj vode ide od zapada ka istoku (generalno ako ti je voda sa zapadne strane mnogo je jaci uticaj nego ako ti je sa istocne) jer tako vuku vazdusna strujanja. Npr. Vankuver na zapadnoj obali je mnogo topliji od Halifaksa na istocnoj iako je Halifaks cak nesto juznije. A za razliku od nas u Torontu Montreal nema ni neku veliku vodu blizu (samo reku) da mu to malo regulise klimu, nase zime su dosta blaze i leta su nam toplija u odnosu na njih.

 

A zna i kod mene da padne sneg u maju, samo jako retko i sto se ne zadrzava. No na kraju krajeva secam se da je jednom i u rodnom kraju pao sneg a mi se spremili za prvomajsko rostiljanje...

[renne]

Maxonja malo ispoa glup, ili bezobrazan ili šta god, pa ga sad razvlače

[Sludge Factory]

 

[renne]

Ostate alonso bez mašine posle 20 sekundi

[renne]

Bottas pet mesta nazad

[Radoye]

1 minute ago, renne said:

Bottas pet mesta nazad

 

Rasel i Fetel na zacelje.

[Have_Fun]

Kakav kreten je Hamilton

Neverovatno...

Ovo sto je uradio nema smisla

Edited October 22, 2021 by Have_Fun

[Jimmy Kowalski]

Gary Anderson explains Mercedes’ suspension trick

 

One of the recurring storylines during the 2021 Formula 1 season has been the accusations from Red Bull about Mercedes, and vice versa, in terms of what they’ve been up to in order to keep their competitive level high enough for them to still be fighting for the title with six races to go.

 

The latest talk focuses on Mercedes’ increase in straightline speed that we’ve seen in recent races. The changes made to the car at Silverstone, where the floor was modified along with the ‘cake tins’, were clearly positive but Mercedes does appear to have taken a step beyond that.

 

On the latest episode of The Race F1 Podcast, one of the things I talked about was the diffuser stall on the Mercedes giving it extra straightline speed.

 

Now, we can see exactly how that effect is being achieved by dropping the rear ride height of its cars on the straights.

 

The way the regulations are written, I believe this has to be done mechanically in some way or another.

 

As the diffuser gets closer to the ground, the airflow that passes underneath the main flat part of the floor can’t move fast enough through there to feed the diffuser. This means the airflow stalls.

 

When that happens, you lose a load of downforce from underneath the car, but you also shed a load of drag.

 

The key is that you only want do this on the straights where you don’t care about the downforce loss, and not in the corners.

 

The big question is how Mercedes has achieved this. It has to be done mechanically, so let’s consider the rear suspension of an F1 car. There’s basically a spring for each side – or a torsion bar as it is now – and then there’s a central component that links those two springs together.

 

This means that when the car’s going round, say, a left-hand corner, the right-hand side rear suspension will be in compression and the left side will be extending. Then, the central link that’s connected between the two rear rocker assemblies does nothing – it basically travels sideways because one is compressing and the other is extending.

 

 

When you are going down the straight, both of those suspension linkages are compressing. So the springs compress, the car is getting lower to the ground and also the third spring is compressing because the two rockers are going in the same direction.

 

And the downforce builds up on the car at the square of the speed, so in other words when you are at twice the speed you have four times the downforce.

 

When that happens, the load builds up on that suspension assembly and depending on the geometry of the linkages driving the third spring what you can do is have that linkage go ‘over centre’, meaning basically the rate of compression of the third spring which on the straights is holding the car up reduces.

 

This allows the third spring not to operate at the same ratio and basically it reduces in its rate of compression and in turn support, meaning the rear of the car will drop faster. When you hit the brakes, the rear of the car will rise and the diffuser airflow will reattach and produce the downforce for braking stability and corner balance.

 

It’s a bit like having gas struts on the rear tailgate of your car. When you press the button to open your tailgate, you open it a little bit and then the gas strut takes over and lifts it up. And when you close it, you’re pushing against the gas strut initially but when you get to a certain point it goes light and it closes easily. That is because the geometry of the gas strut goes over centre and when it does this it offers much lower resistance and allows you to close the tailgate.

 

That’s exactly the same as the Mercedes rear suspension. When it goes down closer to the ground, as with your tailgate getting closer to closing, the load lessens, the third spring goes over centre and basically it collapses the rear suspension just that little bit.

 

 

Crucially, that’s enough to stall the diffuser. Stall the diffuser and you get less drag. Also, in qualifying and when you go to pass someone in the race using DRS, you gain another advantage.

 

But the big thing is when you look at a lap of the Mercedes against the Red Bull, the Mercedes in general is just faster through corners and on the straights. Having the diffuser stall in this way also allows Mercedes to run more rear wing, which means more grip through the corners but still with the straightline speed you need because the diffuser stalls.

 

So there are compound gains. It’s critical for each circuit to identify the linkage geometry and when it would go over centre so it only happens when you need it to.

 

But with all of these tracks, there is a fairly clear black and white area where you don’t want that to happen.

 

For example, through these fast corners at Austin you’d make sure the car wasn’t going to collapse through there if you didn’t want to lose that downforce, but it does on the straights.

 

It’s potentially a massive advantage and I doubt Red Bull can copy it because it runs the high rake on its car. So for it to get its car close enough to the ground to make its diffuser stall would require a complete change in its aerodynamic philosophy, which isn’t going to happen.

 

 

The Mercedes suspension system seemed to arrive in line with its developments for Silverstone. That upgrade made the front corners of the underfloor work harder and that means there’s less airflow actually going to the diffuser so suddenly you can actually use that less airflow to get to the critical point of making the diffuser stall just that bit earlier.

 

So it’s a clever, effective and legal idea that’s going to be very difficult for Red Bull to get on top of.