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Ovo je moglo i u vesti, ali da otvorimo temu..



FIA opens F1 tenders for brake systems and wheel rims


The FIA has opened tenders for standard brake systems and wheel rims that are due to be included in Formula 1 from the 2021 season onwards.

In two years time, Formula 1 cars will face a major overhaul as the FIA aims to cut down on areas that teams spend a lot of money on for minimal performance gains.

A way to acheive this is to introduce 'standard parts', which are parts of the car that are the same for each team. Earlier in the year, a tender for standard gearboxes was launched. Now, two more have been launched for brake systems and wheel rims.

The wheel rim tender has been opened for 18-inch rims, with a precaution that the width of the rims may change slightly for 2021. For this, each team will be supplied with a minimum amount of 60 sets per year.

The braking system is split up into two parts, and these are:

- Brake pads and friction discs. A current provider of these parts is Brembo, who supply an average of 140 to 240 disks to each team per year.

- Brake hydraulics, the master cylinder and brake-by-wire components. Brembo supply 10 calipers to each team per year currently.

All of the tenders must make sure that the parts are suitable for use in Formula 1, and that they live up to the performance demands of the sport. They all must be equal specifications so that they comply with the idea that they are 'standard parts'.

Formula 1 managing director, Ross Brawn, says that the scope of the standard parts in Formula 1 will be much greater than what has currently been tendered.

"There is a lot of stuff we have common ground on. There is some stuff we all agree shouldn't change and there's stuff in the middle being argued about. Everyone makes their own fire extinguishers. It's a nice technical challenge, but it doesn't add performance. We can standardise those and help reduce the costs."

The FIA currently has a deadline of the end of June to finalise the 2021 regulations with the teams. However, there has been talk around the paddock that this could potentially be delayed until later in the year.


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F1 2020 clutch changes to make starts more driver-dependent


The FIA has introduced a raft of changes to the clutch management in 2020’s Formula 1 technical regulations, increasing the difficulty for the drivers at the race start.

Along with making pull-type paddle-activated clutches mandatory for each driver, the clutch signals used by the standard ECU will also be heavily monitored by the FIA to limit any advantageous mapping.

Should a team wish to use two clutch paddles on the steering wheel, each paddle must now be identical in form, motion and mapping - and drivers may be asked to demonstrate that both paddles work identically.

Furthermore, the paddle must work linearly with the clutch - meaning that the drivers’ actions must be wholly representative of the engagement of the clutch.

Article 9.2.1, section F in the technical regulations states that: “To ensure that the signals used by the FIA ECU are representative of the driver’s actions, each competitor is required to demonstrate that the paddle percentage calculated by the ECU does not deviate by more than +/-5% from the physical position of the operating device measured as a percentage over its entire usable range.”

This ensures greater responsibility is placed on the driver at the race start, meaning that there is the potential for greater variation off of the line.

Further changes have been made to stamp out the effect of oil burning within the car, creating more stringent rules for the transfer of oil to the powertrain.

This comes in the definition of the auxiliary oil tank (AOT), of which only one may be included within the car. This, and the pipework connecting to the engine, cannot exceed 2.5 litres - and must be solenoid controlled.

The amount of fuel outside of the survival cell has also been reduced from 2 litres to 0.25 litres, stopping any fuel flow trickery or mixing of oil with fuel in other areas of the car.

In addition, the FIA has also made changes to the regulations restricting rear-view mirrors, enclosing them in a smaller box to minimise the aerodynamic gain that can be taken from them.

These have also been moved further inwards, following suggestions that the 2019-specification mirrors offer limited visibility, and must now be 30mm closer to the survival cell and 40mm lower down.


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Ne priznajem ovu temu dok se Downforce ne upise u nju... 😎

(pokusavam da ga prizovem) 

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Gledajuci sjajan klip na temi Senna koji je postovao Dasubo, u kome voze stari Senin Lotus i koji se startuje sa komprimovanim gasom, interesovalo me kako se danasnji bolidi startuju. Evo clanka sa motosport sajta da procitaju svi koje to zanima.



Starting a modern turbo hybrid Formula 1 engine is not excessively complicated but it requires a lot of people and to follow a very strict procedure.


Motorsport.com talked about starting a Formula 1 engine with Bob Bell, technical adviser at the Renault Sport F1 Team.


Due to its extremely tight tolerances, a cold F1 engine cannot be started without any sort of preparation.

“Starting an engine is not that complicated. We must make sure that we have the right people to check the telemetry from the car so to see if it’s doing the right thing,” Bob Bell told Motorsport.com.


“It certainly requires more people than it used to be when we simply had a squirt bottle of acetone and a bottle of compressed air.”

It all begins by gradually warming up the engine block, gearbox, radiators and ancillaries to their operating temperature.

“We need to pre-warm-up engine to get it close to its operating temperature,” Bell explained. “We can do that with pre-heating systems, like circulating hot water in the block. The heating system is placed aside the car and connected to the cooling circuit.”

Bob Bell, Chief Technical Officer, Renault Sport F1, in the Press ConferenceRenault Sport F1 Team R.S. 18 exhaust

Once the engine has reached the desired temperature, one mechanic fires the electric starter several times with the engine off to circulate oil in the block, and bring the fuel and cooling circuits to the desired working pressure.

