group h special Group H Special [General Discussion]

[marmagas]

An old problem

F1 teams have long understood the value of not putting a drop more fuel in a car than is necessary. More fuel means more weight which means slower lap times. When huge sums are being spent in the pursuit of fractions of a second, no one wants to undo that work by needlessly sloshing in a few extra kilos of fuel.

That is as true today as it was 50 years ago. Lotus owner Colin Chapman was famed for his mania for saving weight. He took the practice of putting as little fuel in as possible to such lengths that when he wasn’t looking his mechanics would add a few extra litres to ensure the car reached the chequered flag.

They weren’t always successful in their covert endeavours. At Monza in 1967 Jim Clark’s Ford Cosworth DFV ran dry on the final lap after he had fought his way up from the rear of the field. Jochen Rindt and Mario Andretti were also victims of Chapman’s overzealous weight saving which sometimes extended to taking fuel out of the cars while they sat on the grid.

Παντα υπηρχε αυτη η μανια για το ελαχοστο βαρος!

Edited March 23, 2017 by marmagas

[andre]

[marmagas]

Working out race fuel loads

Today that practice is forbidden by the rules on safety grounds, which means teams must work out how much fuel to put in their cars before they send them to the grid. Making that decision is not as simple as working out the rate of fuel consumption per lap and multiplying by the number of race laps.

Variations in climactic conditions can have a strong effect on fuel consumption. In wet conditions cars lap more slowly and therefore use less fuel. And teams will not know in advance of a race exactly how wet it’s going to be.

This gives some insight into the difficulties Mercedes had in Malaysia. As drivers headed to the grid half an hour before the start the track was so wet several of them skated off at turn four.

But in the race it dried up quickly – everyone was on slick tyres by lap nine. Not long after that the first radio messages to Hamilton urging him to save fuel were played on the team radio channel.

Whatever the conditions, the desire to put in as little fuel as possible remains pressing. Reports suggest some cars have gone to the grid this year with as much as 10% less fuel than they need to do the race flat-out. That’s a potential weight saving of 15kg on F1’s most punishing tracks for fuel consumption.

Teams deliberately under-fuel their cars because they expect their drivers won’t be able to go flat out at times during the race. For example, they may get stuck in traffic – this is especially likely for those in the midfield.

Qualifying

While this explains the incentive for under-fuelling cars in the races, it’s in qualifying sessions that we’ve seen the most extreme examples of cars being underfuelled. The ban on in-race refuelling at the end of 2009 means drivers are now running their lowest possible fuel loads in all three parts of qualifying.

To work out how little fuel needs to be in the car before the engine starts to cough, teams will often deliberately run their cars out of fuel during pre-season testing and then measure how much is left in the tank and collector.

Even so on several occasions since we’ve seen drivers run out of fuel during their qualifying runs. It happened to Lewis Hamilton in Canada in 2010 and again in Spain last year. Sebastian Vettel had the same drama at Abu Dhabi last year and, most recently, the same happened to Mark Webber in China.

Varying explanations were given for these failures, sometimes in the hope of avoiding the dreaded exclusion from qualifying (as Hamilton managed in 2010). But they shared the root cause of the team making an error in fuelling the cars during the high-pressure, time-limited modern qualifying format.

Where’s the fuel gauge?

Why can a F1 driver not tell for themselves whether their car has insufficient fuel? After all, every road car is fitted with a gauge which alerts the driver if this is the case.

The shape and construction of an F1 car’s fuel tank makes this impossible. This is due to the severe forces an F1 car experiences which causes the fuel to move around. Engineers need to control this movement – “slosh” – to keep the car’s centre of gravity low and to ensure a consistent supply of fuel to the engine.

“You can’t just put a dipstick in there,” explains F1 technology expert Craig Scarborough. “At Spa the fuel is actually at the top of the fuel tank as you crest the rise coming out of Eau Rouge!”

This video illustrates the forces at work on a fuel load in an F1 car’s tank:

F1 fuel tanks feature a series of chambers to keep the fuel in a position where the fuel pump can collect it. This network of chambers controls the fuel ‘slosh’ during acceleration, braking and cornering. Trapdoors in the chambers allow the fuel to travel down but not back up.

