tag:blogger.com,1999:blog-24448719379118610362024-03-08T01:34:41.564-08:00Dman's BlogF1, News, and stuff that mattersDmanF1http://www.blogger.com/profile/17447477329643934091noreply@blogger.comBlogger39125tag:blogger.com,1999:blog-2444871937911861036.post-14943537925089189592024-03-01T00:36:00.000-08:002024-03-01T01:41:49.471-08:00Horner Gets the Horn<p><span style="font-size: medium;"> Headline news has been dominated of recent with allegations against Redbull chief Christian Horner in regards to sexual misconduct.</span></p><p><span style="font-size: medium;">For a few on Thursday leaked whatsapp messages between himself and a female employee seemed to add fuel back to the fire that was almost extinguished by the not guilty verdict announced in the week.</span></p><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgYZP8tkzPC69wUhJh6em2A6z_F9P6bwewgY1W520YdKhFxLBOVMykQNTyT3pYEXM-ZbHw1Fn_36swHxxbzIsCzqLPVfnS5cZ3fjn63nPJz79jvhr7RFIcKXF0eA9aZC8BBqeGf7Q1JGVQunRviQJ_vYFlJGGmdDDCb0QsmW0_QwPSFncMJ85UW4qApkgQ/s1242/horner.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1230" data-original-width="1242" height="317" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgYZP8tkzPC69wUhJh6em2A6z_F9P6bwewgY1W520YdKhFxLBOVMykQNTyT3pYEXM-ZbHw1Fn_36swHxxbzIsCzqLPVfnS5cZ3fjn63nPJz79jvhr7RFIcKXF0eA9aZC8BBqeGf7Q1JGVQunRviQJ_vYFlJGGmdDDCb0QsmW0_QwPSFncMJ85UW4qApkgQ/s320/horner.jpg" width="320" /></a></div><br /><p><span style="font-size: medium;">While these messages are far from a predatory nature they don't favour his marriage to former Spice Girl Geri Halliwell. You know, the one hungry for camera time on Drive to Survive? Personally I never cared for Horner but had a new found respect for his management style. However you are talking about a man who left his pregnant wife for lime light hungry celeb. With this in context its not hard to fathom Horner's flirty nature would be his potential demise. </span></p><p><span style="font-size: medium;"><br /></span></p><p><span style="font-size: medium;"></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><a href="https://blogger.googleusercontent.com/img/a/AVvXsEhQoizvD1KcvpJvEUtA_dr028FIoMK58JPjfetjYszqFy5uepQ1s1SRCy7RhM_TG60sxGOqb0l2UxyQDOTSm0jKGVWINd--cgq-T6E8vv2YzR5qZJaaj5P1Ljo5ERi3ZkyZXou6fJq_KGXoSQZSFraLEHrXUkC3ektT6LXPE4aeBBXGWUxXandhX--fXvo" style="margin-left: 1em; margin-right: 1em;"><img alt="" data-original-height="2048" data-original-width="946" height="240" src="https://blogger.googleusercontent.com/img/a/AVvXsEhQoizvD1KcvpJvEUtA_dr028FIoMK58JPjfetjYszqFy5uepQ1s1SRCy7RhM_TG60sxGOqb0l2UxyQDOTSm0jKGVWINd--cgq-T6E8vv2YzR5qZJaaj5P1Ljo5ERi3ZkyZXou6fJq_KGXoSQZSFraLEHrXUkC3ektT6LXPE4aeBBXGWUxXandhX--fXvo" width="111" /></a></span></div><span style="font-size: medium;"><br /><br /></span><p></p>DmanF1http://www.blogger.com/profile/17447477329643934091noreply@blogger.com0tag:blogger.com,1999:blog-2444871937911861036.post-55571020219313360582021-05-07T14:07:00.011-07:002021-05-08T16:03:37.087-07:00'Point and Squirt' - The Controversial Tale of Traction in Formula One<div style="text-align: center;"><span style="font-size: medium;"> <i><b>"Ferrari's traction control system debut at Portugal was thus met with the suspicious eyes of the Englishman. Dubious about the new switch on his steering wheel, Mansell turned it off suspecting it a ploy to make his car slower!"</b></i></span></div><div><span style="font-size: medium;"><br /></span></div><div><span style="font-size: medium;">Traction control is often berated as a driver aid that undoubtedly takes away from driver input and therefore the spectacle. Yet the performance advantage was so great that even the legendary Michael Schumacher was a fan of flying out of corners with the computer managing wheel spin rather than his foot. In response to critics on the eve of its legalisation in 2001 he countered "maybe a monkey could drive - but not as fast"; indicating that the sacrifice of skill was worth the pushing a car to extreme speeds. </span></div><div><span style="font-size: medium;"><br /></span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjdDO4CGCVbajB4X17CQmPQZnJ3O11gV0JNfbEemMu83TLkd2JUTPgk8c1OvQea82qEdvl6GMXOvBj4JXEpp_a6Kin0ba8iVRZCGy0Kx80Eectg3a3dSlTQZlclFM0jXeG-OMzFzpXVZDQ/s500/1882007.jpg" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: