Οταν παιχτηκε το 'Fernando is faster than you' απαγορευονταν.

Ο χρήστης Nikos! έγραψε:

Το 'Romain, Kimi is faster than you' το ανεφερα με το που τελειωσε ο αγωνας αλλα αφου δεν το εκανε η Ferrari, δεν υπαρχει θεμα... Φταιβε παντα οι Ιταλοι!!!

Για το κεβλαρ δεν το πιστευω. Και η Pirelli και οι ομαδες λεγανε οτι αν υπηρχε κεβλαρ δεν θα υπηρχε προβλημα.

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Νομίζω ότι εδώ τρόλαρε λίγο δημοσίως τη Scuderia η Lotus.

http://vimeo.com/41220902

1'35'

Ο χρήστης REALZEUS έγραψε:

Γιατι να υπαρξει θεμα; Νομιμα δεν ειναι τα team orders;

Χρονια τωρα. Αλλα αν τα κανει η Ferrari ειναι ανηθικα.

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Καλά και η Ferrari με τα όσα έχει κάνει στο παρελθόν με το παραμικρό πρώτη πρώτη θα εκτεθεί.

Αληθεια τι τερατα εχει κανει η Ferrari? Κατειχε παρανομα μυστικα σχεδια αντιπαλου μονοθεσιου σαν την McLaren? Εβαλε το ενα μονοθεσιο να τρακαρει για να κερδισει το αλλο σαν την Renault?

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Όχι αλλά στα team orders επί εποχής Σουμάχερ έκανε κανά δυό μαλαγανιές. Εξαιτίας αυτού νομίζω είχε αρχίσει να συζητιέται να κοπεί το team radio.

Οι εντολες επιτρεπονταν μεχρι το 2002 και καταργηθηκαν μετα το αυστριακο εκεινου του ετους που ο Μπαρικελλο διαταχθηκε να κανει πισω. Απο εκει και περα τα πραγματα ηταν ξεκαθαρα, δεν χρειαζονταν να πεσουν εντολες μεχρι που εφυγε ο Σουμι.

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Ειδα το παρακατω στο προφιλ μιας φιλης που εχει εταιρεια που ασχολειται με motorsport promotion κλπ κλπ. Δεν ξερω κατα ποσο ισχυει αλλα το μεταφερω με επιφυλαξη.

PIRELLI explains - /Milan, July 2, 2013 –

After exhaustive analysis of the tyres used at Silverstone, Pirelli has concluded that the causes of the failures were principally down to a combination of the following factors:

1. Rear tyres that were mounted the wrong way round: in other words, the right hand tyre being placed where the left hand one should be and vice versa, on the cars that suffered failures. The tyres supplied this year have an asymmetric structure, which means that they are not designed to be interchangeable. The sidewalls are designed in such a way to deal with specific loads on the internal and external sides of the tyre. So swapping the tyres round has an effect on how they work in certain conditions. In particular, the external part is designed to cope with the very high loads that are generated while cornering at a circuit as demanding as Silverstone, with its rapid left-hand bends and some kerbs that are particularly aggressive.

2. The use of tyre pressures that were excessively low or in any case lower than those indicated by Pirelli. Under-inflating the tyres means that the tyre is subjected to more stressful working conditions.

3. The use of extreme camber angles.

4. Kerbing that was particularly aggressive on fast corners, such as that on turn four at Silverstone, which was the scene of most of the failures. Consequently it was the left-rear tyres that were affected.

The only problems that had come to light before Silverstone were to do with delamination, which was a completely different phenomenon. To stop these delaminations Pirelli found a solution by suggesting that the teams use the tyres that were tried out in Canada from Silverstone onwards. When this proposal was not accepted, Pirelli found another solution through laboratory testing, with a different bonding process to attach the tread to the carcass. So the problem of delamination has nothing at all to do with what was seen in Great Britain.

Following the conclusions of this analysis, Pirelli would like to underline that:

1. Mounting the tyres the wrong way round is a practice that was nonetheless underestimated by everybody: above all Pirelli, which did not forbid this.

