1
Rb5 Unveiled
Started by
Jez
, Feb 09 2009 10:33 PM
29 replies to this topic
#1
Jez
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Posted 09 February 2009 - 10:33 PM
Here it is. May it deliver glorious victory to Mark Webber.
#2
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Posted 09 February 2009 - 11:06 PM
Hahah, I saw it stopped on track at one point... very nice first try 
#3
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Posted 09 February 2009 - 11:23 PM
freaky2, on Feb 10 2009, 10:06 AM, said:
Hahah, I saw it stopped on track at one point... very nice first try
Well that's not bloody good enough is it?? Typical
Before-
After-
Seb looks impressed.
#4
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Posted 10 February 2009 - 02:02 AM
Some more info- link
Red Bull RB5: in interesting take on the rules
On Red Bull RB5 At JerezRed Bull have always claimed that taking the time to develop the new car would prove right, and thus far it appears to be true. From all launched cars, the RB5 is without doubt the most interesting. Those who expected a dull car from Adrian Newey don't know their history too well, as the designer tends to shine upon radical regulation changes.
This time around, the RB5 has the most advanced front wing out there, featuring a triple element base wing that points sharply upwards ahead of the front wheels, hence acting both as a downforce generating wing as well as a shield for the wheels. It is also interesting to see how the moveable element does not extend to the end plate, leaving some room for a clean, gap-less channel of airflow around the front wheel.
Fitted on top of the simple but elegant end plate is a decked element spanning the maximum allowed width. It appears though as if the part closest to the nose is more aimed at airflow stabiliser, rather than to generate downforce.
Red Bull RB5: in interesting take on the rules
On Red Bull RB5 At JerezRed Bull have always claimed that taking the time to develop the new car would prove right, and thus far it appears to be true. From all launched cars, the RB5 is without doubt the most interesting. Those who expected a dull car from Adrian Newey don't know their history too well, as the designer tends to shine upon radical regulation changes.
This time around, the RB5 has the most advanced front wing out there, featuring a triple element base wing that points sharply upwards ahead of the front wheels, hence acting both as a downforce generating wing as well as a shield for the wheels. It is also interesting to see how the moveable element does not extend to the end plate, leaving some room for a clean, gap-less channel of airflow around the front wheel.
Fitted on top of the simple but elegant end plate is a decked element spanning the maximum allowed width. It appears though as if the part closest to the nose is more aimed at airflow stabiliser, rather than to generate downforce.
#5
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Posted 10 February 2009 - 02:14 AM
i have never seen such a hi tech device with a slick in the same pic. Looks very nice. mmmmmm triple layer.
Edited by jackgarrett, 10 February 2009 - 02:17 AM.
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#6
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Posted 10 February 2009 - 04:47 AM
An interview with Adrian Newey- link
Red Bull Racing’s new car, the RB5 represents a huge amount of work from an entire workforce, but inevitably, in media shorthand it is very much seen as Adrian Newey’s baby. Our Chief Technical Officer faced media interrogation this morning in Jerez when he revealed some interesting details about the new car and how it came to life.
Can you sum up the effect of the rule changes?
It’s a long time since we’ve had such a big rule change so today is so something of a nervous moment, because it provides the opportunity to come up with something different, but there is always the possibility that other teams have thought of something you haven’t. The last few months have been the busiest time I’ve had in Formula One since my first year at McLaren, because there has been so much to do in such a short space of time. We really got started last April and it’s been flat out ever since.
What’s been the biggest challenge?
The weight distribution has been a challenge, particularly in dealing with KERS. On the one hand, it’s clear that with the return to slick tyres, you need to get a bit more weight on to the front axle, while on the other hand, KERS is putting more weight on the rear. This means you have very little scope to move ballast around. A driver’s weight also affects this equation. You can move the car through its wheelbase a bit, but this tends to carry an aerodynamic penalty.
Has the fact your car has come out later than your rivals’ given you an advantage?
