| Miscelánea > DEPORTES |
| Formula 1 Temporada 2010 |
| << < (12/268) > >> |
| KAISER-7:
http://www.autosport.com/news/report.php/id/80003 Menuda panda de botarates. Primero que se van, luego que si pero no, al final firman el pacto de la concordia y dicen que se quedan. Lian a media parrilla con la designación de sus dos nuevos pilotos para el año que viene, confirman a Kobayashi y ahora deciden retirarse por sorpresa. Adiós a los mayores derrochadores de la historia, primer fabricante mundial, quien lo diría... |
| NaGy:
bueno, Timo lo tenia casi todo hablado con Renault,no? Lo que haber ke pasa con Kobayashi y Trulli ( sobretodo el Japo, que en dos carreras me ha encandilado ) :D |
| isobuster:
--- Cita de: KAISER-7 en 03/11/09, 19:50:49 pm ---Mientras no vuelvan los de Miguelín me da igual... Goodyear, Dunlop, Hankook... --- Fin de la cita --- Porque no te gustan los michelin, porque ayudaron a alonso a ganar los mundiales? |
| tHe HaRdCoRiAn:
Visto lo que pasó en MotoGP, yo tampoco les tengo mucha confianza, la verdad xD |
| KAISER-7:
Michelin, Pirelli y Goodyear han descartado sustituir a Bridgestone. Aún volverá Avon xd Cositas sobre el nuevo Ferrari, llamado de momento 661 The new car will have a fully integrated floor/double deck diffuser combination that was impossible to properly implement on the F60. The fuel tank will be a great challenge as it has to be larger, but at the same time narrow while not being tall (keeping the COG low) as it’s placement is key in that it forms the airflow path to the diffuser. The gearbox and differential will also be narrower and raised slightly to clear the exit to the upper deck of the diffuser which due to the F60s crush structure design, remains partially blocked. Some 2010 solutions have already been tested. Experimental parts for next year have made their debut on the car as early as at the German GP in July, when Massa and Raikkonen, though only briefly, tried out a nose cone (A) that is similar to that of the Red Bull RB5.The nose (B) is likely to be wider and lower, à la the Brawn solution. The kinematics and geometry of the front suspension will be completely new and revamped in order to get proper ware on the narrower front tires demanded by new regulations. In order to lower the center of gravity (COD) the tie rod of the steering wheel will be lowered and will not be aligned with the ‘triangle’ that’s above it. Ferrari are keeping the rear suspension design under wraps, but quite possibly we will see a return of the small round rotating dampers Ferrari have been using up until this year mainly because of their experience in their packaging as they pose no real performance advantage.As far as the dimensions of the chassis (D) are concerned: they’ll be different because the car will have to house a tank with a capacity of 180-190 litres (instead of the current 90 litres). On the plus side in this respect, KERS – now taking up a substantial amount of space – will be gone and Ferrari having to figure out it’s packaging have a leg up on the “where do we put it” department. The shapes around the driver’s head won’t change much and the mirrors will remain where they are, functioning as deflectors at the same time. The rear of the sidepods (E) should be lower and more deeply undercut in order to improve the airflow to the diffuser. The design of the rear end of the car (F), especially the rear wing end plates, will be more sophisticated as the aero guys have had a long time to improve on the current design. The wheelbase (G) could be slightly shorter than others in order to have a more responsive and drivable car in the event of cornering while carrying an obscene amount of fuel. Ferrari is working on new ‘working methods’, and once again they’re speeding things up in order to have the Moog super simulator (the BEST) installed in Maranello next month. Hug Domenicali and some technicians have shown Massa (when he came back to Maranello for the first time) the ‘661′ project (on a big CAD monitor). The Brazilian saw a completely different car, one that’s being designed from scratch. The part of the car behind the driver’s back will be bigger in order to accommodate the tank that must be able to contain 180-190 kg of fuel. So the 661 will inevitably have a longer chassis compared to the F60 because the maximum width remains the same (Rampf reckons we’ll be seeing the longest F1 cars yet). The designers are also looking for more space in the area of the airbox, without having to raise the center of gravity and the pressure point too much. Tombazis’ technicians have asked total freedom in the research of directing the airflow underneath the car (not willing to make a similar mistake like at the beginning of this season in not having a double deck diffuser). Consequently, the aerodynamic efficiency of the 661 is already 5 % better than that of the F60. |
| Navegación |
| Índice de Mensajes |
| Página Siguiente |
| Página Anterior |