今日在西班牙 Jerez 的第二日試車, 威廉士在今年的戰車 FW-30 上安裝了明年張會實施的新規格尾翼, 新賽例規格志在大幅減低空氣動力學, 希望增加可觀性.

Williams and Kazuki Nakajima testing their 2009-spec rear end.

They ran an FW30 fitted with a rear wing and diffuser sized to the new dimensions, however the rest of the aero was to the current rules.

The 2009 rules demand the rear wing be just 800mm wide, but it is allowed to be deeper and placed higher up. While the new diffuser is lower, shorter, and moved further back.

驟眼看落雖然怪怪的, 只不過是因為車身, 頭翼等全部都是今年的, 監硬夾落大幅改變的新例尾翼, 當然會唔襯啦!  車隊老闆, 孤寒財主--- 法蘭威廉士和拍檔, 拍直頭, 都說09年的 F-1 賽車外形會好似 90年代初期的模樣.   對我來說是好消息, 雖然我不嬲都頗喜愛現在 F-1 的複雜外形, 不過當變成模型, 要噴油兼捽 compound 時, 都係以前的外形好D

[ 本帖最後由 獅象 於 2009-3-17 10:09 PM 編輯 ]

又睇吓從一個資深 F-1 高層的眼光看這 09年新尾翼吖 :-

Honda Racing team principal Ross Brawn believes Formula One fans will get used to the radical new look of next year's cars, after mixed reaction to the first public running of a 2009-spec wing last week.

And although the new-look wing caused a few raised eyebrows in the paddock and among fans who saw photographs, Brawn believes that it will not take long for the sport to accept how 2009 F1 cars look.

"They don't look bad to me, you get used to them," said Brawn when asked if he felt next year's generation of cars would not be as good looking at this year's models.

"It is like when we had narrow tyres and grooved tyres, they looked weird when they started but then you adjust. So it is a bit difficult for me to comment completely.

"I think they look okay - and they look in many ways nicer because the bodywork doesn't have all this furniture, the vortex generators, fins and wings. The bodywork is relatively clean. It is a much bigger front wing and smaller higher rear wing, but we have had things like that in the past."

Brawn said, however, that it would be up to individuals to judge for themselves whether the new-look cars are 'better'.
"You could judge from that if you like it or not. It is a matter of taste."

近年來所有 FIA 的有關賽車科技新例都係針對車速過高, 即係話 "倒行逆施", 所以09年新翼應該會係慢D, 唔係快D
我係完全接受, 甚至幾鐘意現今的 aerodynamic 外形, 只是砌模型就會難度高左.

09年的頭翼我得到的信息係加大 "空氣動力學有效面積", 至於總面積大左定細左就  理念和細尾翼目的一致 : 減低尾翼所產生的亂流而影響後貼車的頭翼效能, 加大頭翼的效能去抵消緊貼前車尾翼的影響.   即係一加一減, 降低爬頭的難度, 增加爬頭機會 ------- 最終目標 : 加強 F-1 可觀性

證明你冇做功課嘞  已經確實左09年用 slick 喇 都係分兩種 compound, 和硬性規定一場賽事中要用晒兩種 compound. 石橋亦已決定新 slick 的兩隻 compound 的分別會比今年的加大, 增加變數, 因為今年大部份車隊投訴分別太少!! 好多時排位賽時都唔知用邊隻, 影響正式賽事部署云云.
而家石橋的最 "大" 問題係, 點樣識別兩種胎呢? ( prime & option tires ) 冇左坑紋黎劃白線!!! 唔好以為好簡單, 舊年實施此例前已 "arr" 晒頭, 因此油漆/染料etc. 通通都會對 F-1 賽車胎物料造成影響!!! 仲有好多技術上的考慮, 當年有一長篇解說文章, 已經唔記得喇   這就是 F-1, 先進到太極端!!!
仲有一樣未定案 : Tire warmer
FIA 原本以減低成本為理由, 想在09年全面禁止, 但經過今年各車隊測試過新 slick 後, 都提出對車胎溫度差距的安全性關注, 因為 slick 胎對溫度變化更敏感......還記得 94年5月1號, Imola 的教訓吧!

