The V12 and V10 F1 formulas were the pinnacle, IMO. The current F1 formula cliche is that they sound like leaf blowers. The V10's gave me real, actual chills.
Oh...the "free hugs zone" is still there and in front of the Mercedes truck...Who will give out the hugs, Toto or Nikki???
GoodMorning Monaco....should be like this the rest of the week. Image Unavailable, Please Login Image Unavailable, Please Login
Joe, thanks so much for continuing to post details and pics; next to "pit girls" my fav thread and really appreciated - If you could "procure" the Ferrari shield over their hospitality suite, that would look epic in my garage!!! - the pics of the front wings and I assume vent ducts on the front wheel hub show everything that in my mind is wrong with these cars! Fascinating from an engineering perspective, but wrong. - The hospitality suite are something, a previous company I worked for helped design one some years ago, talk about transformers!
MonacoGP Father Keke and son Nico Rosberg will drive through Monte Carlo couple laps together in their world-championship winning F1 cars on Thursday at lunch time (Keke 1982 #Williams FW08 & Nico 2016 #Mercedes F1 W07).
Paddock...car covers getting a sun bathe. Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login It's all in the details.... Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login
Sooooo in short, Our car passed the oil test suspicion from Mercedes!!!! Clarity in the oil consumption dispute Nobody tricks with the oil Finally, there is clarity in the dispute over oil consumption. At the request of Mercedes, the FIA has specified what they mean by the limited to 0.6 liters per 100 kilometers of oil consumption. This includes all the oil, including the one used in the turbocharger. It was just a suspicion. The smoking Ferrari engines made the competition suspicious. Was everything right there, or did Ferrari find a way around the oil consumption limit of 0.6 liters per 100 kilometers? And if so, how? The engine engineers racked their brains on how to outsmart Article 20 of the Technical Regulations. Until one had the idea, one could press the oil into the combustion chambers via a "leaky" gasket in the turbocharger's supercharger, but not count it for consumption because the turbocharger is by definition not an engine. On May 14, Mercedes sent a request to the FIA. The engine engineers in Brixworth wanted to know if the oil consumed in the turbocharger counts to 0.6 liters. And if so, would the combined consumption of lubricant in the engine and turbocharger have to be counted towards consumption limits? The turbocharger is part of the engine The answer from Charlie Whiting came immediately. In a circular letter to the four engine manufacturers, the FIA race director made it clear that all oils used in the drive unit fall under Article 20. From the point of view of the World Association, the turbocharger is the engine. Accordingly, the oil burned in the internal combustion engine and the turbocharger must be included in the total consumption. The shot of Mercedes was obviously directed against Ferrari. But he missed his goal. We hear from circles of the FIA that none of the four engine manufacturers have to rebuild their oil system or the turbocharger. If someone had tricked in this area, he would have had to modify his turbocharger with immediate effect. Neither of the controls found a separate oil circuit for the turbocharger. This is the topic of the table. The battery affair, however, is still smoldering. But it should clarify the course of the weekend. https://translate.google.com/translate?hl=en&sl=de&u=https://www.auto-motor-und-sport.de/formel-1/keiner-trickst-klarheit-oelverbrauchs-streit/&prev=search
Note that the tub is only folded aluminium sheets, riveted together; and that the feet of the driver were still in front of the wheel axle; that took its toll, too... (To be honest, the McLaren MP4 of 1981 already had a carbon fiber tub, but it was the first car on the grid to do so...) Rgds
Here's an MP4/4.....how to build????-->https://haynes.com/en-gb/mclaren-mp44-owners-workshop-manual Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login
Mercedes Formula 1 team explains tech tricks for Monaco circuit The Mercedes Formula 1 team has explained the solutions it introduces to deal with the unique demands of the Monaco Grand Prix, including a special front suspension. While Mercedes has swept to the last four F1 drivers' and constructors' titles, it has been vulnerable in Monaco - where it was comfortably beaten by Ferrari last year and was fortunate not to lose out to Red Bull in 2016. Monaco carries bespoke considerations such as how aggressive the ride height can be to deal with the street circuit's bumps and how to get the most out of the engine at lower rev ranges - which is another quirk of the classic track. F1 teams also need to consider how to cope with the added steering lock required to negotiate the Loews hairpin, the tightest turn on the calendar, and the longer wheelbase of Mercedes' F1 challenger makes that task particularly important. Mercedes utilises a special front suspension to deal with what it claims is 40% more lock applied at the famous Monaco hairpin than that of Montreal, which