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Ουσιαστικα η μοναδικη αλλαγη ειναι τα φτερακια τυπου Renault...
Η αεροτομη, τουλαχιστον η πισω ειναι λογικο να εχει αλλαξει μιας και η photo ειναι απο Silverstone και η αλλη απο το τελευταιο GP στο Indy.
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Ο χρήστης Go_For_Pole έγραψε:
http://www.grandprix.com/ns/ns19318.htmlTurbo
IMA
1.3 λίτρα κινητήρες
Κινούμενα αεροδυναμικά βοηθήματα...
Ταχύτητες εκεί που θα είναι το 2009
50% κάτω στην κατανάλωση (από 80---> 40 λίτρα τα 100).
Τοο good to be trueeee (pls let it be)
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Ο χρήστης christos.dimou έγραψε:
Turbo
IMA
1.3 λίτρα κινητήρες
Κινούμενα αεροδυναμικά βοηθήματα...
Ταχύτητες εκεί που θα είναι το 2009
50% κάτω στην κατανάλωση (από 80---> 40 λίτρα τα 100).
Τοο good to be trueeee (pls let it be)
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Αεροπορική τραγωδία με τρεις νεκρούς στη Γαλλία, μετά τη συντριβή ελικοπτέρου που μετέφερε πέντε άτομα στο Μαγνί Κουρ, εκεί όπου σήμερα θα διεξαχθεί το γκραν πρι της Γαλλίας. Από τη συντριβή έχασαν τη ζωή τους τρεις άνθρωποι και τραυματίσθηκαν σοβαρά άλλοι δυο. Οι νεκροί, ανήκαν στο περιβάλλον της Φόρμουλα 1 και σύμφωνα με ανεπιβεβαίωτες πληροφορίες, είναι μέλη του προσωπικού της Bridgestone. Αυτό τουλάχιστον αναφέρεται στην ηλεκτρονική έκδοση της εφημερίδας Le Monde, σημειώνοντας ότι η αστυνομία δεν έχει κοινοποιήσει την ταυτότητα των θυμάτων, δεδομένου ότι βρίσκεται σε εξέλιξη η ενημέρωση των οικογενειών τους. Μεταξύ των πέντε επιβατών, τέσσερις άνδρες και μία γυναίκα, είναι ένας Βέλγος και ένας Νεοζηλανδός. Στο ελικόπτερο δεν βρισκόταν κανένας επιβάτης VIP. Τα αίτια του αεροπορικού δυστυχήματος δεν έχουν γίνει μέχρι στιγμής γνωστά.
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Ενδιαφερουσα με βαθος συνεντευξη του Patrick Head.
εχω bold τα ενδιαφεροντα σημεια γιατι ειναι μεγαλη:
The Williams Team as Toyota Engine Customer
On whether Williams should be considered a so-called 'B-team' to Toyota:
No I don’t think so. Our relationship with Toyota is good, but we’re not operating as the Toyota B-team. We just have an agreement with them, a commercial agreement, for the purchase of an engine. And it is agreed that that engine will be to the same standard, and run to the same standard, as the engines in their car. I think a B-team would probably have a much closer integrated connection with a major manufacturer than we have. We are a customer team, if you like.On the team's current budget:
We have to cut our cloth closely, because obviously in the last two or three years our performance has been poor. And it’s very difficult for Frank and his marketing department to sell our future on the basis of a season like 2006, so we are certainly having to cut our cloth very closely.
**It was the reason that we didn’t test in Bahrain in February, because it was £250 000 that we thought that we could better spend in other places. But we’ll survive. ****On what percentage of an ideal budget Williams has:
We’d very happily double our budget. Many of the teams in the pit lane are operating on double our budget. And more. **On what he would do with the extra money if given that budget now:
Inevitably, we would probably expand our R&D and engineering side. It would be spent on increasing our ability to work on multiple projects at the same time. The difficulty in competing with these - very good, and I’m not complaining about it – but these major manufacturer teams, they have such breadth of capability at working on multiple projects. I saw Nick Fry was saying that there were 250 engineers in Japan working on their chassis side - gearbox, suspension, and all that sort of stuff. As is usual, as you spend money on something, it becomes like that: you don’t get as much value out of the second hundred million dollars as you do out of the first hundred million dollars.On whether the bigger teams waste a lot of money:
I’m sure that they're not deliberately wasting any money. But inevitably, if you cover all points and maybe have multiple projects going and maybe sometimes have more than one team competing with each other on different projects internally, then your effective use of money is not as high. I’m not sure where the point is at which you’d start calling it wasting money. I don’t know..... ....