2. In the same way, under-inflation of the tyres and extreme camber settings, over which Pirelli has no control, are choices that can be dangerous under certain circumstances. Because of this, Pirelli has asked the FIA for these parameters will be a topic of accurate and future examinations. Pirelli has also asked for compliance with these rules to be checked by a dedicated delegate.

3. Pirelli would also like to underline that the 2013 tyre range does not compromise driver safety in any way if used in the correct manner, and that it meets all the safety standards requested by the FIA.

The logical conclusion is that it is essential for tyres with the performance and technical sophistication of the 2013 range to be regulated and carefully controlled by Pirelli itself. In order to ensure the optimal functioning of the tyres, the Italian firm would need real-time data from the teams regarding fundamental parameters such as pressure, temperature and camber angles. While waiting for new regulations that would permit Pirelli access to this data, vital for the development and management of these state-of-the-art tyres, the following measures are proposed for the forthcoming grands prix, in agreement with the FIA, FOM, the teams and the drivers:

1. The use of the evolution of the current tyre that was tested in Canada (and proved to be completely reliable) for the German Grand Prix this weekend. This represents the best match for the technical characteristics of the Nurburgring circuit. In particular, the rear tyres that will be used at the German Grand Prix, which takes place on July 7, have a Kevlar construction that replaces the current steel structure and the re-introduction of the 2012 belt, to ensure maximum stability and roadholding. Given that these tyres are asymmetric as well, it will be strictly forbidden to swap them round. The front tyres, by contrast, will remain unaltered.

2. From the Hungarian Grand Prix onwards, the introduction of a new range of tyres. The new tyres will have a symmetrical structure, designed to guarantee maximum safety even without access to tyre data – which however is essential for the optimal function of the more sophisticated 2013 tyres. The tyres that will be used for the Hungarian Grand Prix onwards will combine the characteristics of the 2012 tyres with the performance of the 2013 compounds. Essentially, the new tyres will have a structure, construction and belt identical to that of 2012, which ensured maximum performance and safety. The compounds will be the same as those used throughout 2013, which guaranteed faster lap times and a wider working range. This new specification, as agreed with the FIA, will be tested on-track together with the teams and their 2013 cars at Silverstone from 17-19 July in a session with the race drivers during the young driver test. These tests will contribute to the definitive development of the new range of tyres, giving teams the opportunity to carry out the appropriate set-up work on their cars.

Paul Hembery, Pirelli’s motorsport director, said: “What happened at Silverstone was completely unexpected and it was the first time that anything like this has ever occurred in more than a century of Pirelli in motorsport. These incidents, which have upset us greatly, have stressed the urgency of the changes that we already suggested – which will be introduced during for free practice in Germany on Friday. We would like to acknowledge the willingness of the FIA, FOM teams, and drivers to act quickly to find an immediate solution to the problem. In particular, the adoption of winter tests, arranged with the FIA, that are more suitable for tyre development and the possibility of carrying out in-season testing will contribute to the realisation of tyres with increasingly improved standards of safety and performance. I’d like to re-emphasise the fact that the 2013 range of tyres, used in the correct way, is completely safe. What happened at Silverstone though has led us to ask for full access to real time tyre data to ensure the correct usage and development of tyres that have the sophistication we were asked to provide and extremely high performance that has lowered lap times by more than two seconds on average. While we wait for a change in the rules, we will introduce tyres that are easier to manage.”

Βεβαια για μενα ολα αυτα μοιαζουν με δικαιολογιες του κολου. Εφτιαξε η πιρελλι λαστιχα που δεν μπορεις να αλλαξεις το ροτατιον ή το μεσα εξω (που γινεται στο 90% των αγωνιστικων ελαστικων) και ξεχασε να το πει στις ομαδες....

Ο χρήστης Hannibal έγραψε:
Βεβαια για μενα ολα αυτα μοιαζουν με δικαιολογιες του κολου. Εφτιαξε η πιρελλι λαστιχα που δεν μπορεις να αλλαξεις το ροτατιον ή το μεσα εξω (που γινεται στο 90% των αγωνιστικων ελαστικων) και ξεχασε να το πει στις ομαδες....

Χοντρό αν έκανε κάτι τέτοιο πάντως.

