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Author: ShadowChaser

F1 Technical Specification Discussion Centre

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Post time 29-6-2009 08:45 AM | Show all posts
peraturan utk race baru tu blum lagi kuar..maybe lebih kepada speed
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 Author| Post time 29-6-2009 02:24 PM | Show all posts
breakaway dah tak jadi, jadi tunggu regulations baru utk next season lak la
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Post time 1-7-2009 05:05 PM | Show all posts
nampaknya aku dah banyak ketinggalan dalam bab ni...

lama tak ikuti perkembangan beb....

sibuk dengan selsema babi
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Post time 3-7-2009 03:28 PM | Show all posts
163# Yo-Ya
risau gak pasal penyakit tu..kena hati2 terutama time pegi tempat tumpuan awam..
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Post time 3-7-2009 03:30 PM | Show all posts
162# ShadowChaser
kalo tak jadi..apa akan jadi pada 3 team baru tu..manor dah nak menarik diri..lgpun 3 team tu join pasal tahun depan ada budget caps
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 Author| Post time 6-7-2009 03:19 PM | Show all posts
165# weta_studio
manor dah menarik diri

usgp dah konpom kan, derang tak kesah bajet-bajet ni, enjin cosworth kot

driver, danica patrick mungkin sorang kot
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Post time 6-7-2009 03:53 PM | Show all posts
166# ShadowChaser
bos manor cakap team dia join F1 tahun depan pasal budget caps

jadi kalo rules baru tak jadi next season team manor akan tarik diri sebab kos manor tak dapat nak lawan big boys yg lain.
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Post time 6-7-2009 03:55 PM | Show all posts
best gak tgk danica lawan alonso,kimi,budak hitam next season..if michael schumacher still berlumba..pasti kena makan asap michael sampai kenyang balik ke US tak perlu  makan2 lagi
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 Author| Post time 6-7-2009 10:55 PM | Show all posts
168# weta_studio

ramaila orang amerika tgk f1 balik kalu danica masuk f1
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 Author| Post time 6-7-2009 11:06 PM | Show all posts
kepada sesapa yang tak penah tgk gamba dia ni dia danica patrick, pelumba indycar series utk team Andretti Green,
haku search danica patrick kat yahoo image banyak kuor gamba swimsuit lak dia ni
Awards
2005      IndyCar Rookie of the Year
2005-07 IndyCar Most Popular Driver       
Starts         73
Wins         1 - won at Twin Ring Motegi in the Indy Japan 300 on April 20, 2008
Poles         3
Best finish         6th in 2008
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 Author| Post time 6-7-2009 11:08 PM | Show all posts
167# weta_studio

manor ni team mana, pakai enjin mana, chasis mana, lotus ke
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 Author| Post time 4-8-2009 11:42 AM | Show all posts
FIA confirms new Concorde Agreement signed
The FIA has revealed that president Max Mosley has put his signature to a new version of the Concorde Agreement, bringing an end to the political rows that so far dogged the 2009 F1 season.

The lack of a new Concorde Agreement – which sets out how the sport is run – has been a bone of contention during the various disagreements between the FIA and the Formula One Teams' Association that have occurred in recent months, but the agreement should now provide stability as F1 moves forward.

“Following approval by the World Motor Sport Council, late last night FIA President Max Mosley signed the 2009 Concorde Agreement, heralding a renewed period of stability for the FIA Formula One World Championship,” a missive from the governing body read.

“The Concorde Agreement – a contract between the FIA, F1's commercial rights-holder and the participating teams – sets out the basis on which the teams participate in the championship and share in its commercial success.

“The new Concorde Agreement, which runs until 31 December 2012, provides for a continuation of the procedures in the 1998 Concorde Agreement, with decisions taken by working groups and commissions, upon which all teams have voting rights, before going to the WMSC for ratification.”

As well as the signing of the new Concorde Agreement, the FIA also confirmed that that World Motor Sport Council has approved minor changes to the sporting and technical regulations for the 2010 season – which will be published shortly – and that the competing teams had finally reached agreement on ways to cut the costs involved in the sport.