medium;"><img border="0" data-original-height="334" data-original-width="500" height="214" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjdDO4CGCVbajB4X17CQmPQZnJ3O11gV0JNfbEemMu83TLkd2JUTPgk8c1OvQea82qEdvl6GMXOvBj4JXEpp_a6Kin0ba8iVRZCGy0Kx80Eectg3a3dSlTQZlclFM0jXeG-OMzFzpXVZDQ/w320-h214/1882007.jpg" width="320" /></span></a></div><span style="font-size: medium;"><br /></span><div><span style="font-size: medium;"><br /></span></div><div><span style="font-size: large;"><b>The Advantage</b></span></div><div><span style="font-size: medium;"><br /></span></div><div><span style="font-size: medium;">The energy going through a racing car is mesmorising. Huge G forces try to wrestle the car off the track while monumental power from the engine presses the car towards the horizon. Therefore its not hard to see how both of these forces act on the rear axle and ultimately tyres. Miscalculate the power delivery and these forces could see you facing the other direction in a cloud of smoke and gravel. </span></div><div><span style="font-size: medium;"><br /></span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiTO9D3ULbYPC7Rqgiy6cP16wLkRIwGxBZRBNAzAdNoI05ue8FRSp4hZuCVzLZveaJOndRZN_nX1bin1kROwwEHRBQ2KtVbyUiWUrwuvtf3btC13UZETuU4xH3kjL5sw_bskHWFASMqJ0o/s1000/1017932503-lat-20191201-_2st2324.jpg" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: medium;"><img border="0" data-original-height="600" data-original-width="1000" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiTO9D3ULbYPC7Rqgiy6cP16wLkRIwGxBZRBNAzAdNoI05ue8FRSp4hZuCVzLZveaJOndRZN_nX1bin1kROwwEHRBQ2KtVbyUiWUrwuvtf3btC13UZETuU4xH3kjL5sw_bskHWFASMqJ0o/s320/1017932503-lat-20191201-_2st2324.jpg" width="320" /></span></a></div><span style="font-size: medium;"><br /></span><div><b style="font-size: large;">A Road Car Technology</b></div><div><span style="font-size: medium;"><br /></span></div><div><span style="font-size: medium;">Before the dawn of the digital age engineers realised the importance of less wheel spin and more traction and provided a mechanical solution. A 'limited slip differential' transfers drive from a slipping tyre to the opposing side through the use of clever gear trains feeding the axle. Yet the traction was not 100% efficient, in that the slipping tyre would still sap a little power.</span></div><div><span style="font-size: medium;"><br /></span></div><div><span style="font-size: medium;">Traction control was actually born out of mass produced road cars, pioneered by Buick in the 1971 'Riviera'. Rudimentary yet ground-breaking digital technology allowed a computer to detect difference in speed between the front and rear wheels through 2 sensors. If its ham-footed driver hit the throttle too hard and span up the rear tyres the engine power was cut back through ignition control until things settled down. The advantages were especially big when driving in low grip conditions such as snow or rain. Unfortunately such a system must have seemed space age to your average early 70's hick backwater U.S garage mechanic and was unreliable. Couple this with cost of production and politics and it was dropped a couple years later.</span></div><div><span style="font-size: medium;"><br /></span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiP2OpEIKKlyEnBtkop8uU0KOKbwJhc4_Nznd_WS4hQHDDdUc_3PXfv11uLeRN1BFodgxHwvTFz1bS2k1YlI7-Z_27LuKnXkNhdibfe6kw-IgA7AQdRaFX7fY9rwtSo-XtkpCxFXcbQisI/s628/501331.jpg" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: medium;"><img border="0" data-original-height="506" data-original-width="628" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiP2OpEIKKlyEnBtkop8uU0KOKbwJhc4_Nznd_WS4hQHDDdUc_3PXfv11uLeRN1BFodgxHwvTFz1bS2k1YlI7-Z_27LuKnXkNhdibfe6kw-IgA7AQdRaFX7fY9rwtSo-XtkpCxFXcbQisI/s320/501331.jpg" width="320" /></span></a></div><span style="font-size: medium;"><br /></span><div><span style="font-size: medium;">It would be well over a decade before Europe and Japan took notice. With the advent of Anti-Lock Braking Systems (ABS) high-end vehicles now had sensors monitoring the speed of individual wheels. This allowed the system to be more precise and also worked in conjunction with ABS to apply individual brakes to stop wheels from spinning. These systems