This image of a 2008 BMW-Sauber F1.08 shows the fuel tank and the horizontal divides within it which help control the position of the fuel:

But it’s not a foolproof system. In Italy last year Jenson Button retired when one of the trapdoors became jammed in his McLaren’s fuel tank.

Degree of risk

Although they are unable to directly measure how much fuel is in their car at any given time, teams can gather readings from other sources. For example, adding fuel to the car should cause a corresponding increase in the load on the suspension.

Once the car is lapping, the team will study the rate at which fuel is being fed to the engine to calculate how much is left – and whether they’re using it too quickly. The driver has some degree of flexibility to alter the rate of fuel consumption by selecting different engine maps and by altering their driving style. Hence radio messages telling them to “lift and coast” as they approach their braking points.

Fuelling an F1 car is a delicate balance of risk versus reward. The penalty of coming to an early stop is high, but in a sport that’s fixated on performance the temptation to shave a few tenths off by under-fuelling the car is great.

There will always be those like Chapman who are more inclined to push the envelope than their rivals are. It’s telling that some teams have had their fingers burnt more than once – Red Bull and McLaren, for example – while others have avoided this kind of trouble.

Like a driver judging a risky overtaking move or weighing up whether to back off for a high-speed corner, it’s another of the high-stakes decisions at the heart of Formula One.

Αν ειναι να πας ταξιδι ναι Αντρεα,ειναι ευκολο να υπολογισεις καυσιμα!

Καλυτερα ετσι,εχει και το βιντεο

Working out race fuel loads

Today that practice is forbidden by the rules on safety grounds, which means teams must work out how much fuel to put in their cars before they send them to the grid. Making that decision is not as simple as working out the rate of fuel consumption per lap and multiplying by the number of race laps.

Variations in climactic conditions can have a strong effect on fuel consumption. In wet conditions cars lap more slowly and therefore use less fuel. And teams will not know in advance of a race exactly how wet it’s going to be.

This gives some insight into the difficulties Mercedes had in Malaysia. As drivers headed to the grid half an hour before the start the track was so wet several of them skated off at turn four.

But in the race it dried up quickly – everyone was on slick tyres by lap nine. Not long after that the first radio messages to Hamilton urging him to save fuel were played on the team radio channel.

Whatever the conditions, the desire to put in as little fuel as possible remains pressing. Reports suggest some cars have gone to the grid this year with as much as 10% less fuel than they need to do the race flat-out. That’s a potential weight saving of 15kg on F1’s most punishing tracks for fuel consumption.

Teams deliberately under-fuel their cars because they expect their drivers won’t be able to go flat out at times during the race. For example, they may get stuck in traffic – this is especially likely for those in the midfield.

Qualifying

While this explains the incentive for under-fuelling cars in the races, it’s in qualifying sessions that we’ve seen the most extreme examples of cars being underfuelled. The ban on in-race refuelling at the end of 2009 means drivers are now running their lowest possible fuel loads in all three parts of qualifying.

To work out how little fuel needs to be in the car before the engine starts to cough, teams will often deliberately run their cars out of fuel during pre-season testing and then measure how much is left in the tank and collector.

Even so on several occasions since we’ve seen drivers run out of fuel during their qualifying runs. It happened to Lewis Hamilton in Canada in 2010 and again in Spain last year. Sebastian Vettel had the same drama at Abu Dhabi last year and, most recently, the same happened to Mark Webber in China.

Varying explanations were given for these failures, sometimes in the hope of avoiding the dreaded exclusion from qualifying (as Hamilton managed in 2010). But they shared the root cause of the team making an error in fuelling the cars during the high-pressure, time-limited modern qualifying format.

Where’s the fuel gauge?

Why can a F1 driver not tell for themselves whether their car has insufficient fuel? After all, every road car is fitted with a gauge which alerts the driver if this is the case.

The shape and construction of an F1 car’s fuel tank makes this impossible. This is due to the severe forces an F1 car experiences which causes the fuel to move around. Engineers need to control this movement – “slosh” – to keep the car’s centre of gravity low and to ensure a consistent supply of fuel to the engine.