Πάντως η αλήθεια είναι ότι αυτό το πράγμα πρώτη φορά το διαβάζουμε φέτος. Θεωρώ πως μια τέτοια σοβαρή αλλαγή σε σχέση με πέρσι (+ τον περιορισμό στις πιέσεις) θα είχε συζητηθεί από τους γκουρού του χώρου, όπως Scarbs κλπ.

Πάντως μας λύθηκε και η απορία γιατί ανέβασαν πιέσεις. Ήταν υπερβολικά χαμηλές.

Φυσικά και δεν ξέχασε, ήταν κοινή γνώση. Άλλωστε είχε γραφτεί από τον Adam Cooper πριν από ένα μήνα ότι με αρχηγό την Mercedes κάποιοι έβαζαν τα λάστιχα ανάποδα. Το ότι η Pirelli δε το θεώρησε πρόβλημα δεν λέει πολλά, προφανώς δεν ήταν πρόβλημα μέχρι τη στιγμή που οι ομάδες κατέβασαν υπερβολικά τις πιέσεις

Ο χρήστης ladaman11 έγραψε:
Και κατι που περασε στα ψιλα... (αφου δεν αφορα την κοκκινη ομαδα)

-Romain, Kimi is faster than you!

Είναι επειδή ο kantoniou έκανε το παπί Μέχρι τότε ο Grosjean ήταν ταχύτερος σε όλα τα sessions του Q και παρά την κακή εκκίνηση είχε περάσει μπροστά από τον Kimi στα ίσια με undercut και ένα θαυμάσιο outlap. Μετά η Lotus τον επιβράβευσε καθυστερώντας το 2ο pit stop για 3 πολύ αργούς γύρους με τελειωμένα λάστιχα. Μια επανάληψη λίγο πολύ αυτού που έκαναν στον Καναδά αλλά και σε άλλους προηγούμενους αγώνες. Το πόσο απελπισμένοι είναι να κρατήσουν τον Kimi δεν περιγράφεται.

Ο χρήστης Go_For_Pole έγραψε:
Φυσικά και δεν ξέχασε, ήταν κοινή γνώση. Άλλωστε είχε γραφτεί από τον Adam Cooper πριν από ένα μήνα ότι με αρχηγό την Mercedes κάποιοι έβαζαν τα λάστιχα ανάποδα. Το ότι η Pirelli δε το θεώρησε πρόβλημα δεν λέει πολλά, προφανώς δεν ήταν πρόβλημα μέχρι τη στιγμή που οι ομάδες κατέβασαν υπερβολικά τις πιέσεις

Αρα αν οι ομάδες φταίνε, κακώς όλοι προσπαθούν να στριμωξουν τη Pirelli.

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Ο χρήστης Nikos! έγραψε:

Φυσικά και δεν ξέχασε, ήταν κοινή γνώση. Άλλωστε είχε γραφτεί από τον Adam Cooper πριν από ένα μήνα ότι με αρχηγό την Mercedes κάποιοι έβαζαν τα λάστιχα ανάποδα. Το ότι η Pirelli δε το θεώρησε πρόβλημα δεν λέει πολλά, προφανώς δεν ήταν πρόβλημα μέχρι τη στιγμή που οι ομάδες κατέβασαν υπερβολικά τις πιέσεις

Αρα αν οι ομάδες φταίνε, κακώς όλοι προσπαθούν να στριμωξουν τη Pirelli.

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Η ιδια η Pirelli στριμωχνει τον εαυτο της λεγοντας

1. Mounting the tyres the wrong way round is a practice that was nonetheless underestimated by everybody: above all Pirelli, which did not forbid this.

Ο χρήστης fokion_sportage έγραψε:
Εχουν πεσει πολλες 'προ-ειδοποιησεις' οτι κατι δεν παει καλα με τα λαστιχα και σκανε σα φουσκες για οποιοδηποτε λογο.
Δε μπορω να καταλαβω αν πρεπει να γινει κανα ατυχημα σοβαρο για να 'γινει κατι'...

περιμενε μεχρι να βγαλουν προφυλακτικα

Το Βρετανικό GP για τον Grosjean όπως το είδε ο Edd Strawv(AUTOSPORT F1 editor): He outqualified Raikkonen for the first time since last year's United States GP (albeit by only seven-thousandths of a second), ran with him for the first half of the race before being unlucky with traffic and then having to retire after being hobbled by a front wing problem.