are now nearly standard on today's vehicles and its development has seen the old mechanical limited slip differentials phased out. Indeed you certainly could feel like Schumacher on a hot lap as you enjoy slingshotting out of bends with control in your road car. But when did this technology break into Formula 1? </span></div><div><span style="font-size: medium;"><br /></span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgG7K1GimICqrjcI62beJxGA1oDxJ_wbZGc2DTESbfNEdfCg_3OIICcwgPL7-rgaQyNT1n3RuF-hvrno_U-dcSO27fwPEt-8-Cn5MADK5MEXnyck4jHl2QaRRhi191ky2nMCapI4wSJLgE/s399/TRACTION+CONTROL.jpg" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: medium;"><img border="0" data-original-height="285" data-original-width="399" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgG7K1GimICqrjcI62beJxGA1oDxJ_wbZGc2DTESbfNEdfCg_3OIICcwgPL7-rgaQyNT1n3RuF-hvrno_U-dcSO27fwPEt-8-Cn5MADK5MEXnyck4jHl2QaRRhi191ky2nMCapI4wSJLgE/s320/TRACTION+CONTROL.jpg" width="320" /></span></a></div><span style="font-size: medium;"><br /></span><div><span style="font-size: medium;"><b>Fireworks At The Debut</b></span></div><div><span style="font-size: medium;"><br /></span></div><div><span style="font-size: medium;">It was 1990 and Harvey Postlewaite and his Ferrari technicians designed a basic traction control system ready for the Portuguese Grand Prix. At this time their driver Alain Prost was fighting for the championship against Ayrton Senna, while team mate Nigel Mansell was struggling with team favouritism.</span></div><div><span style="font-size: medium;"><br /></span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj-fFJfupfLO_HCpAoZI9CgFpaDzEMQJjiPWcuEyx1vq9Th4WAWcwdnyAUUGMweU2OZLpnpc66Bl9SLfBdUZ-on0vl_OkD1ktgq3Elw86nzeoLlMQN_Geqapf1yxhU8UkmrWDgQI8eJIPs/s1280/maxresdefault.jpg" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: medium;"><img border="0" data-original-height="720" data-original-width="1280" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj-fFJfupfLO_HCpAoZI9CgFpaDzEMQJjiPWcuEyx1vq9Th4WAWcwdnyAUUGMweU2OZLpnpc66Bl9SLfBdUZ-on0vl_OkD1ktgq3Elw86nzeoLlMQN_Geqapf1yxhU8UkmrWDgQI8eJIPs/s320/maxresdefault.jpg" width="320" /></span></a></div><span style="font-size: medium;"><br /></span><div><span style="font-size: medium;">Earlier that season Mansell had grabbed pole position in front of his home crowd at Silverstone. In envy Prost ordered the team to swap his car with Mansell's without the latter's consent. When this all transpired Mansell was furious, throwing his gloves into the crowd after his gearbox failed in the race and announcing his retirement from the sport at the end of the year. Ferrari's traction control system debut at Portugal was thus met with the suspicious eyes of the Englishman. Dubious about the new switch on his steering wheel, Mansell turned it off suspecting it a ploy to make his car slower! The traction control worked, Prost launched off the line as Mansell nearly lost control of his car with wheel spin. Unfortunately for Prost he had to swerve to avoid this and lost position allowing Mansell past to ultimately win the race. When teams returned to Portugal again a fortnight before Christmas for testing in the wet, Ferrari's two second advantage attracted attention. Once the wheel sensors were spotted it became apparent and traction control became common place. </span></div><div><span style="font-size: medium;"><br /></span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi_XmX2s61EC4PYQxR6M3K1wxygYCTLbHJwlYAzZ5dhIUzdTqZzWP4eMV7cmBh_f9BrV4Qb7kVl581itHF4fXeB-4KqJ4Mc_J-vxyCrf97D37HAkzjHMqW5fxSmcbMRcBxTSEGOUxSSf9Q/s1200/CIRkon7W8AALnSO.jpg" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: medium;"><img border="0" data-original-height="599" data-original-width="1200" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi_XmX2s61EC4PYQxR6M3K1wxygYCTLbHJwlYAzZ5dhIUzdTqZzWP4eMV7cmBh_f9BrV4Qb7kVl581itHF4fXeB-4KqJ4Mc_J-vxyCrf97D37HAkzjHMqW5fxSmcbMRcBxTSEGOUxSSf9Q/s320/CIRkon7W8AALnSO.jpg" width="320" /></span></a></div><div><span style="font-size: medium;"><br /></span></div><div><span style="font-size: medium;">The first systems employed were basic in that they cut the spark from the ignition system; misfiring the engine in order to reduce power. This raised stresses and exhaust temperature