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Tema: Hilo de TEMPORADA 2016 de FORMULA 1

  1. #61
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    El equipo Renault Sport F1, ensayando "pit-stops":

    Renault Sport F1 ‏@RenaultSportF1 20h20 hours ago Every day, twice a day, pitstop practice, pitstop practice, pitstop practice. Try saying it fast 3 times in a row!
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  2. #62
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    Renault Sport 115 años de pasión por la competición:

    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  3. #63
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    Más fotos de la Unidad Motriz de Mercedes: (Fuente: Motorsport.com)



























    Última edición por llumia; 06/02/2016 a las 13:43
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  4. #64
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    El equipo Mercedes AMG F1, también ha homologado el chasis de su auto para esta temporada:

    http://www.motorsport.com/f1/news/me...-tests-672000/
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  5. #65
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    por la .

    por las fotos de la PU Mercedes

    Johé, ya no hay manera de distinguir prácticamente nada en un bloque motor .
    Tanta integración, tanta tapa, tanto empaquetado... . Porque nos vamos enterando de por dónde van poniendo y cambiando las cosas, pero de verse...... nada de nada
    Buscando la imperfección perfecta...

  6. #66
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    Es tremendo el nivel de integración que han alcanzado.

    -------

    B. Bell, habla de los planes para hacer crecer al equipo Renault Sport F1, también comenta que en caso de duda a la hora de elegir una dirección de desarrollo de la Unidad Motriz, el "equipo de fábrica" tiene preferencia. A ver qué deparan los acontecimientos, pero si el fabricante japonés Honda, da un paso adelante notable, veo a Horner y sus huestes clamando por una unidad nipona y lo que es más importante, por robarle a R. Dennis el "status" de "equipo de fábrica".

    http://www.espn.co.uk/f1/story/_/id/...cedes-own-game
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  7. #67
    Bruji Piruji Avatar de GoVal
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    Menudo post +18 que se ha marcado llumia.

  8. #68
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    Cita Iniciado por GoVal Ver mensaje
    Menudo post +18 que se ha marcado llumia.
    ......... ...
    Como no me hagas un es quema... no lo pillo... ..
    Buscando la imperfección perfecta...

  9. #69
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    Pues este post lo es más

    Hay un forero en el foro f1technical.net, que supuestamente ha trabajado para varias compañías entre ellas Honda, además de alegar que tiene un sobrino trabajando allí, pero bueno, como ya estamos curad@s de espanto, por supuesto coger lo siguiente con "pinzas".

    Ha dado unos datos de potencia del Motor de Combustión Interna (MCI/ICE) en "modo carrera", calculados durante el GP de Abu Dhabi de la pasada temporada:

    According to my sources; in 2015 in race trim at AD, Honda ICE 660 to 665 HP, Renault 645 to 650 HP, Ferrari 685 to 695 HP, Mercedes ICE 690 - 695 HP. These numbers are based on algorithms from race data and telemetry.

    http://www.f1technical.net/forum/vie...rt=2550#navbar
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  10. #70
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    Cita Iniciado por McHouserphy Ver mensaje
    ......... ...
    Como no me hagas un es quema... no lo pillo... ..

    Iba por las fotos de la UP de Mercedes posando como los ingenieros la trajeron al mundo.

  11. #71
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    Pues no se puede discutir.
    Pero lo que si que sabemos es que a los Honda se les cae el castillo por la MGU-H y turbina. De ICE nunca parecieron demasiado escasos, como si lo pareció Renault, aunque el hueco que genera ese error de MGU-H + turbo, sea mucho más deastroso que el "error" de renault en su ICE.

    Aunque muy altas me parecen todas las cifras en general... ...

    Ah!... y no se dónde veis lo porrográfico en eso... :...

    EDITO: Ah!, pero si están tapadas y más que tapadas... tienen tapas hasta en los bujeros de admisión ...
    Afortunadamente, los de escape parece que no están tapados también.
    Buscando la imperfección perfecta...

  12. #72
    EXIGE CAMBIOS PARA RECUPERAR EL ESPECTÁCULO
    Mansell, crítico con la F1: "Las nuevas reglas son una locura"

    El expiloto pide más coches en la parrilla para incentivar el debut de las jóvenes promesas

    Cree que el ejemplo de McLaren en 2015 muestra la necesidad de modificar el reglamento

    "Los coches son fáciles de pilotar y si vas agresivo, arruinas el neumático; ¡es de locos!"