is next up on the calendar. The team's Monaco-specific setting produces a bigger road wheel angle, which reduces the number of turns of the steering wheel required to negotiate the 50km/h (31mph) corner and does not limit the driver to one line to get round. Mercedes has also detailed how the downforce benefits of its long-wheelbase W09 gives it an overall advantage, despite theoretically being less competitive on the slower twists and turns of Monte Carlo where it gets "the least benefit". It estimates that if the wheelbase was the only differentiator between two cars than a shorter wheelbase would be faster by "less than a tenth", but this is not as significant as the loss in downforce compared to a long-wheelbase car in reality. Monaco's lower speeds reduces the airflow too, which makes cooling tougher. This is why in Barcelona testing last week Mercedes trialled its favoured solution of 'opening' the top of the engine cover. Image Unavailable, Please Login Mercedes has already made subtle tweaks to its car this season in a bid to extract more from a package that proved difficult before a dominant victory in Spain. It adopted a Sauber-like front suspension fin at Barcelona, combining the raised upper wishbone pioneered by Mercedes in 2017 with a large winglet to guide airflow around the upper corner of the tyre and reduce the turbulence this would ordinarily create. While Monaco will be the highest-downforce requirement of the season, the previous races in Azerbaijan and Spain have provided clear examples of the solutions employed for different downforce levels. Image Unavailable, Please Login Mercedes swapped a Baku-spec rear wing that swept upwards at the outer edges for a Barcelona version with a straight leading edge. You can also see how the length of the chord on the main plane and flag also changes, with the Barcelona spec creating more downforce outboard. Expert View By Gary Anderson Monaco has always required more steering lock than any other circuit, and the road wheel angle you need just for the Loews hairpin is also helpful if you have to try to pass a car through some of the other parts of the track. I suppose the main question is why not design the car with 20 degrees of steering angle to use at all circuits? The answer is fairly simple. The suspension components would be either heavier or less stiff, so it's a little compromise you don't want to make if you don't need to. Mercedes says it has the longest wheelbase car in the pitlane, not as relatively extreme as last year but still longer than all the rest. So, the question is will this give the team more problems in Monaco? Monaco is one circuit out of 21 in 2018. Again, it's that word 'compromise'. The car will be a little lazier, with potentially a little more understeer than a shorter wheelbase car. A longer car produces more downforce, which is correct because the low pressure under the car has more surface area to work on. To work out a figure for that extra downforce is fairly difficult, but if we make a couple of assumptions we can get an idea of why Mercedes persists with the concept. If the other cars' wheelbase is 3200mm and Mercedes' is 3400mm, and the underfloor surface is 50% of the wheelbase, that would give us an extra 100mm of underfloor length. Based on the shorter wheelbase cars having an underfloor length of 1600mm, that means the Mercedes underfloor is 6% larger in surface area. If the underfloor produces 20% of the car's overall downforce that means that extra underfloor surface area equates to roughly 1.2% of the car's overall downforce. So, if a 'normal' wheelbase car produces 1600kg at the normal downforce quoted speed of 240km/h (149mph) then that 1.2% equals 19.2kg. With the average pole speed in Monaco last year 166km/h (103mph), and considering that downforce is produced at the square of the car's speed, that means an increase in downforce of 9.2kg. On normal circuits, where the average speed is higher, the benefit is even greater.
Practice starts may only be carried out on the track at the end of each free practice session, none may be carried out in the pit lane. Image Unavailable, Please Login FIA: CHICANE ESCAPE ROAD - If a car uses the escape road at the chicane the driver may re-join the track only when the lights, operated by the marshal on the spot, are turned green. Image Unavailable, Please Login Image Unavailable, Please Login
Yes, but the MP4/4 is from the 1988 season (Note that the feet of the driver are already in a more secure place than on the Williams FW08 from 1982). The first McLaren, and the first F1, with a carbon tub was the MP4 (MP4 for short, latter retro-designated MP4/1) the first John Barnard car for the young "new" McLaren, with Ron Dennis at the helm (First win, John Watson, British Grand Prix, 1981) Barnard pioneered the carbon fiber tub in Formula One, with the help of the american firm Hercules. Not only was carbon fiber lighter and more rigid than aluminium, it was also a step forward for driver's safety, and was tested innumerable times in that matter in its first season (= 1981) by Andrea De Cesaris... Rgds
Will Keke still fit in the car? He's gained many kilos since his driving days, I can't imagine how he will be able to steer and shift gears?