Youtube Video

http://www.autosport.com/news/report.php/id/108537

Webber: British GP tyre issue could've been Indianapolis '05 repeat

Formula 1 would have had to call off the British Grand Prix if Pirelli's tyre failures had struck in practice at Silverstone, reckons Mark Webber.

Following the four tyre blow-outs that marred the Silverstone race, and forced Pirelli to introduce new tyres, Webber believes that F1 was lucky that the problems were not discovered until the Sunday.

He believes that if the faults had come to light in practice, then the sport may have faced another Indianapolis 2005 situation - where drivers were unable to race on safety grounds (see below).

'It was probably fortunate in Indy we found the problem in practice,' said Webber ahead of the German Grand Prix.

'The tyres were failing at a very high-speed nature in a dangerous corner, so the race couldn't go ahead [for the Michelin cars].

'The problems we had on Sunday [at Silverstone], if we'd had them on Friday, then the result probably would have been the same.

'You can't just magically turn up with a new type of tyre overnight and supply a hundred set of tyres through the pitlane.

'So we were probably fortunate in a way we got away [with things] at Silverstone on Friday. That was the big difference.'

F1 drivers had very limited dry running at Silverstone on Friday because of the bad weather that struck that day, with the first sign of tyre trouble coming on Saturday morning when Sergio Perez had a failure.

WEBBER CONFIDENT IN TYRE FIX

Webber thinks that everyone in F1 will have taken on board valuable lessons from what happened at Silverstone.

He says he has no personal concerns about the safety of Pirelli's products.

'I'm a bit more confident they've got some more data, although not in the environment they wanted to get it, with which they can be more comfortable in the future.

'We have had some issues in Bahrain [with Lewis Hamilton] and Barcelona with Paul [di Resta]. They are different, but there is enough evidence for them to improve the package that will give us some more confidence.'

Webber also said that Adrian Newey's frustrations after the race - where he blamed the situation on the 'short-sighted' views of teams who had blocked earlier safety changes - were genuine.

He pointed out that Red Bull technical chief Newey had been at Williams in 1994 when Ayrton Senna was killed in an accident some suspected low tyre pressures or debris had contributed to.

'When you've someone like Adrian Newey he doesn't forget what happened at Imola in '94,' he explained. 'These things aren't small for him.

'He's a clever guy, and he gets as emotional as any of us. These things need to be handled correctly, and Pirelli will handle them correctly.

'If Adrian has an opinion on something, especially when it's a safety factor, then you have to respect it.'

RECAP: INDIANAPOLIS 2005 TYRE DRAMA

The 2005 United States Grand Prix took place with only six cars competing after all the Michelin runners had to withdraw at the start because of tyre safety concerns.

During Friday practice there had been a number of incidents for Michelin cars at the final banked corner – including a spectacular crash for Ralf Schumacher.

Michelin came to the conclusion that its tyres' safety could not be guaranteed for the race, so advised its competitors not to take part.

Despite frantic efforts to find a solution – with a variety of proposals being considered including installing a chicane or flying out fresh tyres – no agreement could be reached.

On Sunday afternoon, the 14 Michelin runners all completed the parade lap before heading to the pits to retire.

Bridgestone's six cars were able to race – with Michael Schumacher winning ahead of Rubens Barrichello. The Jordan of Tiago Monteiro finished third.

The events of that weekend caused huge controversy in F1, with the sport's image at Indianapolis never fully recovering and the events opening up fresh conflict between the teams and FIA president Max Mosley.

Οι θερμοκρασίες έσωσαν την Pirelli. Aπαράδεκτη κατάσταση πάντως.

Πάντως αν οι ομάδες δεν ακολούθησαν τις υποδείξεις και specifications της Pirelli, κακώς τη κατηγορούνε.

Εδωσε?? Ιδου το ερωτημα

Πάντα δίνεται ένας 'φάκελος' ενδεδειγμένων ρυθμίσεων για πιέσεις και κάμπερ (τουλάχιστον)

.... πιο κερμπ ρε παιδιά ...