The WMSC has also approved a slightly revised set of stable Sporting and Technical Regulations (to apply from the 2010 Championship onwards), which have been agreed by the FIA and the teams and which will be published shortly on the FIA's website,” the statement continued. “In addition, as agreed in Paris on 24 June 2009, the teams have entered into a resource restriction agreement, which aims to return expenditure to the levels that prevailed in the early 1990s.

“With the 2009 Concorde Agreement and the resource restriction agreement in place, the FIA looks forward to a period of stability and prosperity in the FIA Formula One World Championship.”
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 Author| Post time 9-8-2009 08:22 AM | Show all posts
A tour of Renault's Enstone factory

Eurosport-Yahoo! took a tour of the Renault F1 factory in Enstone to bring you a closer look at what goes into producing a Formula One car.

Gliding along the country lanes of Oxfordshire, you could be forgiven for imagining you are heading for a village fair, or perhaps a spot of lunch in the garden of a picturesque pub.

Hidden within this idyllic setting lies one of the most advanced motorsport development facilities in the world.

After checking in at the gate, the approach is not particularly awe-inspiring: there are no towering structures behind the entrance, only single-story buildings spread to the left and right.

Yet almost 550 people work at the Enstone facility, which produces everything for the car with the exception of the engines, which are constructed at the southern Paris suburb of Viry-Chatillon.

"The factory is 52 weeks of the year," director of factory operations John Mardle tells Eurosport. "It is constant: it goes from development to the new car to development to the new car.

"The whole concept of grand prix teams is like two menus: the 'set' menu is the car building and the 'a la carte' menu is feeding the parts to the car."

You would find people hard at work here 24 hours a day: in F1 there is no time to waste, no locking the doors for the night at half-past five. Renault F1 employs people of 14 different nationalities, each among the best in their field.

As they work, a plane shuttles back and forth between Paris and Enstone, smoothing the exchange of information and ideas which could otherwise be diminished through immediate channels of communication.

Initial meetings are held between the two sites 18 months in advance of the debut of a new chassis. The process of building begins with the open-plan design office on the first floor further down the site, where 60 designers and engineers dream up the optimal design of the thousands of parts which will make up the new car.

Under the guidance of technical director Bob Bell - working from a private office adjacent to that of managing director Flavio Briatore on the far side of the huge room - the team use Computer-Aided Design technology to produce the 10,000-plus drawings which go into the design of each year's challenger.

Bell explains the management structure.

"At the top of the tree is Flavio Briatore," he says. "He's the managing director and I report directly to him. My role may differ slightly from other technical directors: I'm responsible for everything done technically within the organisation but also a broad management remit, coordinating the organisation on a day-to-day basis.

"Pat Symonds and I work closely together: Pat is responsible for all trackside operations."

Six months after the initial meetings the first spec is published, allowing the project to begin in earnest.

"There are four key areas of technical development, which attract the majority of the spend," Bell says.

"The biggest is aerodynamics: that is traditionally the area where, if we had more money, we would spend it. The cost of an improvement through an aero development is a lot less than for example, a change to the engine.

"There's a R&D group within the organisation which deals with the mechanical projects: suspension concepts and so on.

"Then there's R&D activity within the electronics world, greatly reduced because we now work from standard electronic systems, but there's still a little scope for sensory development, application, techniques and some software.

"Lastly the control systems are again standard issue, but there's some technology we can do. Those attract a relatively low budget."

With nine months to go to the season start, the manufacture and testing of new components begins, starting with the 'invisible' parts such as the gearbox in order to maximise the time the aerodynamicists have to design the smooth lines of the aero package.

Witness the showering fragments of bodywork following a collision and you might think the material the cars are made from is delicate. But you would be wrong: for safety reasons many parts are designed to give way under direct impact, despite consisting of 80 per cent carbon fibre.

So by what processes are the parts made? Move downstairs and you see men in white protective suits working behind glass windows, with samples of various manufacturing and car parts on display in between.

In the 'clean room' - a fully-sterile environment maintained at constant temperature and humidity - they are turning the CAD drawings into parts, via special moulds made of carbon fibre.

Each mould - and part - consists of 12 to 50 layers of carbon, twice as strong as steel and five times lighter. The room is sterile because any dirt particles settling in between them would weaken the final material; once the layers have been laid down they are vacuum-packed together and taken to one of the three nearby autoclaves.