While we’ve obviously looked at photos of the other cars, we haven’t had time to study them, so there is no advantage in those terms, but the extra time has allowed us to refine some of our own solutions. We are smaller in terms of manpower than some other teams and therefore we have had less wind tunnel time and so the extra time has been spent making up for our different level of resources.
How much difference are we going to see this year in terms of overtaking, thanks to the new regulations?
The most obvious point is that with such a big regulation change, it is extremely probable that the lap time difference between pole position and last on the grid is going to be much larger than last year, when we had a very tight grid, with four or five manufacturers winning grands prix, which we hadn’t seen in F1 for a very long time. That’s unlikely to be the case this year. Maybe there will be more overtaking, but that won’t change the fact that car performance difference will be much greater.
Is there much difference in the height of the driver’s feet in the c#ckpit compared to last year?
No, it’s higher, but not by very much at all.
And apart from the obvious look of the car, what other novelties are there?
This year’s chassis is no longer flat at the bottom as it now has a “V” section.
The rear suspension now uses pullrods instead of pushrods. Why? And why does the front wing look the way it does?
It was really done to suit the new aero package. We wanted to try and get a very clean airflow at the back of the car and the pullrod is part of that solution. As for the front wing, that’s just the way it evolved from our work. I think there will be a variety of different solutions, as one of the things that happens with a big rule change is that one has to settle on an overall route and concept for the design of the car that we feel will best suit the regulations. Not all the teams will have gone down the same route and history will tell in only two or three years time which was the best, as the design of all the cars will then begin to converge. But this year, we will see these significant differences between teams.
Will the new rules allow you to close up on the top teams?
I don’t know, but I do enjoy going through a regulation change, because it gives you a better chance of starting with a clean sheet of paper, rather than just working on small evolutions of established themes. Whether this will favour Red Bull or not is hard to say. It can be a good thing if you’ve come up with the best solution, or on the other hand, it might just suit the biggest teams who can explore lots of different avenues.
Is RB5 an example of you being aggressive in terms of design?
Yes, it is an aggressive design, quite different to anything that’s gone before and hopefully that is down to sound engineering reasons. You need the discipline not just to come up with ideas, but also to ensure that they really do give something positive in performance terms, rather than just doing it to be different. That’s what we’ve tried to do with RB5.
Will you use KERS in Australia?
We will run it when we feel we are ready to run it and that it will definitely be a benefit. It will also have to justify its cost, because for the flyaway races for examples, the shipping and freight costs involved are very high. At the moment, it is not yet clear what advantage KERS will bring in terms of helping a driver to overtake. Perhaps the biggest risk of not running KERS is the chance of being overtaken at the start or at a re-start after a Safety Car period.
Red Bull Racing’s new car, the RB5 represents a huge amount of work from an entire workforce, but inevitably, in media shorthand it is very much seen as Adrian Newey’s baby. Our Chief Technical Officer faced media interrogation this morning in Jerez when he revealed some interesting details about the new car and how it came to life.
Can you sum up the effect of the rule changes?
It’s a long time since we’ve had such a big rule change so today is so something of a nervous moment, because it provides the opportunity to come up with something different, but there is always the possibility that other teams have thought of something you haven’t. The last few months have been the busiest time I’ve had in Formula One since my first year at McLaren, because there has been so much to do in such a short space of time. We really got started last April and it’s been flat out ever since.
What’s been the biggest challenge?
The weight distribution has been a challenge, particularly in dealing with KERS. On the one hand, it’s clear that with the return to slick tyres, you need to get a bit more weight on to the front axle, while on the other hand, KERS is putting more weight on the rear. This means you have very little scope to move ballast around. A driver’s weight also affects this equation. You can move the car through its wheelbase a bit, but this tends to carry an aerodynamic penalty.
Has the fact your car has come out later than your rivals’ given you an advantage?