After that’s completed, the power is switched on, the starter is turned on and the engine comes to life. The sensors send temperature, pressure, position and speed data to laptops that are connected to the car.

“The thing we have to be very careful is to bring it to the right temperature, and making sure that when it’s running at low rpms and idling that it’s doing the right things as we would expect, that it’s behaving correctly. Then, the computer launches a programme that will automatically warm-up the engine by revving it according to a pre-set sequence,” Bell added.

“Once the engine is running, we have to let the hydraulics warm-up, because things like the power steering, the brake-by-wire don’t function correctly unless they are running at the operating temperature. We then have to do shift checks with the gearbox to make sure that it’s changing gears properly, check that the clutch activates properly, and more,” he explained.

Bell then stated that the hydraulic circuit is a crucial component of the car.

“We use a shared hydraulic system, so there’s only one hydraulic system on the car,” he declared.

“But then, the chassis side of the hydraulics is as sensitive to contamination than the hydraulics that controls the engine. What we do to filter the fluid and look after it with aerospace standards, like what you should expect from a modern aircraft. And that’s quite crucial because it doesn’t take much to stop an F1 car from running properly.”

The British engineer added that it’s quite easy to damage a modern F1 engine.

Renault Sport F1 Team mechainc works on Renault Sport F1 Team R.S. 18Renault Sport F1 Team R.S. 18 Rear Detail

“What you can’t do is leaving it running for too long with no air passing through the radiators, particularly if the car stops on the track. It’s a matter of a minute or so before you run into big problems.”

Since each driver must contest the entire F1 season with just three engines, the emphasis is (obviously) put on reliability. “We target an endurance cycle of 7,000km for each engine,” Bell admitted.

“That would be ideal. However, if you can get the engine to live just under 6,000km, that’s pretty good. We set a target that is above that to give us a margin, and obviously that’s not much in road car engine terms. It’s surprisingly difficult to get engines to consistently live to that life cycle.

“We have so few engines now, not just those on tracks but also to save money, we don’t want to have to build any more engines that we have to put them on the dyno to test. We don’t have a very big statistical sample size to reliably gauge engine life.”


Originalni sajt

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Ne znam gde da stavim ovo pa rekoh ajde u tehniku, podsecajuci se na Menslov Vilijams iz '92, naleteo sam na ovaj clanak. Prelep bolid!


Originalni sajt


The car that rewrote F1’s record and rule books: Nigel Mansell’s 1992 Williams-Renault FW14B

Kurt Ernst on Mar 14th, 2019


1992 Williams-Renault FW14B/08. Photos courtesy Bonhams Auctions.

In 1991, its debut season, the Williams-Renault FW14 won seven of 16 races on the Formula 1 calendar, but mishaps and mechanical issues kept the team and its drivers from earning championships. In the off-season, the FW14 evolved into the FW14B, which would go on to win 10 races in 1992, including a record-setting nine by world champion Nigel Mansell. Chassis FW14B/08, which Mansell drove to five wins and six poles on his way to the title in 1992, will be crossing the auction block at Bonhams Goodwood Festival of Speed sale, taking place on July 5, 2019, at the firm’s New Bond Street facility in London, England.

The FW14B was a technological masterpiece, and perhaps the most complex F1 car ever created. Taking advantage of gaps in the FISA’s rulebook, the Williams-Renault was equipped with a cutting-edge active suspension (developed in partnership with AP Racing), a semi-automatic gearbox, electronic traction control, anti-lock brakes (late in the 1992 season), electronic data logging, and an exhaust-blown diffuser to supplement rear downforce. Power came from a 3.5-liter Renault V-10, widely believed to be among the most powerful engines on that season’s starting grid.

Active suspension wasn’t new to Formula 1, having debuted in the 1983 season with the Lotus Type 92. An evolution of the technology developed for its road cars, the active suspension used on the Lotus F1 car had little impact on the team’s performance, which was best described as “dismal.” (Of note, however, was the team driver tasked with developing the system — Nigel Mansell.) It would take until 1987 before an F1 car equipped with an active suspension posted a race victory, and that year Ayrton Senna posted two for Camel Team Lotus Honda. At Williams, driver Nelson Piquet helped to develop an FW11B with active suspension, while teammate Mansell chose to stick with the more predictable — but slower — conventional setup, leery after his oft-terrifying experience with enhanced suspension at Lotus.

Such technology can have many components and many functions, but by the time the FW14B was launched in 1992, the primary function of active suspension was to keep the car level, at a consistent ride height, regardless of speed or side load. Not only could the FW14B’s active suspension trim the car, but it also served as an anti-roll bar and could be used (in conjunction with traction control) to limit understeer and oversteer. The tradeoff was precise feel communicated via the suspension to the driver.

As Patrick Head, technical director of Williams-Renault during the FW14B’s development, explained to Motorsport magazine,

Our active control responded to changes in load distribution, but there was always a small period before the system corrected, and during that period the usual feedback to the driver was not present. There was a fraction of a second delay and it felt to the driver as if he didn’t have roll stiffness or roll resistance.”