    McLaren MP4-30 en el GP de Estados Unidos





    11MIGUEL CARRICAS | 3 ENE 2016 - 10:05


    Nigel Mansell ha instado a la Fórmula 1 a aplicar modificaciones en el reglamento que estimulen la llegada de nuevas escuderías y permitan aumentar el número de pilotos inscritos en la parrilla. Pese a que la estricta regulación de costes haya frenado la incorporación de más equipos con los V6 Turbo, el expiloto británico confía en que los agentes responsables del deporte lleguen a un acuerdo que contribuya a mejorar el espectáculo de las carreras con mayores incentivos para el debut de las jóvenes promesas procedentes de categorías inferiores como la GP2.

    La marcha de HRT y Caterham se ha visto compensada con la continuidad de Marussia bajo la denominación de Manor y el desembarco de Haas a partir de la próxima temporada 2016. No obstante, el reparto desigual del presupuesto de la FOM ha agravado en gran medida las finanzas de los equipos más modestos de la parrilla, una situación plasmada en la insolvencia financiera de Lotus antes de ser absorbida recientemente por Renault. A raíz de este asunto, Mansell cree que la categoría debe esforzarse en equilibrar las cuentas para garantizar su sostenibilidad a largo plazo.
    “Quiero responder a esta pregunta como aficionado del deporte; quiero ver una parrilla llena de coches. Quiero ver 26 coches para que los pilotos jóvenes de la GP2 puedan tener una oportunidad de acumular experiencia en la parte baja de la parrilla. Ahí pueden mostrar el potencial que tienen, fichar por un equipo de la mitad de la parrilla y luego uno de la cabeza. Necesitamos estabilidad en las reglas para que los equipos más pequeños puedan recuperarse a pesar de sus menor presupuesto”, explica el británico en una entrevista a la web oficial de la Fórmula 1.
    Otro de los ejemplos más ilustrativos de esta desigualdad reside en la situación de Red Bull y McLaren-Honda, dos equipos que han sufrido para conseguir resultados competitivos pese a contar con uno de los mayores presupuestos de la parrilla en 2015. Si bien la imposibilidad de introducir mejoras ha jugado en contra de los problemas estructurales que acusaban las unidades de potencia de ambas formaciones, Mansell ve su situación como un reflejo perfecto de la injusticia que reina en el Gran Circo cuando la competencia intenta romper con el dominio de Mercedes AMG.
    “Necesitamos una parrilla más equilibrada. No debería ser tan difícil luchar en la parte delantera cuando realmente tienes los patrocinadores para conseguirlo. Red Bull, y obviamente McLaren-Honda, han demostrado este año que algo debe cambiarse en las reglas para que puedan alcanzar a Mercedes. Debemos bajar los costes. Todos los cambios con los turbo, especialmente los que respectan a los motores, son una completa locura”, explica el británico.
    Frente a la grave crisis estructural que atraviesa la Fórmula 1 desde el 2014, Mansell cree que “hoy los coches son demasiado fáciles de pilotar, sobretodo porque les dicen todo desde el muro de boxes y los pilotos no pueden mostrar ya sus habilidades. Si pilotas de forma agresiva, arruinas tus neumáticos y debes pilotar más lento. Y las muletas artificiales como el DRS son de locos: ¿dónde está la habilidad al adelantar?”, se pregunta el expiloto, quien insta a “cambiar las reglas” para recuperar aquella época de la categoría reina donde “los pilotos podían demostrar su estilo”.


    http://www.laf1.es/noticias/mansell-...-locura-916889

    Última edición por red5isalive; 10/02/2016 a las 04:19

  13. #73
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    Red , acabas de encontrar a otro que le da la razón al corazón de león, yo.

    Lo llevo diciendo desde hace años, estos coches los pilotan estos pilotos con la... , si no sacan el codo en plan camionero , es porque la postura es incómoda

    Que si ahorrar gasolina, que si ahorrar neumático, que si ahorrar ERS, que si no te juntes con el de delante... ...
    La máquina al 100% y el piloto al 70%... ... si se agobia por algo, es por cambiar conmutadores y pulsar botones... ...

    Cuando el piloto vaya al 100% y la máquina al 70% como ocurría en los 80 , entonces nos lo pasaríamos de p.ta madre otra vez, pero con el Todditto en plan Marianito (lo único que sabe hacer, es dejar pasar el tiempo ) pues Bernie haciendo el agosto...

    Y claro!, Bernie, tan H.P. como siempre, el primero que comió el tarro a Todditto con lo de la fórmula verde, con las medallas, con los dobles puntos, con los ahorros presupuestarios imposibles, con los tokens, con los tilkodromos, con la M. de seguridad asfaltando puzzolanas... fué él

    Cómo se nota que Mateschitz tiene un lustro menos y aprendió de él, la lian parda y además se dan por ofendidos , y luego piden que les pidan perdon...
    Y se me olvidaba , Bernie también aprendió de ... ... El inefable Max Mossley , alumno aventajado de un tal Ballestre, cuando Bernie ya era su "espabilao ayudante", respondón, pero ayudante.