dramatically. Overfuelling was also an issue, leading to oil being washed away which could lunch the power unit entirely. Alternative systems cut fuel which helped reduce consumption. However it wasn't until McLaren introduced 'fly-by-wire' in 1992 - that is the throttle being operated by a sensor on the pedal rather than by cables - that a whole new area opened up for traction control. When the team finally turned it on at the Hungarian Grand Prix the cars electronic brain was able to limit power by controlling the air through the throttle butterflies. This was greatly efficient and helped Senna win the race, though not enough to beat Mansell's active suspension Williams to the Championship. </span></div><div><span style="font-size: medium;"><br /></span></div><div><span style="font-size: medium;"><b>The End of Science Fiction Race Cars</b></span></div><div><span style="font-size: medium;"><br /></span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhg_5HawOgOzlJ9XYLLMp805LxC5eCgGkd5KdsgRgwe3kl160-0RVZdxUbsbXg0QZQh_HgBKfauHSJF_vNLPlHrXzT6Cyv-7ZRSuvWOLIHt1dMvfqJmHB8OeZEj-A7dRf8zOEOmOQTbKdg/s855/riccardo_patrese__portugal_1991.jpg" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: medium;"><img border="0" data-original-height="569" data-original-width="855" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhg_5HawOgOzlJ9XYLLMp805LxC5eCgGkd5KdsgRgwe3kl160-0RVZdxUbsbXg0QZQh_HgBKfauHSJF_vNLPlHrXzT6Cyv-7ZRSuvWOLIHt1dMvfqJmHB8OeZEj-A7dRf8zOEOmOQTbKdg/s320/riccardo_patrese__portugal_1991.jpg" width="320" /></span></a></div><span style="font-size: medium;"><br /></span><div><span style="font-size: medium;">With the combination of traction control and other driving aids such as active suspension, anti-lock brakes, automatic gearboxes (and even four wheel steering in the works) electronics were paramount by 1993. The increasing lack of driver input and ramp up in speed made the FIA extremely nervous. This led to a large scale ban on driver aids and an end to this 'science fiction' era. Unfortunately the decade so far had seen the cars developed to rely on these aids to keep the cars glued to the race track. With the carpet literally swept from underneath 1994 would see drivers struggling for control and huge accidents. Two of these accidents would claim the lives of Ayrton Senna and Roland Ratzenberger at Imola. </span></div><div><span style="font-size: medium;"><br /></span></div><div><span style="font-size: medium;"><b>Raised Eyebrows</b></span></div><div><span style="font-size: medium;"><br /></span></div><div><span style="font-size: medium;">Further damage to the sport's integrity would surface that year with claims of teams illegally using traction control at races, namely Benneton. With Michael Schumacher's blistering race starts seeming to good to be true, finger pointing began. Team boss Flavio Briatore has bent more rules in the sport than his string of supermodel escapades. However he flat-out denied all allegations in a year that saw his team win the World Championship. It wasn't until the FIA analysed the cars electronics that these allegations reached fever pitch. It was possible for teams to 'hide' programming code for traction control through complex methods making </span></div><div><span style="font-size: medium;">policing extremely difficult. This time however 2 months of intense investigation revealed that code was covertly present. Benneton's defense was this system was only activated for rare use in testing and the FIA were unable to prove the contrary. </span></div><div><span style="font-size: medium;"><br /></span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgvx7Pd6MifUt3Uup_vfjHCP0KqdtF649FSDjr5vBpyRzLFoAJetVmd50nZpOLSNvedI2oFhJG6hlD4p3MxwHglGKZi082D6mz_jhHTvFpsekqGJMETmyq5lTbiW5cyxzjbfCvHfsjSTRY/s800/michaelschumacher_benetton_car_1994_cheating_illegaltractioncontrol.jpg" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: medium;"><img border="0" data-original-height="531" data-original-width="800" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgvx7Pd6MifUt3Uup_vfjHCP0KqdtF649FSDjr5vBpyRzLFoAJetVmd50nZpOLSNvedI2oFhJG6hlD4p3MxwHglGKZi082D6mz_jhHTvFpsekqGJMETmyq5lTbiW5cyxzjbfCvHfsjSTRY/s320/michaelschumacher_benetton_car_1994_cheating_illegaltractioncontrol.jpg" width="320" /></span></a></div><span style="font-size: medium;"><br /></span><div><span style="font-size: medium;">As the season developed it seemed Benneton were not the only ones under the spotlight. Eyebrows were raised at Ferrari and McLaren from leaks and whispers in the paddock.