And the Future Rules Concerning Environment Friendly Cars
On Max Mosley and the International Automobile Federation's efforts to cut costs, and whether that is really possible:
Well I think most teams will just spend the money that is available to them to do their job. And I think you will see some bigger and flashier and more expensive motor homes in the paddock. Not with us, I have to say. Although obviously we’re always trying to smarten our act, the actual hardware is the same. But I think, certainly, all of the team principals agree - despite the fact that one or two of them fought the initial thing quite hard from going to qualifying engine, race engine, to having one engine per race weekend, to then having to do two race weekends with an engine – in truth I think Max was right and some of the teams were wrong, including us on that.
That is a big saving of money.**But I have to say that although it’s technically very interesting for the engineers, I’m certainly doubtful whether this stored energy – it’s certainly going to be very expensive – and whether it’ll be good for Formula 1 as such…. And some of this further development with energy recovery from exhaust and cooling systems, I think that’s going to be extremely expensive for the manufacturers. And I don’t think that they will feel that it’s money well spent because I think that they are already working like mad on their road car engines and they don’t need Formula 1 to show them. I think the technical challenge is for them on the road cars in efficiency. And I’m not sure they’ll be that pleased to have to not only commit so much financial resource to trying to do a not necessarily comparable thing in Formula 1. But also to occupy some of their brightest engineers on the Formula One efficiency program, whereas in truth, those engineers probably should be working on the road car challenges they have. **
But then, one has to be careful, because we criticized Max on the longer life on the engines, about the homologation of the engines, and he’s probably turned out to be right.
On using the same gearbox for four races:
there’s nothing wrong with that. We actually decided that we needed to start work on that well before earlier. So a loss of the components in our gearbox here are capable of doing four Grand Prixs.How Williams Can Survive Against Such Competition
On whether Williams' situation as one of the last indpendent teams was done through force or from choice:
Well obviously, we would like to be a major manufacturer partner. And we had that situation with BMW. But the relationship didn’t work out. I think they’re now doing a lot of things for their own team that they should have been doing with us. **They were not supporting us financially in any serious way at all, what ever they say. So personally, I think that the plan was in place in some of the minds of the people in BMW well before the end - maybe two or three years - before the end of the relationship that intention was there. Because if they had supported us, I think we’d be much better off. But in truth we had to, by their insistence, we had to tie in on cooperation with them.
But it was all one way, we had to give them everything aerodynamically, everything gearbox, and we never saw anything back. **Now I’m sure it’s of use to them in developing their people. But it was a relationship that unfortunately went wrong. I think it was unfortunate that it did, but it did go wrong. But we have had many successful relations with big companies before that, so if the situation arises again I’m sure we’d be a good partner for a major manufacturer.On the strengths and weaknesses of the Williams team:
Strengths, I think we’re very quick responding. We have a very quick capability of being able to decide to do something, do the R&D necessary for it, turn it into a design and manufacture it and bring it to the track. I think we’ve still got to develop our capability of deciding exactly what we should be using that resource on. I think it’s getting a lot better now than it was a year ago. And we’ve got a very good team of people together now, which I think is a good strength. We’ve got a much stronger definition within the factory of responsibility, and good people in the top positions - in charge of transmission, in charge of suspension, in charge of aerodynamics. **So I think there’s a lot of progress. Meanwhile, it’s quite difficult on a limited budget to compete with some of the bigger teams. But then that’s a problem we made for ourselves by being uncompetitive in 2005 and 2006. **On how many years he thinks Williams can survive in its current situation:
I think we would survive, but we want to do a lot more than survive. You can always sort of shrink a team down, and have less people, and whatever. But that’s just if you’re making up the lower places. But I don’t think Frank and I, either of us really have an interest in running Williams in that way. So, yes, we’ve got some very significant challenges ahead, and we’re not blind to those challenges, and we’re trying to work out how we meet and rise to those challenges in terms of improving our budget position and in terms of improving our capability.On the interesting situation of the on-track battle the team has with its own engine provider, the Toyota team:
We’re trying to do the best we can with our car. And where that comes out between us and Toyota is not really immaterial, but it’s not really part of our thinking. Because we don’t think that if we beat Toyota we’re doing OK. Because I think the Toyota engine is probably as good as any of the engines and the padlock, and maybe better than many of them. So beating Toyota in itself is not our target. We want to get ourselves up into competing with Ferrari and McLaren. And that’s our challenge.On whether the new rule freezing the development of the engines makes it possible for them to have much better results than would have been possible in the past for customer teams:
Well I think the price of the engines should eventually come down a bit, if there is stability on R&D. And that’ll obviously help customer teams. We actually set our agreement with Toyota, and the commercial side of it, before there was agreement about homologation of the engines. And they’ve had to do a lot of work obviously to achieve the homologation, blueprinting everything and putting work into that. In truth, I think it’s probably better for us. Yes. Thank you Max.
F1 Διάφορα νέα-Ιούνιος 2007