    A ver cuando le da una severa insuficiencia cardiaca a la Momia...
    Buscando la imperfección perfecta...

  14. #74
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    Otra entrevista al Sr Arai desde Japón (Fuente: Foro Autosport):

    excerpt of some key Arai remarks from a recent f1sokuho magazine
    interview session by a jp journo/tv commentator. yet another exclusive int session (all of recent interviews, stinger and nikkei, were exclusive too conducted fairly recently, not joint. Those of motorsport.com, iF1 etc must be from abu dhabi.)
    note that it's summarized and paraphrased a lot by me.


    • The word/concept of "size zero" didnt exist at the beginning.
    • Aimed to utilize chassis and PU and considered compact packaging in that process
    • Discussed a lot with mclaren from the very early stage of working on layout, argued a lot esp about exhaust manifold placing, where to guide/let air flow etc
    • With flawed/compromised piping (as a result of size zero), cooling doesnt work even if system itself is fine, so paid extra attention to design piping layout so no issue in overall cooling but suffered from internal/local heating from motors



    • There was not much issue in terms of how to make/use deployment (software-wise) because been making preparation for long time, but issue was the amount of electricity
    • Simulation in terms of how to use energy is pretty good, so could precisely assess how much car can go faster if had this much more electricity, esp accuracy for Quali was pretty high (note that it's a topic about software)
    • Turbine needs to work so hard to boost comp pressure in order to feed ICE, so no power left for spinning MGU-H
    • Capacity of compressor was major issue, the most efficient point was off the mark / mismatch, sort of



    • Steering display contains confidential info so some teams put film in order to prevent onboard camera from capturing those.




    • (on working with mclaren) first class team and fantastic, speed and accuracy of operation is the best. Genuinely appreciate two different culture mixing and working together, different so that we can know different approach/mindset and can learn a lot.



    • (on '16 PU) 1.get reliability right, 2.solve deployment (changing MGU-H, turbine and compressor, targeting performance level of other makers), 3. improve ICE. Regarding ICE, Merc is in a position of "master/teacher", which Ferrari and Renault are chasing/aiming at as well.
    • Get all these 3 elements together otherwise cannot be on the level to be able to fight with Merc and wont be able to evaluate chassis properly, so our responsibility is enormous/crucial.
    • Of course it depends on how much rivals will advance and it's essential to take that into consideration, but that's competition, so things will only be clear at Barcelona testings.



    • F1 is about raking lots of 1/1000secs here and there, and pushing it to ultimate limit, not balancing/compromising act. You'll be left behind if rest/stay still, it's such an extraordinary field.


    http://forums.autosport.com/topic/20...0#entry7429432
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  15. #75
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    Yampezamos... ... Tormenta en el paraiso???

    Pero no habíamos quedado en que todos estaban en la cero size desde el origen???

    Cuanto daño han hecho los tokens ...y el que van a hacer este año... ...

    Ya me extreñía , digo, me extrañaba a mi, que tanto chulear del impresentable de Ron con su "talla cero", fuese bien acogida por el fabricante del motor......
    Buscando la imperfección perfecta...

  16. #76
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    Sauber F1 Team ‏@SauberF1Team 20m20 minutes ago YAY! The #SauberC35 did it! Nose & chassis passed the static & dynamic crash tests!
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  17. #77
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    McLaren Verified account ‏@McLarenF1

    Oi dummy! You can relax now. Why? Because the McLaren-Honda MP4-31 has passed all its crash tests. Next up: testing.

    Última edición por llumia; 09/02/2016 a las 17:20
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  18. #78
    Bruji Piruji Avatar de GoVal
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    Veo que los dummies están haciendo horas extras.

  19. #79
    Cita Iniciado por McHouserphy Ver mensaje
    Red , acabas de encontrar a otro que le da la razón al corazón de león, yo.

    Lo llevo diciendo desde hace años, estos coches los pilotan estos pilotos con la... , si no sacan el codo en plan camionero , es porque la postura es incómoda

    Que si ahorrar gasolina, que si ahorrar neumático, que si ahorrar ERS, que si no te juntes con el de delante... ...
    La máquina al 100% y el piloto al 70%... ... si se agobia por algo, es por cambiar conmutadores y pulsar botones... ...

    Cuando el piloto vaya al 100% y la máquina al 70% como ocurría en los 80 , entonces nos lo pasaríamos de p.ta madre otra vez, pero con el Todditto en plan Marianito (lo único que sabe hacer, es dejar pasar el tiempo ) pues Bernie haciendo el agosto...