These are giant, yellow cylinders which act like pressure cookers to 'cure' the carbon fibres and make them hard. Once the moulds have been made in this way, they are used to produce the parts which will be tested in the wind tunnel: around 15 parts can be made from each mould.

To the factory floor. Looking at the complex exhausts produced, each differing ever so slightly in one way or another, it becomes apparent why so many people are needed: there are several working on this one small part, pondering the intricacies of gas flow through a pipe.

Across the courtyard, we enter the building housing the wind tunnel. By the end of the summer, with testing in the tunnel three months down the line, 100 per cent of the factory's focus is upon the follow year's challenger.

Models of the car are put together at half-scale and tested 24 hours a day here for aerodynamics, running on a conveyor belt in what is essentially a giant tube with air blown through it. A computer system amends the parameters to put the model through 'corners' and replications of other stressful situations on track.

There isn't much to see - access is tightly controlled as Renault test the latest bodywork updates - except for an example model on the level directly above the tunnel; the noise from the rapid prototyping machines in the control room, which act like 3D printers to produce parts for the models, and the tunnel itself leave the visitor in no doubt that important work is taking place.

Back down the stairs and outside, the human performance centre is set back a bit from the main grounds: a state-of-the-art gymnasium which includes a special machine to strengthen the neck and the BATAK wall, where drivers improve reaction speed and coordination though touching flashing lights.

It is a shame that Renault's double world champion Fernando Alonso no longer lives nearby to take advantage of the facilities more than a few times a year; one imagines the team's staff are only too pleased to fill in.

The squad's fleet of transport trucks are undergoing a wash as Eurosport passes. The vehicle we look inside is one of those used to transport the cars, with massive storage space in steel containers fitted around the racks on which this year's R29 would sit.

With 32 tonnes of equipment taken to each race, there are 11 trucks in total: five to make up the team's two motorhomes and the other six to carry the cars, engines and spare parts. With the exception of the non-European fly-away races - where everything is shipped to the circuits by air freight - the trucks are planned to arrive at a venue on the Monday before a race weekend.

The logistics are looked after by Mardle: "As the operations director I look after whole of the site, manufacturing building works, transport, site security, everything not directly technical and make sure that the technical side of things is smoothly transferred to the car.

"The pressures in F1 are balancing the budgets available with what we can and can't do without letting the team down and making sure we put parts to the car to compete and win races. We all want to win races and we have constraints: that's a fair amount of pressure."

All parts are designed and produced, and the chassis assembled, by Christmas - winter testing then gives the team valuable hands-on data to enable key changes.

A second and third chassis are prepared in the three months prior to a season's start - and before the team's workforce can blink, Melbourne homes into view and the slog begins all over again.

There's time for a visit to the Heritage and Communication conference centre, where visitors are wined and dined surrounded by classic Renault racers, including Alonso's 2005 championship-winning car.

One thing is especially evident among the dozens of workers who greet Eurosport around Enstone: their friendliness - from the transport guy blasting the trucks with a hosepipe to those producing the exhausts, the lady working reception in the gymnasium and the people at the very top of the design office.

"I don't know from direct experience, but I'm led to believe from people that have come here that the atmosphere is not the same at some of the other teams," Mardle concludes.

Another disappointing season may have hit bonuses across the board and later see second driver Nelson Piquet Jr given the boot - all against the backdrop of battles with the FIA - but there are plenty of smiling faces in the Renault ranks.

Jonathan Symcox / Eurosport
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Post time 17-9-2009 10:41 AM | Show all posts
Life on the Wire - the Formula One Race Engineer Unravelled

Their voices stop television commentators in their tracks as they takeover the air waves and issue instructions to a driver, but a raceengineer’s job entails much more than being a pit-to-car messenger.From strategist to diplomat, from decision maker to motivational guru,it’s a complex and demanding role.

One of the most experiencedin the business is Brawn GP’s Jock Clear, race engineer to RubensBarrichello. From guiding Jacques Villeneuve to the world title in1997, to his recent triumph as the man behind Barrichello’s Valenciavictory, Clear remains at the very top of his game. In the first of athree-part feature, Formula1.com caught up with him to find out moreabout one of the most important positions in the paddock.