While we’ve obviously looked at photos of the other cars, we haven’t had time to study them, so there is no advantage in those terms, but the extra time has allowed us to refine some of our own solutions. We are smaller in terms of manpower than some other teams and therefore we have had less wind tunnel time and so the extra time has been spent making up for our different level of resources.
How much difference are we going to see this year in terms of overtaking, thanks to the new regulations?
The most obvious point is that with such a big regulation change, it is extremely probable that the lap time difference between pole position and last on the grid is going to be much larger than last year, when we had a very tight grid, with four or five manufacturers winning grands prix, which we hadn’t seen in F1 for a very long time. That’s unlikely to be the case this year. Maybe there will be more overtaking, but that won’t change the fact that car performance difference will be much greater.
Is there much difference in the height of the driver’s feet in the c#ckpit compared to last year?
No, it’s higher, but not by very much at all.
And apart from the obvious look of the car, what other novelties are there?
This year’s chassis is no longer flat at the bottom as it now has a “V” section.
The rear suspension now uses pullrods instead of pushrods. Why? And why does the front wing look the way it does?
It was really done to suit the new aero package. We wanted to try and get a very clean airflow at the back of the car and the pullrod is part of that solution. As for the front wing, that’s just the way it evolved from our work. I think there will be a variety of different solutions, as one of the things that happens with a big rule change is that one has to settle on an overall route and concept for the design of the car that we feel will best suit the regulations. Not all the teams will have gone down the same route and history will tell in only two or three years time which was the best, as the design of all the cars will then begin to converge. But this year, we will see these significant differences between teams.
Will the new rules allow you to close up on the top teams?
I don’t know, but I do enjoy going through a regulation change, because it gives you a better chance of starting with a clean sheet of paper, rather than just working on small evolutions of established themes. Whether this will favour Red Bull or not is hard to say. It can be a good thing if you’ve come up with the best solution, or on the other hand, it might just suit the biggest teams who can explore lots of different avenues.
Is RB5 an example of you being aggressive in terms of design?
Yes, it is an aggressive design, quite different to anything that’s gone before and hopefully that is down to sound engineering reasons. You need the discipline not just to come up with ideas, but also to ensure that they really do give something positive in performance terms, rather than just doing it to be different. That’s what we’ve tried to do with RB5.
Will you use KERS in Australia?
We will run it when we feel we are ready to run it and that it will definitely be a benefit. It will also have to justify its cost, because for the flyaway races for examples, the shipping and freight costs involved are very high. At the moment, it is not yet clear what advantage KERS will bring in terms of helping a driver to overtake. Perhaps the biggest risk of not running KERS is the chance of being overtaken at the start or at a re-start after a Safety Car period.
#7
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Posted 10 February 2009 - 07:52 AM
The nose looks tiny! Drivers with big feet should not apply 
OK, so can anyone tell me what the difference is between a pull-rod and a push-rod? Meds, you are bound to know as I hear you pull your rod all the time
OK, so can anyone tell me what the difference is between a pull-rod and a push-rod? Meds, you are bound to know as I hear you pull your rod all the time
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#8
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Posted 10 February 2009 - 12:05 PM
I like the look of the RB5, by far the best looking car out there along with the McLaren.
"Giancarlo, you are still two seconds a lap slower than Fernando, this cannot be possible you have the same fuel load, I know you have some understeer but you cannot be two seconds slower, COME ON"!!!! - Alan Permane, Fisichella�s race engineer, 2006 Australian Grand Prix
"We're lucky we don't build aeroplanes" - Mark Webber on Red Bulls reliability issues at the Australian Grand Prix 2008.
Nathan is: .............. ??