    Y claro!, Bernie, tan H.P. como siempre, el primero que comió el tarro a Todditto con lo de la fórmula verde, con las medallas, con los dobles puntos, con los ahorros presupuestarios imposibles, con los tokens, con los tilkodromos, con la M. de seguridad asfaltando puzzolanas... fué él

    Cómo se nota que Mateschitz tiene un lustro menos y aprendió de él, la lian parda y además se dan por ofendidos , y luego piden que les pidan perdon...
    Y se me olvidaba , Bernie también aprendió de ... ... El inefable Max Mossley , alumno aventajado de un tal Ballestre, cuando Bernie ya era su "espabilao ayudante", respondón, pero ayudante.


    A ver cuando le da una severa insuficiencia cardiaca a la Momia...

    Toda la razón MCH

    Fíjate, que no es sólo una voz esta vez

    GERHARD BERGER: FIX FORMULA 1 TO STOP FANS “FALLING ASLEEP IN FRONT OF THE TV”


    POSTED BY: ALEX KALINAUCKAS | 25 JAN 2016 | 5:58 PM GMT | 172 COMMENTS
    Former Formula 1 driver and team boss Gerhard Berger has said that he “sometimes falls asleep in front of the television” when watching races and has put forward his ideas on how to fix the sport.
    In an interview with Auto Motor und Sport, the former ATS, Arrows, McLaren, Ferrari and Benetton driver explained that F1’s regulations need to be completely re-written as the current problems could not be fixed simply by altering the current power units.

    He said: “If you want to repair [F1], you will not get far with standalone solutions, and the engine is only part of the problem that we must solve.
    “[F1] needs to be rethought from the ground up. But we are talking about the engine because it is current. The topic has multiple facets that demonstrates the problem.”
    Berger believes that each engine manufacturer must supply a set number of F1 teams and that all customer outfits should receive an up-to-date specification of power unit to avoid a repeat of the long-running engine supply saga that occurred at Red Bull last season.

    He said: “Each manufacturer would have to deliver a certain number of teams and also provide the capacity for being able to deliver this. How many teams depends on the number of manufacturers and teams. But the field must be covered.
    “This would exclude the possibility that a manufacturer like Honda equips only one team. More importantly, all teams get the same specification by the manufacturer and homologation [rules]. The differences are then only in the fuel and the electronics, [which] is 20hp more or less, and can be compensated with a good car or a good driver.
    “Then the sport remains a sport and not a controlled or put-up job. It was originally covered by the rules, but was softened again. It cannot be that Mr Marchionne says: ‘you get only a 2015 engine’ and you must prevent such a thing in the regulations.
    “I understand the auto companies that they want to protect themselves against a team like Red Bull. But that’s not in the interest of the sport.”

    The FIA, Bernie Ecclestone and the teams recently agreed on ways to bring down the cost of the current V6 turbo engines to around €12m a year, in part, by simplifying the power units. But Berger believes this is the wrong approach and explained the F1 should keep the advanced technology and split the cost among the manufacturers and their customers.
    He said: “I believe that simple is not the right word. It would be wrong to completely abolish the technology. The manufacturer must be able to prove their competence.
    “Why not with a motor that runs for the entire season? That would technically be at least as demanding as a battery development at the high level of performance.
    “[But] the motor and its ancillary equipment just cost too much in development. The customer team should carry only the cost of the material and working time. Development costs must be borne by the manufacturer that have to have some image of success if their engine wins.

    “The engine itself could remain as it is, perhaps with a second turbocharger to improve the sound and performance. It would also be closer to road cars.”
    The 10-time Grand Prix winner also reckons that any future changes to the F1 regulations should be shaped to make the cars more difficult to highlight driver skill and reward the better racers
    He said: “The car must have more power than grip. The best example is the MotoGP [where] they have 270hp, weighing 160 kg, [and] have zero output and a limited contact surface of the tyre. So each viewer immediately sees what the guys have.
    “This is pure motorsport [but] in Formula 1 we have the opposite. This, combined with the quiet motors, is neither a show nor challenge spectacle.”

    The Austrian driver, who also led the Toro Rosso team between 2006 and 2008, also reckons that F1 needs a neutral organisation to make decisions on future regulations as the current arrangement means the governing body, promoter, manufacturers and independent teams are unlikely to readily agree on rule changes,
    He said: “The question arises as to whether Bernie [Ecclestone] and Jean [Todt] can enforce a new regulation, [as] I believe, without the consent of the teams it will not go.
    “That’s the real problem. One participant always observes the subject through his own glasses. Of course, Toto Wolff, with the Mercedes star on his chest, says that Formula 1 is really interesting.
    “In reality it is so that I sometimes fall asleep watching television because I already know after the first round, who will win the race.
    “Therefore, it needs a neutral body, which represents the fan and the sport to make the final decision. In democratic elections with the teams, there are way too many bad compromises.”