“You can’t just put a dipstick in there,” explains F1 technology expert Craig Scarborough. “At Spa the fuel is actually at the top of the fuel tank as you crest the rise coming out of Eau Rouge!”

This video illustrates the forces at work on a fuel load in an F1 car’s tank:

F1 fuel tanks feature a series of chambers to keep the fuel in a position where the fuel pump can collect it. This network of chambers controls the fuel ‘slosh’ during acceleration, braking and cornering. Trapdoors in the chambers allow the fuel to travel down but not back up.

This image of a 2008 BMW-Sauber F1.08 shows the fuel tank and the horizontal divides within it which help control the position of the fuel:

But it’s not a foolproof system. In Italy last year Jenson Button retired when one of the trapdoors became jammed in his McLaren’s fuel tank.

Degree of risk

Although they are unable to directly measure how much fuel is in their car at any given time, teams can gather readings from other sources. For example, adding fuel to the car should cause a corresponding increase in the load on the suspension.

Once the car is lapping, the team will study the rate at which fuel is being fed to the engine to calculate how much is left – and whether they’re using it too quickly. The driver has some degree of flexibility to alter the rate of fuel consumption by selecting different engine maps and by altering their driving style. Hence radio messages telling them to “lift and coast” as they approach their braking points.

Fuelling an F1 car is a delicate balance of risk versus reward. The penalty of coming to an early stop is high, but in a sport that’s fixated on performance the temptation to shave a few tenths off by under-fuelling the car is great.

There will always be those like Chapman who are more inclined to push the envelope than their rivals are. It’s telling that some teams have had their fingers burnt more than once – Red Bull and McLaren, for example – while others have avoided this kind of trouble.

Like a driver judging a risky overtaking move or weighing up whether to back off for a high-speed corner, it’s another of the high-stakes decisions at the heart of Formula One.

 

[mad_dog]

Σπάστο ρε @troffeo λέμε !!!

Είσαι οδηγάρα λέμε !!!

 

[John@John]

5 hours ago, mad_dog said:

Σπάστο ρε @troffeo λέμε !!!

Είσαι οδηγάρα λέμε !!!

 

TΙ εχεις κανει με το σιτε???????? Ακομα δεν μπορω να κανω log-in

[marmagas]

Τι εχει το προγραμμα σημερις?

Sent from my Galaxy Nexus using Tapatalk

[John@John]

1 hour ago, marmagas said:

Τι εχει το προγραμμα σημερις?
 

ΠΡΟΤΑΣΗ:  Ειστε μεσα για Sebring με λιγο βροχη μεσα?

[marmagas]

Θα χαθουμε στο Sebring.
Πιο μικρη,τυπου Brands,Nola...

Sent from my Galaxy Nexus using Tapatalk

[John@John]

Np, γινετε και με Brands ,αφου θα αρχισει το cup με αυτην.

[marmagas]

Ας μιλησουν ολοι,αντε!!!

Sent from my Galaxy Nexus using Tapatalk

[John@John]

SERVER 1 is UP

Brands Hatch 0.74 Laser Scanned GP

 

SERVER 2 Dedi  is UP

Sebring

Edited March 24, 2017 by John@John

[mad_dog]

Sobring, βράδυ με βροχή για σήμερα.

[John@John]

9 minutes ago, mad_dog said:

Sobring, βράδυ με βροχή για σήμερα.

Δεν κοιταει να μου ανοιξει το σιτε να κανουμε δουλεια, δινει και οδηγειες το ατομο............

[mad_dog]

Αφού είσαι γκαβούλιακας

Gesendet von meinem SM-G928F mit Tapatalk

[John@John]

32 minutes ago, mad_dog said:

Αφού είσαι γκαβούλιακας

 

Axaxaxaxa Τι,τι τι ειμαι???

Να'σαι καλα που κανες,μπορω και μπαινω τωρα

 

[mad_dog]

Πολύ γλυστράει αυτή η Brandy...αφού με βρόχινα έτρεχα και πάλι γλυστρούσε !!!