Fast forward to 2001 and the FIA finally admitted defeat with policing this technology. The ever increasing complexity of hiding code made scrutineering extremely difficult. </span></div><div><span style="font-size: medium;"><br /></span></div><div><span style="font-size: medium;"><b>Final Hoorah</b></span></div><div><span style="font-size: medium;"><br /></span></div><div><span style="font-size: medium;">This new era of traction control in the sport would be much different. The system itself could now combine ignition timing, fuel cutting and throttle butterflies to control the wheel spin accurately within milliseconds - not possible in the comparatively slow and bulky micro-processing of the early 90's. All this allowed the driver to simply 'point and squirt' the car out of the bends with perfect traction. Couple this with huge strides in downforce and screaming engines nudging 1000 horse power, the early 2000's saw lap times only beaten in very recent years of the sport. While the driver still needed to ensure he didn't apply too much throttle to overshoot and run wide, the days of undesired wheel spin were out of the equation - much to the anger of purists.</span></div><div><span style="font-size: medium;"><br /></span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEip2FwjfsRAsI2U5JhTdZlOfXCa9HzGMqpebhadNDKE9vx5VhmZCuDAyCvKvwoy74GQrBplCEiUN2HJoA3ZhPRqLZhqsROCWWvPtFS81jhd_ViMVLLOfM8xQpLmbZcem7m0H2VMNn8LCug/s1600/best-f1-cars-of-the-2000s-1-ferrari-f2004-f1-2004-spa-michael-schumacher-rainer-schlegelmilch-mi-goodwood-10032021.jpg" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: medium;"><img border="0" data-original-height="900" data-original-width="1600" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEip2FwjfsRAsI2U5JhTdZlOfXCa9HzGMqpebhadNDKE9vx5VhmZCuDAyCvKvwoy74GQrBplCEiUN2HJoA3ZhPRqLZhqsROCWWvPtFS81jhd_ViMVLLOfM8xQpLmbZcem7m0H2VMNn8LCug/s320/best-f1-cars-of-the-2000s-1-ferrari-f2004-f1-2004-spa-michael-schumacher-rainer-schlegelmilch-mi-goodwood-10032021.jpg" width="320" /></span></a></div><span style="font-size: medium;"><br /></span><div><span style="font-size: medium;">The final nail in the coffin came however in 2008 when the FIA finally implemented a standardised engine control unit used by all teams. With the code now in the hands of the FIA they seized their opportunity to ban the technology, welcomed by a vast number of fans who wanted further driver skill. While I was one of them one can not dismiss the enticing rabbit hole of innovation and speed the search for traction led us down!</span></div>DmanF1http://www.blogger.com/profile/17447477329643934091noreply@blogger.com0tag:blogger.com,1999:blog-2444871937911861036.post-22257105527944904552020-10-11T02:59:00.002-07:002020-10-11T03:09:50.559-07:00Orange Dawn - A promising new millenium at Arrows brings demise<div class="separator" style="clear: both; text-align: center;"><p style="text-align: left;"><b><span style="font-size: medium;">Throughout the 90's Tom Walkinshaw's Arrows outfit continued to transverse second half of the field in Formula 1. A few flashes of brilliance were marred by reliability issues and shoestring budgets. The sting from their involvement with self-styled Nigerian prince and convicted fraudster Mailik Ido Ibrahim was starting to heal, with a recent cash injection from some big sponsors at the dawn of the new millennium.