    Sound poll results
    Following the announcement from Mercedes technical boss, Paddy Lowe, that 2016 F1 engines are set to be louder than their predecessors thanks to rule changes that allow a second exhaust pipe, fans of the sport have been voting on whether the engine noise levels need to be improved.
    In a poll conducted by this website, 36.5 per cent of the 2,474 people who voted said that that they would like F1 to return to the level of noise produced during the previous V8 engine era.
    But the second most popular choice revealed that 30.88 per cent of voters are happy with the current levels of sound produced by the V6 turbo power units.

    http://www.jamesallenonf1.com/2016/0...ont-of-the-tv/


    Última edición por red5isalive; 10/02/2016 a las 04:18

  20. #80
    ALAIN PROST: “WE NEED NEW RULES, NOT ONLY IN ONE AREA” OF FORMULA 1


    POSTED BY: ALEX KALINAUCKAS | 09 FEB 2016 | 3:22 PM GMT | 22 COMMENTS
    Alain Prost has added his voice to those of other former drivers like Stefan Johansson andGerhard Berger that F1 needs a root and branch reform; the Frenchman says the sport should not abandon the V6 power units to try and solve all its problems, but that the stakeholders should instead work on improving the whole package.

    The four times F1 champion said: “I know that many fans wish the V8 era back. But that would be the wrong signal [as] F1 has to show new technology. Perhaps a compromise is possible between what want the fans and what the producers want and need.
    “We need new rules, but not only in one area. There must be an overall concept for chassis, engine, sporting laws. If we only change the engine, which would be dangerous, for one week, we’d argue about motors, one on tyres, one on the car. That will not do. We need to work on the whole package.”
    Prost also believes that Mercedes deserves its dominant position in Formula 1 as he described Renault’s plan to get back to the front of the sport.
    The Frenchman – who is a Renault ambassador, but holds no more senior executive role with the team than that – explained to Auto Motor und Sport that the sport’s switch to V6 turbo engines had been requested by the manufacturers and that Mercedes should not be blamed for producing the best power unit.

    He said: “Let’s go back a few years, [when] all major automakers had more or less the same engine. Then, the car companies said, ‘we stop when we cannot show our competence with something that is relevant to the automotive market.’
    “They want to prove that they are better than the competition. Many complain about the dominance of Mercedes. But let’s be honest, [they] have done the best job [and] they deserve to win. You have to accept that someone else is better in F1 sometimes.”

    Prost also reiterated Renault’s ambitions for its renewed motorsport initiative, which were revealed at a 2016 launch event in Paris last week, as he explained that having the full support of the company’s board and CEO, Carlos Ghosn, was an important part of the latest works F1 effort.
    He said: “For the first time there is a full support from the board [and] our president Carlos Ghosn is behind the project. You have noticed in the presentation [last week], how much he identifies with the project. That was not so in the past.
    “This time is also a master plan behind it. All countries [and] divisions of Renault stand behind it, marketing is coordinated fully [and] there is a logical sport program with access to the serial production.”

    When asked if the technical challenge of F1 was greater than Renault had faced in the past, Prost explained that the team was welcoming the challenge as it aimed to improve its understanding of the hybrid technology. A key part of Renault’s motorsport plan is for its technical developments to have a direct impact on its road car technology and drive sales as a result.
    Prost said: “[The technical challenge] is larger than in the past but that is intentional. Renault wants to move ahead in the hybrid technology. Therefore there is also a collaboration with Infiniti in this area.
    “Catching up has become more difficult because of the rules. If you had a problem in the past, you everything changed in one week and the week after next took to the test track. Now there are too many restrictions.”

    Prost, who is the co-founder of Renault’s Formula E team Renault-e.DAMS that is currently leading the second season of the all-electric championship, explained that the French company would have to be patient before it could achieve similar success in F1.
    He said: “We have a nine-year plan. Everyone in the company knows that. It is impossible that we [move] forward this year. Everyone knows the story of the team last year [and we must] put a lot of work to bring it back on its feet.
    “We do not want to lie to the people. In particular, the beginning of the season will be tough. We’re facing a development process that will take two or three years. We have to be patient. And we will do it.”
    Channel 4 TV role
    Prost has also responded to recent speculation about him appearing as a pundit on Channel 4’s coverage of F1 in the UK, which will begin this season.
    The broadcaster took over the terrestrial contract from the BBC and has already confirmed David Coulthard will be part of its on-screen line-up. Ben Edwards and Lee McKenzie from the BBC TV line up are believed to also be signed, while former McLaren boss Martin Whitmarsh told this site he has turned it down. C4 stalwart Guy Martin will be involved. The main presenter looks likely to come from outside the sport; it is understood the channel wants its coverage to be personality led.