Τι γίνεται ?

[John@John]

10 minutes ago, mad_dog said:

Πολύ γλυστράει αυτή η Brandy...αφού με βρόχινα έτρεχα και πάλι γλυστρούσε !!!

Τι γίνεται ?

Μπορει ο ταπητας να ειναι λιγο μαπα,ποιος ξερει...ρωτα τον @marmagas και αυτος την ετρεξε.

Δοκιμασε και την Sebring  στο Dedi 2 να δουμε.

[troffeo]

TΙ εχεις κανει με το σιτε???????? Ακομα δεν μπορω να κανω log-in

Ρε κουλαδι και ντροπή των αγώνων@mad_dog τρελοσκυλε, δεν κάθεσαι να κανεις καμία προπόνηση μπας και καταφέρεις να τερματησεις κανα αγώνα εντός της ίδιας μερας, αντί να βλέπεις βιντεάκια με τα χάλια σου???


Sent from my iPhone using Tapatalk

ΛΑΘΟΣ!
Για αλλο ποστ έκανα παράθεση, αλλα και εδώ σκ@τ@ τα έχει κάνει ο άχρηστος ο τρελόσκυλος και πήρε αλλο ποστ...ρε κάτσε να τα φτιάξεις και να βοηθήσεις τον Γιάννη που τον έχεις πήξει!


Sent from my iPhone using Tapatalk

[mad_dog]

Εμείς κύριε είμαστε πιλότοι.
Γεννηθήκαμε για να δείχνουμε γραμμές σε σαλιγκάρια και οδηγούς λεωφορείων.
Είμαστε συνώνυμο της ταχύτητας και των ακραίων αντανακλαστικών με χειρουργική λεπτομέρεια.
Δεν οδηγάμε αλλά πιλοτάρουμε!!!
Εσύ πρέπει πρώτα να μάθεις που είναι η ένδειξη βενζίνης και τι κάνει...
Μετά σου επιτρέπω να σχολιάσεις...
Har har har

Gesendet von meinem SM-G928F mit Tapatalk

[mad_dog]

Sebring θα τρέξουμε σήμερα ?

Για να ξέρουμε που θα κάνουμε προπόνηση άχρηστα ρεμάλια και τρισάθλια σαλιγκάρια !!!

Har har har 

[mad_dog]

 

[mad_dog]

Πλάκα μας κάνει ο άλλος...

200kg διαφορά με το OPEL (920kg)

370 άλογα το OPEL 400 το ΒΜW

Tα specs είναι 1026kg και το έχει 1100kg

Και έλεγα γιατί σέρνομαι στους αγώνες...

Διώρθωνε και βάλε 1020 kg 

200kg διαφορά...ναρκωτικά παίρνετε ρε ?

*Το manta 1050kg, 400 άλογα...

...

Edited April 3, 2017 by mad_dog

[spyder]

Μπαίνεις ts γαβγίζεις και φεύγεις, για'σένα δουλεύαμε χτές μέχρι τις 4 και δεν τελειώσαμε... μην έχεις παράπονο.

[John@John]

49 minutes ago, spyder said:

... μην έχεις παράπονο.

Nαι ναι ασε .........." Γιατί με εγκατέλειψες (1965)  - Θέλω πίσω το παιδί μου (1969)  Βασίλης Καΐλας "

 

[andre]

Τα αμάξια δοκιμάζονται ενδελεχώς. 

Ρε Γερμανέ δουλεύουμε υπερωρίες για πάρτη σου. Έχει γίνει το κεφάλι μας καζάνι και εσύ κοιμάσαι.

Μην ξανακούσω τίποτα για την BMW. Είναι τρένο. Αν δεν μπορείς να την πας παράτα τα. Το 1.28.500 είναι το όριο για σένα. Για τους χεράδες 1.27.765

Αν δεν μπορείς, στείλε μου το τιμόνι τα πεντάλ και την κουζίνα σου, και έλα να μας κάνεις stream το πρωτάθλημα.

Όνειρα γλυκά πουλάκι μου.