Forcasual Formula One fans, the race engineer’s most obvious presenceduring a Grand Prix weekend is his conversations with his driver overthe radio. Whether it’s a blurted-out order to ‘pit’ as rain begins tofall, a warning to take it easy for the sake of the tyres, advice topick up the pace ahead of an in-lap, or just relaying how the race ispanning out, it’s a pivotal part of their job.

As the team’sgo-between linking cockpit and pit wall, a race engineer provides thedriver with all the information (strategy, lap times, tyrestemperatures etc) that he needs to get the job done. He will also passon any data that could help the driver improve his pace, let him knowif he needs to adjust engine settings to conserve fuel, or tell himwhat his rivals are up to. It goes both ways, so as well as relayinginformation, the engineer must listen to the driver’s responses andinterpret these messages quickly, before passing them on accurately tothe rest of the team’s support engineers. With these facts at theirfingertips, the whole team can then work on measures to improve thecar’s set-up, handling, and performance to better suit the driver’sdemands.

“The dialogue between the two that you see on thetelevision is the thing that people most relate to,” explains Clear,when asked to describe his job to the layman. “You’re the directconduit between the driver and the 400 people in the team. Interpretingthe feedback is important too. Obviously the driver isn’t an engineer,so you need to then translate (what he says) into ‘engineer speak’. Youreally are the eyes and ears of the rest of the factory, as far as thedriver is concerned and vice versa.”

As well as being chiefenvoy between driver and team, Clear will also help make the keydecisions that will shape his driver’s strategy over a Grand Prixweekend. Of course, the days of tactics being the domain of two orthree team members are long gone; there’s now a whole gaggle ofengineers working to find the best practice, qualifying and race plan.However, Clear (and his fellow race engineers up and down the pit lane)remains an intrinsic part of this process, assisting the team indeciding on fuel loads, tyre choice and the timing of qualifying runs.
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Post time 17-9-2009 10:41 AM | Show all posts
“Strategy is a group thing now,” confirms Clear. “I would say thatJames Vowles, Brawn GP’s strategy engineer, is pretty much in charge ofwhat goes on a race day. But again, on the basis of all that’s gonebefore, myself, Rubens, Jenson (Button), and (Button’s race engineer)Andrew Shovlin are all involved throughout the weekend.

“Socome race time, James is effectively choreographing the show, havingbeen through rehearsals with all the rest of us. It’s testament to howwell you work as an engineering group and how well you’ve done yourhomework. We shouldn’t have debates on the pit wall. If it’s a set ofcircumstances that you didn’t foresee then you just didn’t do yourhomework.”

But Formula One racing is anything but predictable,and however painstakingly organised the team is, there will always bemoments of uncertainty, where things just don’t go to plan and disorderreigns. Be it a safety car, a sudden shower, or a puncture, anythingcan happen and not every eventuality can be planned for. And it’s atthis point, when time is limited, that Clear has to take control,helping his driver settle on a course of action in little more than aheartbeat. It’s not something just anyone can be good at.

“Youneed to make decisions - simple as that really," says Clear. "Andyou’ve never got the luxury of having all the information available toyou. So you always have to make decisions with whatever information youdo have available at that time. And as much as you’d like to wait acouple of minutes to see if it is going to rain, for example, thoseextra couple of minutes might be too late and you’ve missed the window.

“So you invariably have to make decisions on the thinnest ofinformation. And that’s something some people don’t like doing. Ifyou’re a pure scientist your gut feeling is that you can’t make adecision yet, you’ll have to wait for some more information. Butobviously sport doesn’t allow you to do that. So there’s a hugeemphasis on simply being able to make a decision. The whole team hasgot to know what to do in any given circumstance, and no decision isthe worst thing you can do.”

One of the most surprising thingsis that an engineer can make these decisions on the spot and thencommunicate these speedy demands to the driver in the same calm andcollected manner that he was chatting about front-wing adjustmentsduring Friday practice. For Clear, this unflappability is an essentialpart of the job.

“It’s only the pressure of time that makes youexcitable. You’d be surprised at how quickly you need to make decisionat key times. You are talking matters of seconds. You can take in theregion of three to five seconds to get the most basic of informationacross, but in some circumstances three to five seconds is too long. Soyou simply have to try and get information across stupidly quickly.