#9
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Posted 10 February 2009 - 01:49 PM
Meanioni, on Feb 10 2009, 07:52 AM, said:
The nose looks tiny! Drivers with big feet should not apply
OK, so can anyone tell me what the difference is between a pull-rod and a push-rod? Meds, you are bound to know as I hear you pull your rod all the time
OK, so can anyone tell me what the difference is between a pull-rod and a push-rod? Meds, you are bound to know as I hear you pull your rod all the time
Cheeky bugger, anyway, I have a remote set-up, so that my rod is pulled whilst leaving my hands free for other manipulatory work
A pushrod pushes the rocker that actuates the shock absorber, a pullrod pulls the rocker that actuates the shocker, Newey obviously likes a good pull. Anyway, the probable simple answer for the reason why they have used pullrod, is that the centre of gravity is lower - there's a reasonable explanation here: http://www.f1technical.net/articles/39
As for disadvantages, I think the only real one is that it's harder to access, therefore set-up can take longer. All its bits are mounted lower than a pushrod set-up, so it's (well) hung low. The amount of movement in push or pull is not usually an issue for an F1 car due to the tiny amount of movement required in the shocker and rockers - it really is a big stiffy on wheels.
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#10
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Posted 10 February 2009 - 07:59 PM
Looks very Star Wars to me.
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Posted 10 February 2009 - 08:40 PM
Webber's not in a wheelchair??
Dan is currently playing: with himself...
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#12
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Posted 10 February 2009 - 08:54 PM
The colour scheme just looks very spacey to me, more so than normal.
I think I like.
I think I like.
#13
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Posted 10 February 2009 - 09:02 PM
mikathegreat2, on Feb 10 2009, 08:40 PM, said:
Webber's not in a wheelchair??
Of course not, he's even gonna test tomorrow!
#14
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Posted 11 February 2009 - 02:59 AM
medilloni, on Feb 10 2009, 11:49 PM, said:
Cheeky bugger, anyway, I have a remote set-up, so that my rod is pulled whilst leaving my hands free for other manipulatory work
A pushrod pushes the rocker that actuates the shock absorber, a pullrod pulls the rocker that actuates the shocker, Newey obviously likes a good pull. Anyway, the probable simple answer for the reason why they have used pullrod, is that the centre of gravity is lower - there's a reasonable explanation here: http://www.f1technical.net/articles/39
As for disadvantages, I think the only real one is that it's harder to access, therefore set-up can take longer. All its bits are mounted lower than a pushrod set-up, so it's (well) hung low. The amount of movement in push or pull is not usually an issue for an F1 car due to the tiny amount of movement required in the shocker and rockers - it really is a big stiffy on wheels.
A pushrod pushes the rocker that actuates the shock absorber, a pullrod pulls the rocker that actuates the shocker, Newey obviously likes a good pull. Anyway, the probable simple answer for the reason why they have used pullrod, is that the centre of gravity is lower - there's a reasonable explanation here: http://www.f1technical.net/articles/39
As for disadvantages, I think the only real one is that it's harder to access, therefore set-up can take longer. All its bits are mounted lower than a pushrod set-up, so it's (well) hung low. The amount of movement in push or pull is not usually an issue for an F1 car due to the tiny amount of movement required in the shocker and rockers - it really is a big stiffy on wheels.
Newey has always been known to prefer to have the benefits of design out weighing all other factors like accessibility ect.. Remember the McLaren that Alex Wurz couldn't even fit into and the mechanics nightmare to work on.
"Giancarlo, you are still two seconds a lap slower than Fernando, this cannot be possible you have the same fuel load, I know you have some understeer but you cannot be two seconds slower, COME ON"!!!! - Alan Permane, Fisichella�s race engineer, 2006 Australian Grand Prix
"We're lucky we don't build aeroplanes" - Mark Webber on Red Bulls reliability issues at the Australian Grand Prix 2008.
Nathan is: .............. ??
#15
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Posted 11 February 2009 - 03:01 AM
freaky2, on Feb 10 2009, 10:02 PM, said:
Of course not, he's even gonna test tomorrow!
Renault powered wheel chair?
Jokes apart, I heard he is still limping!
#16
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Posted 11 February 2009 - 03:06 AM
Good sign with the RB5 being the quickest of all 2009 spec cars in Jerez. Its always a nice feeling when the car is quick out of the box. I know its hard to read too much into the times, but being 2.5 seconds off the pace of Seb Buemi in the 08 spec STR is decent to say the least.