    Prost said: “There is nothing done with UK TV but it could be nice. I will continue with Canal + as usual for sure.
    “I do not know why people are talking so much about UK TV, maybe it is because I am friends with David [Coulthard], but we see what the future holds.”


    http://www.jamesallenonf1.com/2016/0...a-of-formula-1


    Son 3 de las voces más dominantes de la F1 de los 80's y 90's (en la etapa 1986-1996 en el caso de Berger, en la etapa 1980 - 1994 en el caso de Mansell y Prost), pilotos que estuvieron con los mejores equipos (Williams, Ferrari y McLaren, incluso Lotus, la de verdad) no cuatro matadillos de la parrilla. Sólo faltaría la voz de Ayrton (y si se quiere la de Piquet) y estoy convencido que no iría demasiado diferente a la de estos 3 coetaneos.


    Última edición por red5isalive; 10/02/2016 a las 04:18

  21. #81
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    Pascal Wehrlein, piloto del equipo Manor Racing:

    Manor Racing ‏@ManorRacing 13m13 minutes ago Meet @ManorRacing’s first 2016 race driver, Pascal Wehrlein. #F1
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  22. #82
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    MANOR RACING GIVES PASCAL WEHRLEIN HIS GRAND PRIX DEBUT
    10 February 2016, 11.00 GMT/12.00 CET

    Manor Technical Centre, Banbury, UK


    Manor Racing is to give rising star Pascal Wehrlein his Formula 1 racing debut.


    The 21 year old reigning DTM Champion and Mercedes-Benz Junior driver, from Sigmaringen in Germany, will pilot the all-new Manor Racing MRT05 race car when it hits the track for testing in Barcelona on 22 February. Pascal will take part in both pre-season tests ahead of his first Grand Prix in Melbourne.


    Stephen Fitzpatrick, Manor Racing’s owner: “Pascal is a sharp driver with a very promising future; Manor Racing is excited to have him aboard. We’re a small team up for a big challenge this season, so we’ve chosen a driver with the talent and hunger to match our own on-track ambitions. Pascal has impressed in testing for Mercedes and Force India, together with commanding performances in DTM, culminating in the championship win last year. Manor Racing is perfectly placed to help Pascal make a big impact in his first season. We’re looking forward to it!”


    Pascal Wehrlein: “Manor Racing is a great place for me to start my Formula One racing career - I’m very pleased to be here. It’s a small and totally focused team and I soon hope to know everyone. Though it’s my first F1 season my aim is to help Stephen and the guys achieve their goals. It will be a tough challenge but I think we should be able to challenge for points along the way. It’s going to be good fun. A word for my racing family at Mercedes-Benz, and particularly for Toto, who have guided my career this far and made this opportunity possible. Thanks for the incredible support to help me achieve my dream; now it’s down to me to grab the moment and perform on track.”



    https://www.facebook.com/ManorRacing/
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  23. #83
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    Cita Iniciado por red5isalive Ver mensaje
    Toda la razón MCH

    Fíjate, que no es sólo una voz esta vez

    GERHARD BERGER: FIX FORMULA 1 TO STOP FANS “FALLING ASLEEP IN FRONT OF THE TV”
    ...
    ALAIN PROST: “WE NEED NEW RULES, NOT ONLY IN ONE AREA” OF FORMULA 1
    ...

    Ya, Red , pero son voces en el desierto , por más que todos los pilotos de la época dorada digan lo mismo, salvo Lauda, que obviamente arrima el ascua a la sardina de Merche, que se lo abona adecuadamente, y siempre que no se levante ese día con "el espíritu del Infierno Verde" ... "máasss" ......

    Ansioso espero que Bernie se quede mudo, pero mudo de verdad , ya que será la única manera en la que deje de mangonear el tinglado.

    No me vale solo con el relevo de persona, ya que, aunque se quede en London, el teléfono funciona ...

    Cita Iniciado por llumia Ver mensaje
    Pascal Wehrlein, piloto del equipo Manor Racing:
    Manor Racing ‏@ManorRacing 13m13 minutes ago Meet @ManorRacing’s first 2016 race driver, Pascal Wehrlein. #F1
    Ya lo tengo controlao ... solo me falta el dorsal ......
    Buscando la imperfección perfecta...

  24. #84
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    Oído cocina

    GPUpdate.net ‏@GPUpdate 5m5 minutes ago Pascal Wehrlein to use #94 as his permanent car number in Formula 1



    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  25. #85
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    Johé ... mencanta el servicio de mesa de este lugar.

    94



    los otros tres posibles, Rossi, Stevens y "Teto", ya los tengo listos para poner al premiado ......
    Buscando la imperfección perfecta...

  26. #86
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    Analysis: Ferrari poised for radical engine overhaul
    By: Franco Nugnes, Direttore Responsabile
    7 hours ago



    Ferrari's new Formula 1 car was fired up for the first time on Tuesday, with the team well aware that the success of its revamped power unit may well define its championship ambitions.

