Jaja, egyrészt a Ferrari, másrészt saját magának teszi egyre nehezebbé a helyzetet azzal, hogy ha hibázik, azt láthatóan nehezen tudja feldolgozni. Vagy egy komoly siker, vagy egy komoly pofon kellene neki sztem, hogy kibillenjen innen.
Perez bután felfedte a RB padlólemezét a fotósok előtt. Még egy csepp és beültetik a helyére Ricciardot.
Az átok arra vonatkozott, h ez a lakhelye, mindig úgy jön ide, h majd most otthoni környezetben villant egyet, aztán beszopja valamiért.
Természetes, h megbüntetik érte, a legveszélyesebb részen teljesen érthetetlen módon tötymörög. Ez itt hatalmas hiba volt tőle, ott nagyon csúnya baj lehet egy ilyenből.
Lehet mondani, hogy nem szólt neki a csapat, de az, hogy az ideális íven az alagútban kóricál ... Nincs itt átok. Fejben totál szét van csúszva.
Norris kizárta volna büntetésként. Meg is érteném, életveszélyes volt amit Lec csinált. Ehhez képest ez a 3 helyes bünti lepkefing csupán.
And THIS is why RB is so far ahead. This floor is mental. The upper surface of the tunnels are very 3D. Some very architectural flow profiling through the mid floor and floor edge as well. Wow.
Jah... Plusz ha tényleg így megy tovább, akkor jövőre két új pilóta lesz a Ferrarinál. Lec és Sainz meg hogy magátolmegy vagy küldik őket ... Nemtom. Szerintem mennének már most is ha lenne hova.
F1 is targeting 30 races by the 2030 F1 season...
Spain would have 2 races and and Madrid would be one of them...
There will be a Grand Prix in New York and on the US West Coast...
USA could have 5 races if everything goes well...
The RedBull has unmatched aerodynamic efficiency and stability...
There's been talking about RB10 using 'active' suspensions: this is not true, yet their 'secret' lies in their 'anti-dive' design...
Under braking, a load transfer happens from the rear tyres to the vehicle's front tyres...
The tyres' longitudinal force slows the vehicle down, but as the Centre of Mass is higher than the ground, it tends to make the vehicle 'flip'
This produces a 'pitch angle'...
This is not as extreme in racecars as in MotoGP: cars have a longer wheelbase and lower Centre of Mass, so the rear tyres remain in contact with the ground (hopefully!)
Still, the load transfer (deltaFinertia) makes the front suspension compress and the rear one extend.
When braking, the change in pitch shifts the application point of the downforce forwards: the front wing gets closer to the ground, producing more downforce; the floor/diffuser lifts, potentially reducing its downforce...As a consequence, the car might become unstable under braking...
Once braking stops and the driver is entering the corner, the 'static' pitch angle ripristinates...
The car's rear tyres are again pushed more towards the ground than the front ones, causing understeer and slow turn-in! The exact opposite of what we want...
Here RedBull's 'extreme' anti-dive comes into play:
The inclination of the wishbones of the front suspension is peculiar, as their extension intersects just below the centre of mass...
This way, only a part of the load transfer produces pitch! The car remains 'flat' under braking...
As the ground height doesn't change as much as other cars, the team can run the car closer to the ground, producing more downforce
Under braking, the car behaves similarly to a car with stiff suspensions... but as the springs are softer, it doesn't hop on uneven ground!
The big question: did the other teams know about 'anti-dive'? And if so, then why didn't they design it that way?
-An anti-dive geometry transmits higher forces onto the suspension components: therefore, these must be thicker and heavier...
-A driver expects the car to 'dive' proportionally to the braking intensity. If this doesn't happen, driver feedback is reduced...
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