“Onecircumstance that comes to mind is in Singapore last year when thesafety car came out when Piquet crashed. I’m sure the radios wereflying between Red Bull and us, because we were the four cars who couldpit before the safety car got out. Three out of the four did it. Jensonfailed to get in, but Webber, Coulthard and Rubens all got in and gotthe jump so to speak. It’s that circumstance where it will sound verypanicky but it’s in that case that you don’t have three seconds to saya phrase to get the information to the driver. You’ve got to get it outfaster than that - and the only way of doing that is to say it fast andloud.”

As in all aspects of the sport, speed is evidentlyimperative. And Clear believes that this ability to be flexible enoughto take a punt on a spur-of-the-moment strategy change is vital for arace engineer to be good at his job. He does, however, admit that it’san inexact science - and one that can have mixed results.

“Thefact is when you have to make decision with a lack of information,inevitably, you will get it wrong sometimes,” he says. “The skill of arace engineer is to demonstrate that over the course of a season orwhatever, he’ll be right more often than he’s wrong. But it’s makingthose judgement calls and being better at it than average that makes asuccessful race engineer.”
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 Author| Post time 17-9-2009 10:58 AM | Show all posts
technical specification musim depan lum ada lagi kan
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Post time 17-9-2009 02:56 PM | Show all posts
Post Last Edit by weta_studio at 17-9-2009 15:01

wiki ada pasal tu..cuma ada beberapa part yg masih tak konform lagi

cth budget cap tu..wiki cakap dah kena drop
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 Author| Post time 27-9-2009 02:24 PM | Show all posts
baguih la, budget cap hapa mende ntah
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 Author| Post time 15-11-2009 02:23 PM | Show all posts
sapo tahu info spec utk musim depan sila tepek kat sini yek

kredit lumayan menanti anda
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Post time 16-12-2009 10:41 AM | Show all posts
  • Refuelling is to be abolished for the first time since 1993.

    As a consequence, the cars will be allowed to refuel after the third part of qualifying.

    The 2010 F1 cars are expected to look a little more bloated at the reardue to a larger fuel tank between the driver and engine. Despite theresolution over the budget cap meaning that the 2010 regulations woulddefault back to the 2009 rules, FOTA have expressed interest in arefuelling ban as it represents a way to cut costs.
  • Formula One Managementwill offer financial support to all new teams from next season, in theform of $10m (£6.25m, €6.8m) along with the free transportation of twochassis and 10,000 kg (22,049 lbs) of freight to each race.

  • FOTA has agreed to scrap KERS for 2010 due to poor uptake andpressure from FIA to cut costs, although KERS is not banned in theregulations.

  • The minimum car weight will be increased from 605 kg to 620 kg(1,334 lbs to 1,367 lbs) to stop taller and heavier drivers being at adisadvantage if KERS is added to their car, which will still be allowedin 2010, despite FOTA's agreement not to use the system.

  • The maximum number of cars allowed to take part in a race shall be increased from 24 to 26 cars.

  • The qualifying system will change to accommodate the extra cars: 8cars will drop out of the first qualifying session, 8 from the secondand as in 2009, 10 cars will shoot-out for pole in the third session.The third session will now be run in low-fuel configuration due to therefuelling ban.

  • Wheel covers which have been used by the teams since 2006 are also set to be banned for 2010
  • During negotiations of a new Concorde Agreement at the 2009 Hungarian Grand Prix, several details

    emerged of cost-cutting proposals by the teams including:
  • Homologation of front and rear wings.
  • A limit on the number of aerodynamic upgrades permitted over the course of a season.
  • A continuation of the ban on in-season testing introduced for 2009.
  • Restrictions on the number of team personnel who can attend a Grand Prix weekend.
  • Complete closures of team factories over the mid-season summer break.
  • A new points systemhas been ratified for 2010, in response to the increased grid. Since2003, points had been awarded to the top eight finishers: ten pointsfor first, eight for second, six for third and all the way down to onefor eighth place. The 2010 system will see 25 points for first, 20 forsecond, 15 for third, ten for fourth and then eight, six, five, three,two, and finally to one for fifth through to tenth place.



  • The stewarding system will be overhauled for 2010. Rather thanhaving a rotating line-up of stewards, they will now be drawn from asmaller, fixed pool of permanent stewards that will include formerdrivers


    This is an attempt to make the stewarding process more.

source=wiki
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