</span></b></p><div><b><span style="font-size: medium;"><br /></span></b></div></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjUKIORW45uRclehMYhs48CBRKYtAMHcbxjLoEYTmn4LzpdQcQ7VB-kVtS6ZkBPjK2M7Lb6N9LyGjDchpPy6FVxGlCJvom7RfWfyBJEh2aj-kINtDb4pqb8tI4gMA4BoNcV4QQFnrJAWBY/s600/2000+launch.jpg" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: medium;"><img border="0" data-original-height="400" data-original-width="600" height="267" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjUKIORW45uRclehMYhs48CBRKYtAMHcbxjLoEYTmn4LzpdQcQ7VB-kVtS6ZkBPjK2M7Lb6N9LyGjDchpPy6FVxGlCJvom7RfWfyBJEh2aj-kINtDb4pqb8tI4gMA4BoNcV4QQFnrJAWBY/w400-h267/2000+launch.jpg" width="400" /></span></a></div><span style="font-size: medium;"><br /></span><p><span style="font-size: medium;">In fact <a href="https://www.vice.com/en/article/gvawv7/the-mysterious-nigerian-prince-who-scammed-his-way-into-owning-an-f1-team" target="_blank">'Prince' Mailik Ido Ibrahim's</a> involvement with Arrows is so farcical and humorous it is easy to overlook the financial devastation. Promising big money for 1999 for the desperate team, the grinning conman was simply enjoying the ride and vanished in a flash when Tom Walkinshaw began to itch to the fact that they hadn't yet received a penny. He later re-appeared years later in America trying the same stunt in NASCAR, landing him in a Texas jail. </span></p><p><span style="font-size: medium;"><br /></span></p><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEikWXfvqd3fJSoHRWhGDNCgfxg65GSy4EzQmauXYJmRfcdMzhFvEzltKE5I6ggZMbdwBOgFIkiA-43qDuZMQXL99u4WcJNqX5CQnvLjfNFN5hqbxyiA6Y7R3DgYJmqxlo_uWcfEm3Q5gm0/s500/ibrahim.webp" style="margin-left: auto; margin-right: auto;"><span style="font-size: medium;"><img border="0" data-original-height="281" data-original-width="500" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEikWXfvqd3fJSoHRWhGDNCgfxg65GSy4EzQmauXYJmRfcdMzhFvEzltKE5I6ggZMbdwBOgFIkiA-43qDuZMQXL99u4WcJNqX5CQnvLjfNFN5hqbxyiA6Y7R3DgYJmqxlo_uWcfEm3Q5gm0/s16000/ibrahim.webp" /></span></a></td></tr><tr><td class="tr-caption" style="text-align: center;"><span style="font-size: medium;">The self-styled Prince and convicted conman Ibrahim</span></td></tr></tbody></table><span style="font-size: medium;"><br /><br /></span><p><span style="font-size: medium;">Thankfully the team secured a new deal with UK mobile network giant Orange for the 2000 season. Things were further improved when Paul Stoddart's European Aviation was to provide even more money and logistical support. This climate of positivity was enhanced by a promising new car. Mike Coughlan and Sergio Rinland had penned a slippery design dubbed the A21. Breaking the lap record in pre-season testing it easily had the highest top speed of the field. With a strong driver line up of Pedro de la Rosa and Jos Verstappen good results seemed inevitable. Indeed the car proved to be quick, narrowly missing the podium on two occasions and putting in strong points finishes. However mechanical failures and an outdated Renault re-badged as Supertec engine robbed the team of decent results. The result was 7th in the Constructors Championship.</span></p><p><span style="font-size: medium;"><br /></span></p><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhrX1bmBRXuuR40JT70bDKY5DYsIChtgtjfjjCDk8qmwOlxkxdCgm7FlNzbSzWy-ulwCdsPZZLakh2qm7Kpp7owzEAJIDsTeNV2xGKY-IN49Z6wEz9iP2MrEF4MxxITrLteo8OwO2wkp58/s1920/arrows2000.jpg" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: medium;"><img border="0" data-original-height="1080" data-original-width="1920" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhrX1bmBRXuuR40JT70bDKY5DYsIChtgtjfjjCDk8qmwOlxkxdCgm7FlNzbSzWy-ulwCdsPZZLakh2qm7Kpp7owzEAJIDsTeNV2xGKY-IN49Z6wEz9iP2MrEF4MxxITrLteo8OwO2wkp58/w400-h225/arrows2000.jpg" width="400" /></span></a></div><span style="font-size: medium;"><br /></span><p><span style="font-size: medium;">Hoping to build on a decent car design the 2001 car was simply an evolution. However when Supertec dropped out as engine supplier in the sport Tom Walkinshaw had to find a new engine contract. While the accounting books were looking better with new help, the team still could not afford an expensive customer engine contract. Mike Coughlan took a misguided judgement that the <a href="https://dmanf1.blogspot.com/2020/01/baptism-of-fire-peugeot-in-formula-1.html">doomed Peugeot engine</a> that was on the table would suit the new car. Perhaps from an engineering perspective this was true on paper, but the outdated design rebranded as 'Asiatech' was unreliable. In what was to be common place in modern F1, Walkinshaw took the decision to drop the talented Pedro de la Rosa in favour of money-backed rookie Enrique Bernoldi. With just 1 point scored the year was a disaster, leading to sponsor Eurobet terminating their contract. Further to this European Aviation's important financial and logistics support ended, with owner Paul Stoddart purchasing the Minardi team.