I've got a feeling that the RB5 just might be something special, especially now that Renault have been allowed to make gains in order to regain some power compared to their rivals.
I've got a feeling that the RB5 just might be something special, especially now that Renault have been allowed to make gains in order to regain some power compared to their rivals.
"Giancarlo, you are still two seconds a lap slower than Fernando, this cannot be possible you have the same fuel load, I know you have some understeer but you cannot be two seconds slower, COME ON"!!!! - Alan Permane, Fisichella�s race engineer, 2006 Australian Grand Prix
"We're lucky we don't build aeroplanes" - Mark Webber on Red Bulls reliability issues at the Australian Grand Prix 2008.
Nathan is: .............. ??
#17
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Posted 11 February 2009 - 03:12 AM
abbas_gear, on Feb 11 2009, 01:01 PM, said:
Renault powered wheel chair?
Jokes apart, I heard he is still limping!
Jokes apart, I heard he is still limping!
Tomorrow will be interesting, fingers crossed he can complete the days testing. It is his right leg so its only the throttle leg not the left which is obviously used to brake and needing more power and endurance.
Mark has the fighters attitude, he is far from a wuss, remember him driving in France in the Williams with a car that bottoming out badly generating heat in the seat buring his backside, Japan (i think) a few years ago when Mark was sick inside his helmet. He would have to be one of the toughest drivers on the grid.
"Giancarlo, you are still two seconds a lap slower than Fernando, this cannot be possible you have the same fuel load, I know you have some understeer but you cannot be two seconds slower, COME ON"!!!! - Alan Permane, Fisichella�s race engineer, 2006 Australian Grand Prix
"We're lucky we don't build aeroplanes" - Mark Webber on Red Bulls reliability issues at the Australian Grand Prix 2008.
Nathan is: .............. ??
#18
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Posted 11 February 2009 - 06:01 PM
abbas_gear, on Feb 11 2009, 03:01 AM, said:
Renault powered wheel chair?
Dan is currently playing: with himself...
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#19
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Posted 11 February 2009 - 06:57 PM
Good to see him back, if fit.
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Posted 11 February 2009 - 08:10 PM
That front wing is just asking to be knocked off about 15 times this season, so big and being held on by 2 very long very narrow little bits of carbon fibre!
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Posted 11 February 2009 - 08:32 PM
Aren't they all.
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Posted 11 February 2009 - 08:46 PM
aussief1, on Feb 11 2009, 04:12 AM, said:
Tomorrow will be interesting, fingers crossed he can complete the days testing. It is his right leg so its only the throttle leg not the left which is obviously used to brake and needing more power and endurance.
Mark has the fighters attitude, he is far from a wuss, remember him driving in France in the Williams with a car that bottoming out badly generating heat in the seat buring his backside, Japan (i think) a few years ago when Mark was sick inside his helmet. He would have to be one of the toughest drivers on the grid.
Mark has the fighters attitude, he is far from a wuss, remember him driving in France in the Williams with a car that bottoming out badly generating heat in the seat buring his backside, Japan (i think) a few years ago when Mark was sick inside his helmet. He would have to be one of the toughest drivers on the grid.
He is doing well Nathan.http://www.totalf1.com/details/view/293014/Buemi_quickest_as_Webber_shines/
#23
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Posted 11 February 2009 - 11:24 PM
Sebastian Vettel was left twiddling his thumbs today. On standby, in case Mark Webber decided not to overwork his injured leg, the German had nothing to do as our Aussie driver comfortably reeled off 83 laps. This was Mark's first taste of the new car and his first day on track since last year's Brazilian Grand Prix.
"There were a lot of questions going into today and I answered them," said Mark Webber at the end of the day. "From my point of view, it all went better than expected and to do over a race distance on my first day back in the c#ckpit, with several weeks to go to Melbourne is a good thing."