Steering colume failure 是原兇的說法已被法庭否決左, 如果唔係孤寒財主威廉士先生仲係道玩得咁過癮? 答案係 bottom out.
錦點解會 bottom out 呢???
Tips : 事發前 safty car period 很長

09年 "應該" 會冇晒果 D翼仔, 不過, F-1 界中全部都是世界最頂尖的賽車工程師腦袋, 一如華爾街那些開發 Derivatives 的腦袋咁叻 . 佢地有辦法的. FIA 就一如證監會.....你地明啦!

世界就係咁現實, 人情冷暖

好記性播, 只差一個字母 全名係  Roland Ratzenberger 奧地利車手, 去過日本搵食, 92年揸 JTCC BMW E30 M3 黃色 Autotech 花.

解釋詳細, 要加分   說說一個數據讓大家容易理解 :-  Tire pressure increase 1 psi 磅 for every 10F 華氏 ( = 3.77C 攝氏) 's change in ambient temperature  以上是指街胎, 而賽車胎 slick 的 compound  對溫度的變化更敏感得多, 粗略解釋係街胎主要是行胎的 structure, 而賽車胎主要是行胎的  compound.

唔會的, 因為賽例有最低重量限制, 好似是 600kg, 現時架架都做到此限制以下, 全部自己加聚重物, 玩分佈重量 , 即係可以玩 center of gravity CG.

  就等我放長雙眼, 睇吓若干時間後, 有模型廠 (最理想當然雙星啦) 出09年的 F-1 模型時, wingary 兄會唔會買呢???!!!

我又一樣放長雙眼, 睇吓你兩個猛話 " 好砌好多" 後, 到時又會唔會買黎砌呢???!!!

全部紀錄在案 件!!!  再儲埋喱個 post,  睇吓你地的彩數, 走唔走得甩嘞!!!

等我發功先 : Revell, Heller, 出 09年 F-1 模型  喃磨喃磨........

班如假包換的真正賽車專家對09年新例下的 F-1 賽事可觀性好有信心喎! 又睇吓點!

Formula 1's Overtaking Working Group is confident that the aerodynamic changes that will be introduced in 2009 will finally answer fans' calls for more on-track action.

As part of next year's extensive package of technical changes, F1 cars' aerodynamics will be simplified - with the much-criticised bodywork protrusions outlawed, rear wings raised, and front wings lowered.

At present, overtaking is severely hampered by the flow of turbulent air from the cars' rear wings adversely affecting the aerodynamic performance of any car trying to line up a pass.

The new rules aim to end this situation and allow closer racing than has been possible in recent years.

我對以下的 " 車手可控制調節頭翼" 好有興趣 !!!!
Drivers will also be able to make two front wing adjustments per lap from the cockpit to maximise their car's performance when slipstreaming and outbraking

賽車專家們講得好盡喎, 第時萬一衰左, 點兜呢???
The OWG - an unprecedented collaboration between leading teams Ferrari, Renault and McLaren - believes it will succeed where previous attempts to improve the racing have failed, because whereas other suggested rule changes were generated by outside consultants, this new set of regulations has been developed using the teams' own wind tunnels and know-how.

The spokesman added that the OWG teams' experience with the wind tunnel results suggested they could be "reasonably confident" the changes would work before the cars even hit the track.

以下錦樣講野先至醒目小小, 唔好似上面講到咁死吖嘛, 張 "失敗的可觀性" 賴晒 "行外人"
The OWG's goal is to make overtaking more possible than at present but not too easy, so that the drama of a successful pass is not lost.

以下這個數據就非常正嘞, 唔駛大費唇舌來解釋現代 F-1 幾咁難爬頭, 希望大家真係有興趣的 F-1 迷, 對賽車認識再進一步.  
Its studies suggested that currently an advantage of at least 2-3s per lap is required to guarantee a pass, and it aims to reduce that margin to 1s per lap in 2009.

從09年 F-1 賽例轉變的報導中, 可以對方程式賽車的技術層面有更深入了解. 我保持更新這個 post 目的志在希望大家對 F-1 正面認識多些, 甚至從而對正式賽車正面了解多些. 因為香港對賽車運動的認識很少, 這還也罷, 最不幸的, 是誤解, 或被誤導.