</span></p><p><span style="font-size: medium;"><br /></span></p><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhVZeglXICNuXqqKa6Q5pFMKH_vFIQjudro3e8QWyxQfynwhKQRiy9He_R_8Gf9Di2FVlI_CZ0-0anzp58UZvfsfN8AcFifHVMo8ALd8Vd1JRMdr6lW3cdyyYxIbxjaSm5OhacPh033TnM/s800/a22.jpg" style="margin-left: auto; margin-right: auto;"><span style="font-size: medium;"><img border="0" data-original-height="600" data-original-width="800" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhVZeglXICNuXqqKa6Q5pFMKH_vFIQjudro3e8QWyxQfynwhKQRiy9He_R_8Gf9Di2FVlI_CZ0-0anzp58UZvfsfN8AcFifHVMo8ALd8Vd1JRMdr6lW3cdyyYxIbxjaSm5OhacPh033TnM/w400-h300/a22.jpg" width="400" /></span></a></td></tr><tr><td class="tr-caption" style="text-align: center;"><span style="font-size: medium;">The design team pushing the limits at Monaco</span></td></tr></tbody></table><span style="font-size: medium;"><br /></span><p><span style="font-size: medium;"><br /></span></p><p><span style="font-size: medium;">For the following season both Coughlan and Rinland decided to push the boat out with the new A23. The car featured a new 'twin keel' front end, a design first seen on the ill fated Honda F1 test program in '99 and later the 2001 Sauber C20. In an effort to claw back downforce from new front wing regulations, the car featured two 'keel's either side of front bulkhead. This allowed for free space for aerodynamics below the front of the car yet not compromising the lower suspension mounting points and thus its effectiveness. The design would set the tone for the next few years of F1 design, with the field split on the philosophy. While there were performance benefits there was also the added complexity of increasing the structural strength of the thin keels to ensure they didn't flex under suspension loads and thus lead to poor mechanical grip. The advantage soon dwindled in later years with the advent of more advanced front wing design, but the decision to adopt this in its infancy along with McLaren and Jordan was highly innovative.</span></p><p><span style="font-size: medium;"><br /></span></p><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjYJiInysnFOx2qwu7A6E9e6_TUFZYUiuUYiRu-X5KTNbOXhBpvAlXSGxwF6x4YbdJeCdrPYzfv2J16et7jDg10C0UdZrNaQlwOMhnvoni-eGQCj5vHxMo97f4HXgBe0yipYQGV3VriELg/s700/twin+keel.jpg" style="margin-left: auto; margin-right: auto;"><span style="font-size: medium;"><img border="0" data-original-height="341" data-original-width="700" height="195" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjYJiInysnFOx2qwu7A6E9e6_TUFZYUiuUYiRu-X5KTNbOXhBpvAlXSGxwF6x4YbdJeCdrPYzfv2J16et7jDg10C0UdZrNaQlwOMhnvoni-eGQCj5vHxMo97f4HXgBe0yipYQGV3VriELg/w400-h195/twin+keel.jpg" width="400" /></span></a></td></tr><tr><td class="tr-caption" style="text-align: center;"><span style="font-size: medium;">The innovative 'twin keel'<br /></span></td></tr></tbody></table><p><span style="font-size: medium;"><br /></span></p><p><span style="font-size: medium;">Thankfully the cursed Peugeot 'Asiatech' engine was gone and a new customer contract with Cosworth was signed. However question marks arose whether the team could afford this. The pressures on privateers in the sport were increasing exponentially. Big automobile manufacturers lavished rivals with enough money to run testing rigs and wind tunnels through the night or jet around the world for testing - all for a couple tenths of a second. Debts were mounting and new star signing Heinz-Harold Frentzen even accepted a 'modest' £500,000 to drive for the team. Tom Walkinshaw needed to find a way out or risk the team crumbling.</span></p><p><span style="font-size: medium;">As the season got under way the A23 showed good potential. At the Malaysian Grand Prix Enrique Bernoldi was even able to fight back a charging Ferrari of Michael Schumacher for 3 laps. Frentzen went on to score solid 6 place finishes at Spain and Monaco. Off track however the dire financial situation was beginning to get public.