It was also a good day on the technical front as RB5 ran 100% reliably, with the team working through every point on the job list. With the programme running to plan, the team was able to move on from a basic assessment of the new car, to working on aerodynamics and general set-up.
Seb returns to the c#ckpit tomorrow.
"There were a lot of questions going into today and I answered them," said Mark Webber at the end of the day. "From my point of view, it all went better than expected and to do over a race distance on my first day back in the c#ckpit, with several weeks to go to Melbourne is a good thing."
It was also a good day on the technical front as RB5 ran 100% reliably, with the team working through every point on the job list. With the programme running to plan, the team was able to move on from a basic assessment of the new car, to working on aerodynamics and general set-up.
Seb returns to the c#ckpit tomorrow.
#24
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Posted 12 February 2009 - 12:59 AM
Jez, on Feb 12 2009, 12:24 AM, said:
Sebastian Vettel was left twiddling his thumbs today. On standby, in case Mark Webber decided not to overwork his injured leg, the German had nothing to do as our Aussie driver comfortably reeled off 83 laps. This was Mark's first taste of the new car and his first day on track since last year's Brazilian Grand Prix.
"There were a lot of questions going into today and I answered them," said Mark Webber at the end of the day. "From my point of view, it all went better than expected and to do over a race distance on my first day back in the c#ckpit, with several weeks to go to Melbourne is a good thing."
It was also a good day on the technical front as RB5 ran 100% reliably, with the team working through every point on the job list. With the programme running to plan, the team was able to move on from a basic assessment of the new car, to working on aerodynamics and general set-up.
Seb returns to the c#ckpit tomorrow.
"There were a lot of questions going into today and I answered them," said Mark Webber at the end of the day. "From my point of view, it all went better than expected and to do over a race distance on my first day back in the c#ckpit, with several weeks to go to Melbourne is a good thing."
It was also a good day on the technical front as RB5 ran 100% reliably, with the team working through every point on the job list. With the programme running to plan, the team was able to move on from a basic assessment of the new car, to working on aerodynamics and general set-up.
Seb returns to the c#ckpit tomorrow.
Just testing for the # sign...Hmm, it never did that few months back.
Edited by abbas_gear, 12 February 2009 - 01:00 AM.
#25
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Posted 12 February 2009 - 04:21 AM
abbas_gear, on Feb 12 2009, 11:59 AM, said:
C#ckpit..
Just testing for the # sign...Hmm, it never did that few months back.
Just testing for the # sign...Hmm, it never did that few months back.
C0ckpit.
.
Edited by Jez, 12 February 2009 - 04:21 AM.
#26
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Posted 12 February 2009 - 06:56 AM
c#ckpit/penispit (just testing, mods)
“Wisdom is to be found with God and nowhere else. And unless the quest for wisdom brings a man to his knees in awe and reverence, knowing his own helplessness to make himself wise, wisdom remains for him a closed book”
– Lawrence Toombs
Some ways to be sure you could preach so as to convert nobody: "Let your supreme motive be to secure your own popularity and success. If you preach that way you're not going to say anything to offend and if you don't offend you can't convert anybody. Aim at pleasing for money and sexual favors, rather than correcting for holiness. Let your sermons be literary, flowery, ornate, flowing beautifully so your hearers never remember the lack of content. Be sparing of thought lest your sermon contain enough truth to convert someone. Avoid preaching doctrines that are offensive to the carnal mind. Deal with sin in the abstract and make no allusion to the sins of your audience. Preach salvation by grace but ignore the condemned and lost condition of the sinner, lest he should understand what you mean by grace and sense his need of it. Make no appeal to the fears of sinners, but make the impression that they have no reason to fear, God loves them. Preach the love of God and ignore the holiness of His love. Do not rebuke the worldly tendencies of the church, lest you should hurt their feelings and convert some of them. Select your themes and so present them as to attract and flatter the wealthy, aristocratic, self-indulgent, extravagant, pleasure-seeking classes and you won't convert any of them to the cross-bearing religion of Christ. Ridicule solemn earnestness in pulling sinners out of the fire and recommend by precept or example that jovial, fun-loving religion and sinners will have little respect for serious preaching. Cultivate fastidious tastes in your people by avoiding all disagreeable allusions to the last judgment and final retribution. Treat old and uncomfortable doctrines as obsolete and out of place. And so exhibit religion as to encourage the selfish pursuit of it. Make the impression upon sinners that their own safety and happiness is the supreme motive of being religious. And see to it that you say nothing to any of your hearers to demean him or her, but only what is flattering."