To put this in less technical terms, taking a corner in the FW14B required a bit of blind trust on the part of the driver. At turn-in, handling was vague, yet confidence in the system — and fast hands to catch a momentary slide — paid big dividends in lap times. Mansell eventually acquired a degree of trust for the active suspension, which proved well-suited to his hard-charging style of driving. Teammate Patrese, on the other hand, was more sensitive to a car’s feel, and had a harder time adapting to the system.

At the season-opening 1992 South African Grand Prix, Mansell put the FW14B (nicknamed “Red Five” for his number and chosen color) on pole, claimed fastest lap, and won the race, with teammate Patrese finishing second. Ultimately, Mansell would earn an astonishing 14 poles in 16 races (with Senna being the only non-Williams driver to earn a pole the entire year, in Canada), with a record-setting nine wins, one more than Senna had achieved in 1988. Patrese scored a single win, at the penultimate race in Japan, but delivered six second-place finishes for the team.

At season-end, Mansell had amassed 108 championship points, nearly doubling that of his teammate and second-place finisher Patrese, who wrapped the year with 56 points. Williams-Renault easily won the constructor’s championship, accumulating 164 points to second-place McLaren Honda’s 99. Still, nothing sums up the dominance of the FW14B more than one simple fact: Its replacement, the FW15, was ready for competition mid-season, but never deployed because the FW14B was so fast and reliable. (A revised version, the FW15C, was raced in 1993.)

1992 Williams-Renault FW14B/08

The reign of the FW14B did not go unnoticed by other teams and, ultimately, the FISA, which governs Formula 1. Afraid that rapidly emerging technology would only widen the gap between well-funded teams and those with more modest budgets, it passed an edict in February 1993 banning electronic driver aids as of the 1994 season. Briefly, F1 had reached a technological peak, legislated out of existence in the name of cost-containment.

Chassis FW14B/08, the car on offer at Goodwood, was driven by Mansell in seven events over the 1992 season, plus one practice session. It carried the world champion to pole positions in South Africa, Mexico, Brazil, Spain, San Marino, and Monaco, with corresponding victories in all but Monaco (where he finished second). As of race nine, the 1992 British Grand Prix, the car was turned over to Patrese (and thus named “White Six”). Patrese would drive it in six events, earning a pole position (in Hungary) and two podiums (Britain and Belgium).

The car was damaged in a minor crash during the Portuguese Grand Prix but repaired and added to the Williams-Renault collection at the end of the season. It eventually found its way into private hands, but remained a static display until 2017, when it was brought out for exhibition laps at Silverstone in honor of the Williams team’s 40th anniversary.

Given FW14B/08’s racing record and historical significance, Bonhams is predicting a selling price of £3 million (currently $3.89 million) when the F1 car crosses the auction stage in London this summer. For complete details on the Festival of Speed sale, visit Bonhams.com.


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FW14B i FW15C su verovatno tehnoloski najnapredniji bolidi ikada (uzimajuci u obzir eru iz koje dolaze). 


Ah to su bili dani... 


Nego, jel neko za to da skupimo neke donacije pa da kupimo mi ovo? 🙂 

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Pazi kako je F1 bolid ogroman, uvek su Leman prototipovi bili mnogo veci od bolida-jednoseda a vidi sad ovo! 😮

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Joooooooj sto ne volim podcast-e. Ne znam zasto ali ne mogu da se fokusiram na pricu. 


Zato "slusam/gledam" odlicni @Mairosu-ov kosarkaski podcast na Youtube-u a ne na Soundcloud-u ili gde vec kaci. Jednostavno, iako ne buljim u video njih sa slusalicama, lakse mi je kada ponekad bacim pogled, kada je neki momenat u prici kada zelim da vidim i neku emociju na licu, ili jednostavno da vidim lice tog ko prica, kako izgleda sada, ili kako izgleda uopste. 


Da li bih znao da prepoznam Costa-u?! Nema sanse... 

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F1 will not go all-electric – Symonds

Andrew Maitland

November 25, 2019


Formula 1 will work to become the authority in the area of biofuels rather than join Formula E in the world of electric power.

That is the view of Pat Symonds, a former F1 engineer who now works with the FIA.

“Formula 1 didn’t invent the hybrid, but Formula 1 showed what a hybrid could be and it moved people’s perceptions of what a hybrid is capable of,” he said.

Currently, the rules mandate a 5.75pc biofuel mix, and that should increase to 10pc for 2021. But Symonds indicated that the eventual goal is 100pc.

“The path to that is not completely clear at the moment, but in

partnership with the FIA and with the help of the engine manufacturers and the fuel companies, we are looking at the way forward,” he said.

“What we cannot do is carry on digging those (fuels) out of the ground. We’re going to have to somehow synthesise them and that’s what we want Formula 1 to explore and hopefully to lead.”

Symonds said F1 will not simply follow Formula E’s lead with all-electric power.

“What we can do is we can show the world that there are alternatives to electric power and there are alternatives to storing electricity in heavy and, I have to say, somewhat dirty batteries,” he said.


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