    For however much Maranello's 2016 machine makes gains on the aerodynamics front, the modern turbo V6 era has shown that without a good engine there is little hope of taking the challenge to the dominant Mercedes team.

    The whispers coming out of Ferrari are that the team has not held back in pushing the boundaries with its engine development over the winter – and could be set to unleash a radical change of its power unit in a bid to jump past the 900bhp performance that Mercedes has.
    Packaging rethink

    Earlier this week, Ferrari's former sporting director Massimo Rivola told an audience at the ACI CSAI in Taormina that there was some confidence about what had been done on the engine front.

    "The plans for the new season have been born in a healthy way, and everyone expects a great championship for Ferrari," he said.

    "On the power unit front, I think the technicians have done an excellent job to chase Mercedes, while on the chassis front I hope we have overcome the lack of competitiveness in the past."

    On the chassis front, Ferrari's new car (codenamed the 667) is expected to feature a short nose - somewhere between what Mercedes and Toro Rosso did in 2015 - with a push-rod front suspension, lower sidepods and narrower coke-bottle shaping and gearbox.

    Changes to the combustion characteristics of the engine have already been reported – but it has now emerged that Ferrari is set for a major repackaging of components to boost both power unit performance and help aerodynamic efficiency.
    The changes

    As Giorgio Piola's exclusive illustration of what Ferrari may have changed shows, Ferrari could be set for a pretty big revolution in terms of what it will be bringing to the track in 2016, even if it will try to keep what it has actually done top secret.

    1. The large intercooler that was on the SF15-T was placed inside the cylinder bank of the V6 turbo. For 2016, this has been enlarged for performance reasons – because Ferrari needs more fresh air feeding the engine to maximise its extra power.

    To ensure no compromise, the intercooler has been split in to two parts. The larger part will be placed inside the chassis on top of the fuel tank, while the second one will be placed in the left sidepod.

    2. The MGU-H is the only component that is likely to remain in the same position in this year's car as it was in the 2015 challenger.

    3. The MGU-K, which was effectively used as a spacer for the gearbox in 2015, will be moved to the left bank of the V6 – in a position that other manufacturers have also used previously.

    4. The oil bank reservoir has also been re-designed. For the 667, it will be lower and slightly wider: which will help with the car's centre of gravity.

    5. The 2016 Ferrari engine will feature variable inlet trumpets, which Ferrari could not use last year as the presence of the intercooler inside the V-bank prevented it.
    The addition of the trumpets (which Mercedes used in 2015) will be a boost in allowing the better quality of combustion through better tuning of the air/fuel mixture in the combustion chamber.

    6. The clutch that was in the 059/4 engine has been shifted to inside the gearbox housing – with a coupling shaft connected to the crankshaft.

    Fuente : http://www.motorsport.com/f1/news/an...erhaul-672601/
    Buscando la imperfección perfecta...

  27. #87
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    De ser cierto, me llama la atención la distancia que debe recorrer el aire comprimido para refrigerarse y volver al "pulmón"

    En una F1 donde prima tanto la "eficiencia", tener "pérdidas" de carga de presión "extra", podría tener su impacto, aunque en la F1, lo de las "soluciones de compromiso" está a la orden del día. Con respecto a este particular, la disposición elegida por el fabricante Mercedes, parece "impecable".

    Gracias por el aporte, McH
    Última edición por llumia; 10/02/2016 a las 23:05
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  28. #88
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    Pero debe ser poco lo que aporte ese segundo intercooler ...
    Más que solución de compromiso... ... a mi me parece más un compromiso de solución.
    Buscando la imperfección perfecta...

  29. #89
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    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  30. #90
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    Analysis: Why Mercedes doesn't believe in Honda's size zero concept.

    By: Jonathan Noble, Formula 1 Editor

    Formula 1's engine manufacturers have opted for significantly different design concepts for their 2016 power units. But which approach will pay off? Jonathan Noble looks at the differences.

    The importance of engine performance in Formula 1 has been clear even since the new turbo regulations came into force.

    So it is little wonder that, ahead of the third year of the hybrid rules, the battleground between the manufacturers is as intense as it has ever been.

    What is perhaps more surprising, though, is that there remain some fundamental concept design differences between how Mercedes, Ferrari, Renault and Honda have approached maximising the power available from 100kg of fuel at a maximum flow rate of 100kg per hour.

    Architectural differences

    At one end of the spectrum is Mercedes, which has famously split its turbo so the compressor is at one end of the engine and the turbine at the other.

    Then there is the Honda approach, with the Japanese manufacturer having also split it turbo but having decided to position both parts within the V-bank for space reasons.

    In the middle ground so far have sat Ferrari and Renault, neither of whom have elected to go down either extreme solution just yet.