– Charles Finney
– Lawrence Toombs
Some ways to be sure you could preach so as to convert nobody: "Let your supreme motive be to secure your own popularity and success. If you preach that way you're not going to say anything to offend and if you don't offend you can't convert anybody. Aim at pleasing for money and sexual favors, rather than correcting for holiness. Let your sermons be literary, flowery, ornate, flowing beautifully so your hearers never remember the lack of content. Be sparing of thought lest your sermon contain enough truth to convert someone. Avoid preaching doctrines that are offensive to the carnal mind. Deal with sin in the abstract and make no allusion to the sins of your audience. Preach salvation by grace but ignore the condemned and lost condition of the sinner, lest he should understand what you mean by grace and sense his need of it. Make no appeal to the fears of sinners, but make the impression that they have no reason to fear, God loves them. Preach the love of God and ignore the holiness of His love. Do not rebuke the worldly tendencies of the church, lest you should hurt their feelings and convert some of them. Select your themes and so present them as to attract and flatter the wealthy, aristocratic, self-indulgent, extravagant, pleasure-seeking classes and you won't convert any of them to the cross-bearing religion of Christ. Ridicule solemn earnestness in pulling sinners out of the fire and recommend by precept or example that jovial, fun-loving religion and sinners will have little respect for serious preaching. Cultivate fastidious tastes in your people by avoiding all disagreeable allusions to the last judgment and final retribution. Treat old and uncomfortable doctrines as obsolete and out of place. And so exhibit religion as to encourage the selfish pursuit of it. Make the impression upon sinners that their own safety and happiness is the supreme motive of being religious. And see to it that you say nothing to any of your hearers to demean him or her, but only what is flattering."
– Charles Finney
#27
Jean Todt
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Posted 12 February 2009 - 10:11 AM
Jez, on Feb 12 2009, 05:21 AM, said:
C0ckpit. .
.hmm..but it worked ok few weeks back, I couldn't say c#ck, but I could say c#ckpit.
#28
aussief1
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Posted 12 February 2009 - 10:43 AM
abbas_gear, on Feb 12 2009, 06:46 AM, said:
He is doing well Nathan.http://www.totalf1.com/details/view/293014/Buemi_quickest_as_Webber_shines/
Yeah was a relief abbas. So happy he was able to put in some 83 laps today trouble free both from the car and Mark himself.
Great discussion you boys are having about c#ckpits
Edited by aussief1, 12 February 2009 - 10:44 AM.
"Giancarlo, you are still two seconds a lap slower than Fernando, this cannot be possible you have the same fuel load, I know you have some understeer but you cannot be two seconds slower, COME ON"!!!! - Alan Permane, Fisichella�s race engineer, 2006 Australian Grand Prix
"We're lucky we don't build aeroplanes" - Mark Webber on Red Bulls reliability issues at the Australian Grand Prix 2008.
Nathan is: .............. ??
#29
AleHop
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The Scourge of Alonso
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Posted 04 April 2009 - 12:22 PM
I liked that vid.
Fray Luis de León said:
As we were saying yesterday...
Tradition has it that he began his lecture the first day after returning from four years' imprisonment with the words "as we were saying yesterday..."
#30
The Rumble Strip
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F1 Ace
Posted 04 April 2009 - 04:31 PM
Impressed by the way the car has started the season.
Not sure if they look like race winners yet though.
Not sure if they look like race winners yet though.
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