賽車的設定 ---- settings 其實係好複雜, 牽一髮而動全身, 原來明年新事物 ------ KERS 利用賽車殺制減速而產生的熱能儲存起來轉化成額外的動能系統, 它和張會回歸的 slick 胎的關係非外行人所能想像, 請聽聽以下就知 :-

"...... the Kinetic Energy Recovering System should bring a benefit of up to three tenths of a second per lap, the weight disadvantage of fitting KERS is now making it debatable about the real advantage.

The matter is further complicated by the fact that the predicted characteristics of the 2009 slick tyres could mean teams have to have as much of their weight distribution at the front of the car as possible. If that is the case, then there will be a considerable disadvantage from fitting a heavy KERS, which could weigh as much as 60kg, at the rear of the car.

Honda Racing team principal Ross Brawn said:
"We have all predicted what sort of weight distributions we want and that incorporates KERS in our car. But of course, if the weight distribution has to change, then it is much more difficult to move the major elements of KERS around the car. It depends how well we have predicted what the weight distribution should be. If you start making compromises on the weight distribution you may find you lose the potential advantage of KERS. It is roughly speaking 0.25 seconds or 0.3 seconds per lap, and that is very easy to lose if the car is not working properly."

Williams technical director Sam Michael said:
"It depends on what the slope is of optimum weight distribution versus laptime, you can design your car with any weight distribution, as you just move your wheelbase, or you can change your suspension geometry to get the weight distribution you want with no ballast. It depends to what extent the teams want to go to achieve that. Looking at the tyres, there is more front grip available than rear because they have filled the grooves in, so the balance is going to tell you that you need to move the weight forward as there is more front grip available. But it is a slick tyre. It works differently to a grooved tyre, and will work differently in different temperatures, so no one knows 100 percent until you get to running it. And it will continually move. There is no such thing as an optimum weight distribution, it can change from one track to another and change very significantly with track temperature. In terms of KERS, the first challenge is to make it safe and reliable, and the second thing is performance. Once we have those two things together that is when we will take it to a race."

The tendency for the front slick tyres to provide more grip than the rears came after teams vetoed a request from Bridgestone to reduce the size of the front tyres - because of the impact that would have on car aerodynamics and suspension settings

Bridgestone's director of motorsport tyre development Hirohide Hamashima said:
"We proposed to reduce the front tyre size, but the teams refused. We therefore changed the rear tyre construction to increase grip, but we cannot find a compromise at the moment. If teams design the car similar to this year then they will struggle with oversteer tendency, so teams which have an understeer tendency to their car will be good in the beginning. But the teams will struggle to design the car because with KERS the rear section will be heavier."

Brawn thinks there are some tracks where there will be much to gain from racing with one. He said : "It can be quite a strategic advantage, there are a number of tracks when the gain at the start could be two or three car lengths between a car with KERS and a car without KERS. Some tracks will provide no benefit because they don't have long enough straights before the first corner, but there are a number of tracks where KERS will be very relevant for the start, and could mean two or three car places."

[ 本帖最後由 獅象 於 2008-11-7 10:14 PM 編輯 ]

今日有埋頭翼睇, 即係 09年版本的頭尾翼一起裝後的模樣. 只差車身 side pod 的未拆, 亦未知車身 side pod 設計會唔會大改?

Williams have become the first team to reveal what the 2009-specification front wings will look like after shook down an FW30 chassis fitted with the new-style front and rear wings at the Kemble airfield today.

Today's run was the first time that the revised front wing had been displayed. Most teams are expected to try parts modified for the 2009 regulations in next week's Barcelona sessions.

Under next year's radically different aerodynamic rules, the wings have been simplified with most of the current additional protrusions removed. The front wing is lower and wider, and drivers will be able to make a limited number of wing angle adjustments from the cockpit. The rear wing has been made narrower and taller.

The aim is to improve the quality of the racing by allowing drivers to follow each other more closely in fast corners.

The definitive versions of the 2009 cars will also have different diffusers, slick tyres and kinetic energy recovery systems, and will no longer feature extra aerodynamic devices on the central bodywork.