    However, there are suggestions that Ferrari is set to introduce a double intercooler system this year – one in the chassis (like Mercedes) and the second at the left side of the engine behind the radiators.

    Mercedes design success

    Judging by performance, it is clear that advantages of the Mercedes concept are worth pursuing, while Honda paid the price last year for its compressor being too small.

    But, with Honda adamant that a larger turbine and compressor – still within the V-bank to achieve 'size zero' – can be turned in to a Mercedes-beater, there are some fascinating times ahead.

    But is Honda right, or is Mercedes correct that its own philosophy – which it thinks will require ever bigger turbines in the future to maximise power output – the best way to keep winning in F1?

    Chasing gains

    Last week, Mercedes invited a select group of media to a briefing from its engine chief Andy Cowell, where he opened up about some of the design innovations of its power unit.

    And although the split turbo and compressor was not the only reason Mercedes has been successful, Cowell acknowledged that the design had played an important part in its delivering the benchmark power unit.

    "I don't think it was over-played," he said. "Is it the silver bullet? I think it is something where there are lots of positive contributors that go into it to make that comment.

    "It is not done for one reason. There were many reasons that go together; to make it something that we think is still attractive.

    "I think the thing that goes against it, is it is bloody hard! In the whole debate, there wasn't one big reason why we should do it, but there were lots of medium sized reasons why we should do it: on the contra side of the table – it was, 'bloody hell how are we going to do this?' Which is the 1000 pound gorilla in the room.

    "There was nothing that said it couldn't be done, it just hadn't been done. But it makes it quite fun doesn't it?"

    Not copied

    It did not take long for Mercedes' secret to get out of the bag in 2014, which prompted many to think that rivals would quickly copy the idea.

    That it did not happen is no major surprise to Cowell though, who thinks that there are a multitude of factors that contribute to why each manufacturer has gone down different routes.

    "We are all in the same race but everybody has got slightly different efficiencies, slightly different views, slightly different supply levels of vertical integration, or different suppliers," he said.

    And perhaps, most crucially, the sizing of various components can be dictated by just how successful each manufacturer is at extracting energy out of its system.

    Speaking about the sizing of the turbo, Cowell said: "You need to think about championship points.

    "And how you get championship points is on a Sunday afternoon and not in qualifying. So you need to do analysis – what is the ratio of importance between those things?

    "Is it about being on the front of the grid but then struggling for energy on lap two, or is it about making sure that you can run a real solid race? That is something that all manufacturers need to balance out. That can skew the way you size the turbo.

    "And then it is down to the level of efficiency you are going to achieve from all the bits in that loop. If you think that the electric machine cannot be that efficient then there is no point having a big turbine that is just going to put the energy in to that machine.

    "If you think that the two lots of power electronics are not going to that efficient, or the MGU-K is not going to be that efficient, then you don't bother there.

    "The lap simulation is based on what is the power than the K adds to the crank. So if you think you have get 100KW from the turbine in to the MGU-H, but you are only going to have 50 by the time you get there, and you look at the weight of all the cooling systems to deal with that wasted 50, then that is going to start impacting your design."

    Gains to come

    Perhaps most intriguingly is that while some had hoped Mercedes would be hitting a performance ceiling with its engine, it has instead spoken about decent gains still being found.

    And, with thermal efficiency currently around 45 percent, it believes there is plenty of scope left for big improvement in getting more out of the 1240 KW of energy that is theoretically available for a full tank of fuel.

    To give an indication of how much technology has moved on, when KERS was first tested in 2007, it weighted 107kg and had an efficiency of 39 percent.

    During the first tests for the new-for-2014 ERS, the systems weighed 24kg and were 80 percent efficient.

    Now, they are bang on 20kg and 95 percent efficient.


    Such strides mean that there is more and more energy up for grabs: which means that the turbines and compressors may need to be made bigger to cope with the extra power available.

    When asked if it was logical that as efficiency improved, the turbine got bigger, Cowell said: "Yeah. Two areas are going to improve, the efficiency of the ICE is going to go up and up and up every year, and the efficiency of that turbo is going to go up.

    "That means the turbine sizing number is going to go up as long as it is not stealing from the engine."

    In Mercedes' case, Cowell confirmed that its turbine had got bigger year on year – helping deliver more power.

    Had that compressor and turbine size been restricted to the inside of the engine, like the Honda is, then the scope for making it larger is not there – as it will no longer deliver the advantages that size zero supposedly brings along.

    It is clear that Mercedes' vision of what's needed in F1 and what Honda believes is right are very different.

    But the answer to who is right will have to wait until the cars hit the track.

    fuente : http://www.motorsport.com/f1/news/an...oncept-672435/
    Buscando la imperfección perfecta...

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