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About scarbs

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    Test Driver
  1. Days Of Downforce And Aero Efficiency

    I agree the FW07 was a great aero car, probably the first to really improve on the Lotus interpretation of the wing car. But, I think the cars from the 1982 season might have been the better aero cars than the FW07. The Williams FW07 car debuted in 1979 and although constantly updated and raced as late as Long beach 1982 (IIRC), it was not the best aero car. The cars designed for or during that season were far superior in terms of downforce (Ferrari 126C2, Renault Re30, Mac MP4/1, Brabham BT50, Lotus 92, Ligier JS19). Interesting fact: Ross Brawn worked on the wing tunnel model and testing of the FW07, he was part of the team that sealed the floor around the engine\gearbox (the first team to do so) which really gave the FW07 its downforce. The FW08 was designed with six wheels in mind, then FISA banned 6 wheels and the car raced as a compromised four wheeler, even though it won the championship this was down to reliability and Rosbergs driving than the car being the best. The short wheelbase that raced in 1982 came about from the removal of the extra set of wheels, this made the ground effect tunnels shorter and prevented the car creating as much downforce as it could have done. Even with the six wheels the longer ground effect tunnels were compromised by the extra rear suspension for the third axle. If you compare that to the Ligier JS19 with its full length skirted ground effect tunnels and rear suspension tucked inside the sidepods the Williams was much better design, although it appeared to late to be fully developed before the flat bottom rule came in for 1983. Scarbs
  2. Low Profile Tyres

    F1 cars would use low profile tyres if they were allowed. But the rules demand 13
  3. Some 2005 Questions

    Honda never made it 1000hp for a v10 race engine, as the team were on a different engine change sequence to toher teams and the championship race was over, they went for an aggressive short lived engine for this race. An F1 car weighs 600kg inc driver, thus if we take the driver out its around 530kg, teams run less than 100kg of actual ballast, although some parts are made unduly heavy for stiffness, such as the sump\lower engine mount, gearbox floor and monocoque floor, so a figure of ~450kg is likely, the V8 engines HAVE to weight 100kg, they are more likely to be alittle heavier , although in a free formula, the cars woudl be nearer the 430kg region.
  4. Ferrari Wheel Covers

    The fairings are static and are part of the wheel nut and wheel retention set up. When they bolt the wheel to the hub, the extension inside the wheelnut reaches through hub to the back of the upright and splines onto a mounting, this stops the fairing spinning. Once the mechanic bolts the nut on, he needs to spin the fairing to engage the wheel retainer pegs and spline the fairing into position. The clear cover around the Wheel gun hold the fairing roughly in place, I guess the wheel retainer\fairing spline could lock into a position 90 or 180 degrees from the its proper position otherwise. At Silverstone the fairing wheelnut fell out of the wheel gun, it didn
  5. Air Flow Disruption

    I doubt the compressed air idea would work as described. Besides any sort of active aerodynamics like this are strictly outlawed. Bleeding pressurised air over aero surfaces is a well known practice, Aircraft often blow air through slots on large wings\flaps to prevent the device stalling. In some respects the use of the exhausts blowing under the rear wing are a similar solution (or through the diffuser if you go back to the eighties\nineties) Drag and downforce are linked, downforce squares with speed, while drag cubes. Thus at higher speed drag increases to the point where to add any top speed would require huge increases in HP. If you can reduce drag you can get a higher top speed, but as we've already seen we still need downforce to get around corners. At high speed downforce is doing nothing for the car, thus if you can reduce downforce, then you also reduce drag, which will improve top speed. This is why every team use clever flexible wings that flatten off at high speed, thus they give downforce in the corners (slower compared to the straights), but give lower drag on the straights for high top speed.
  6. Mechanical Grip And Performance Of F1 Car

    Labradoracer, You're not far wrong, although how good traction will be after the ban is also dependant on the engines power delivery. Note: Mechanical grip not only covers traction out of corners, but braking into them and grip going around them.
  7. Mechanical Grip And Performance Of F1 Car

    I think the argumentis flawed. Mechanical grip is different to how well a car runs behind another car. In fact mechanical grip only comes in to the equation at speeds under 100mph. runnign well behind another car is a case of aero sensitivity. I think the point the quote is trying to make is the BMW works well in distrubed airflow, something its designer Rampf alluded to at the launch. Scarbs
  8. Who Was The First To Hit The 19,000 Rpm Mark

    It was Italy 2002, both drivers hit 19K rpm. Most teams were running 19,500 up until the end of last year. Cosworth have hit 20k rPOM in testing their V8, but even then most V8s will be at similar revs to the old V10s Quote "BMW Motorsport director Mario Theissen was proud to confirm that Juan Pablo Montoya and Ralf Schumacher both broke through the 19,000rpm barrier for the first time during qualifying for the Italian Grand Prix. The BMW V10s in the back of the Williams FW24s both reached engine speeds of 19,050rpm, as against the 17,000rpm that was clocked when BMW made its F1 return at Melbourne in March 2000. "With this record figure we have once again raised the threshold in terms of our engine performance," said Theissen. "For an engineer it is thrilling to see figures which not so long ago were considered unattainable, suddenly becoming reality." For those of you with a technical mind, 19,000rpm translates to 158 ignitions per second for each cylinder - so now you know. "
  9. Zero Keel

    more about keels