咁樣係咪會又輕左

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.

細塊好多喎！好古怪！

同我第一個反應一樣~~

  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???!!!

如果又係revell, 我一定唔會買~~!!

如果出模型就古怪都要買啦

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........

我有砌 F1 架 ~~~~~~~
詳見呢樹 ~~~~~~~

今晚再搵下我d 星星1/20 相先 ~~~~~

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.

查實個KERS係咪真係咁有用?
初初點解會加個KERS落去?
睇落只係起步好少少 但係又重左,$又駛多左咋喎

Peugeot 係　ＬｅＭａｎｓ　2008　賽中最後一Ｒｏｕｎｄ　銀石　站　已開始使用　Kinetic Energy Recovering System 、唔好成日話Ｆ１セ野都行先、不過我再鐘意都係房車賽。

係係係, 呢兩年o既F1 d翼多到真係砌到反艇

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 )

原來賽車都要環保，真係EARTH DREAM..
相信最環保的方法係冇賽車囉
我好懷疑將F1 GP2化
係咪真係有效咁CUT COST，有＄既車隊自然有地方駛＄
唔駛係引擎，車架，車殼
大把其他地方駛，一於放長雙眼睇09年係咪真係緊張剌激左

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!!!!