我覺得有需要補充一吓. 柴油賽車引擎, KERS....etc 等等的出現, 不是賽車工程師的選擇, 而只是因應近年的世界環保意識越催強烈, 所作出的商業行為虛應而矣. 對, 是虛應. 你查吓自 02年由二衝程的 GP500. 話因環保而轉為四衝程的 Moto GP, 那排放有毒物質的數量改善左幾多呢??? 慳左幾多燃料呢???

所謂的 KERS 之類的東西, 唔只是概念, 實際行動好多年前 (1997) 已由 Toyota Prius 落實量產!!! 11年前它已經張由剎車所產生的熱能儲存, 轉化為動能, 用來义番落那個行車電池道. 無論 908 HY 又好, 09年 F-1又好, 都係番炒. 甚至好多非引擎研發, 非操控範疇的事物都係抄的, 例如 HANS, 輪胎的防飛脫安全連繫, 現行的Safty Car rules, 輪胎強制性不同 compound , 以至其識別方法概念等等等等, 都係抄美國佬的 Champ car / IRL........

但是, 首創又如何? 做得好唔好, 點樣運用, 或以它來作靈感再創新等, 才是關鍵. 火藥夠係我地中國的四大發明之一啦, 結果係比外國船堅炮利.....

F-1 在賽車研發的頂尖地位, 無可爭議. 我唔記得太清楚, F-1 的 development rate, 以 2006年計, 平均每 20 分鐘 (?) 總之係以分鐘為單位, 肯定是一小時以下, 便研發出一件新零件!!!! ( 亦表示好多掉左入垃圾桶從未面世 )

冇錯! 賽車同環保必定對立, 但係大眾原來好容易相信美麗的慌言, 奈何!!!!

多謝 jslin 兄相助  補番幅 Sauber BMW車尾相先.

本田的 Ross Brawn 冇老點, 放棄季尾的成績, 真係撥晒D資源去 09年車道, 如果唔係邊有咁快有新車比你睇. 情況同寶馬相似播!!! 會否可以此為 09年季初成績預測呢???
相反, 請留意老麥的仍然是舊頭尾翼 ( 頭翼的離地距和09年版的分別好大, 新的貼地很多) 只拆走 barge board 黎試.

又聽吓麥拿倫極富經驗的試車手 Pedro De la Rosa  對 09 例的看法 :-

November 17th 2008, 14:30 GMT

Pedro de la Rosa, McLaren, is adamant Formula One will not be transformed by the introduction of radical new regulations at the start of the 2009 season.

The McLaren test driver reckons the raft of changes will help make overtaking easier, but he has warned those expecting a revolution to forget about that idea.

"Yes, definitely," said de la Rosa when asked if overtaking will be easier next year.

"Considering this is Formula One - if people think the introduction of KERS and the reduction in downforce and slicks is going to transform Formula One, then forget it.

"It will still be a wide car, there will still be aerodynamic effect and offline will stay dirty. It will be easier, but it won't be MotoGP. And people need to understand that."

大家會唔會有少少被撥冷水的感覺呢?
關於他對新光頭胎的看法 :

De la Rosa said the new tyres will help make up for the loss of downforce.

"It's very different, obviously, the slick tyres give you a lot more grip – so although we will be running with reduced downforce, the overall grip of the car won't be that different to what we had. But it's the balance front to rear that will change – the slick tyres have a very strong front-end going into the corners and they have very good traction coming out.

Overall, to simplify things, I think the slick tyres will give us laptime in the low-speed corners and because of the reduced downforce we'll be slower at high speeds."

哦! 原來他 "簡而言之" 都咁多野有分別, 所以唔好再太過籠統地立論.
他對試過有 KERS 後, 從駕駛角度看, 又點睇呢?

The McLaren driver also admitted there is still a lot of work to do before the KERS system is ready to go racing.

"We are still learning about it, it requires a lot of fine-tuning to the car – especially in the braking. KERS has to recharge itself – so when you press the brakes, it generates an extra resistance that you have to somehow compensate for to balance it out. That means interacting with the engine braking and the brake balance.

You just have to find the best compromise; it's not just fitting KERS and going quicker, you have to balance it into the whole system. If you don't have it properly tuned, it will be very sudden. The difficulty will be to smoothen all the transitions."

嘩! 會 "彈腳" 牙?! 有趣! 又上左一堂.

今日再有威廉士的相, 和法拉利獨特 KERS 入氣口的大特寫

.............................