</span></p><p><span style="font-size: medium;"><br /></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><iframe allowfullscreen="" class="BLOG_video_class" height="266" src="https://www.youtube.com/embed/3g13MndbZWc" width="320" youtube-src-id="3g13MndbZWc"></iframe></span></div><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><br /></span></div><p><span style="font-size: medium;">As the circus rolled into Silverstone engine supplier Cosworth had taken the team to court over debts to the tune of $4.7 million. An attempt by ski intructor-come businessman Craig Pollock to win investment failed to materialise. On the edge of the abyss the cars turned up a the next race in France, only to back off at the end of their qualifying lap and avoid entering the race. By doing so they had legally honoured their Concorde Agreement contractual terms of competing in every race. Putting mileage on an their remaining engines with little hope of points was a huge cost as there were no new engines available. </span></p><p><span style="font-size: medium;"><br /></span></p><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiiHqxYJmgtex_-vZyCPIik_xiyCTXk2fYifcNsJzZUGSq1bL4JrGf8M8F4edhbJ87GR44yNmCteP9YTctbv0EUF5c_cke5ySXHTjXHMfyIQkdr50VS_uDVuVfHHV0Ja4Jg9UCMIkgotmE/s800/f1+arrows.jpg" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: medium;"><img border="0" data-original-height="533" data-original-width="800" height="267" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiiHqxYJmgtex_-vZyCPIik_xiyCTXk2fYifcNsJzZUGSq1bL4JrGf8M8F4edhbJ87GR44yNmCteP9YTctbv0EUF5c_cke5ySXHTjXHMfyIQkdr50VS_uDVuVfHHV0Ja4Jg9UCMIkgotmE/w400-h267/f1+arrows.jpg" width="400" /></span></a></div><div class="separator" style="clear: both; text-align: center;"><span style="font-size: medium;"><br /></span></div><p><span style="font-size: medium;">Favouring their chances at the next race in Germany at Hockenheim, a double retirement would prove the last race for the team. Appearing a few races later in the garage in Belgium, Tom Walkinshaw was waxing lyrical of a new purchase of the team by an American mining magnate. The cars never made it out of the garage and the FIA were enquiring why the team had missed the previous races, potentially forfeiting their share of any monies from the sport if judged to be insolvent. Sadly it was end of the road and the gates at the Leafield factory were shut.</span></p><p><span style="font-size: medium;"><br /></span></p><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiwAgXUs48gW7LMib0U7PWsEiglx-3_Z4uQy17wtRUHEgy5Sc1egZ2-dPaFsU3ubFFlIzRm07vbddpwslx3k-B6hGFlC78XoggZo3HExQwRvRg2xBwW2EU2J-b5f9tywoYkBJJtpmVLCYk/s420/tom+walkinshaw.jpg" style="margin-left: auto; margin-right: auto;"><span style="font-size: medium;"><img border="0" data-original-height="277" data-original-width="420" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiwAgXUs48gW7LMib0U7PWsEiglx-3_Z4uQy17wtRUHEgy5Sc1egZ2-dPaFsU3ubFFlIzRm07vbddpwslx3k-B6hGFlC78XoggZo3HExQwRvRg2xBwW2EU2J-b5f9tywoYkBJJtpmVLCYk/s16000/tom+walkinshaw.jpg" /></span></a></td></tr><tr><td class="tr-caption" style="text-align: center;"><span style="font-size: medium;">The late Tom Walkinshaw<br /></span></td></tr></tbody></table><p><span style="font-size: medium;"><br /></span></p><p><span style="font-size: medium;">An attempt to re-enter the sport for the following season was quashed. The designs and cars were raided by Paul Stoddart to aid his Minardi team. He later sold these on to the new Super-Aguri team for 2006. Former Arrows engineer Mark Preston along with other ex-employees would modify the cars for use that season with Super-Aguri also being based at the former Leafield factory. Tom Walkinshaw would move to Australia to manage in Touring Cars, a sport that he had successfully raced in Winning the 1984 European Championship. Sadly he would succumb to cancer in 2010 dying at 64 years old. Known to be a towering figure both physically and in accomplishment Walkinshaw's legacy is as colossal as the man himself.</span></p><p><span style="font-size: medium;"> </span></p><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjagdGFAHRux7YwHkPE6bezhDHZ3SftZInCy4oj0MuwZ11gW0_bpQmnavP_Ya4bj2WEqVnlwqsZRzNr9uhsvVjWA2C285yShs43Wjyl5OgUZuwnXfJwaHiMEUHf_VS_8Yf4cdDazS5JBik/s600/SA05.webp" style="margin-left: auto; margin-right: auto;"><span style="font-size: medium;"><img border="0" data-original-height="338" data-original-width="600" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjagdGFAHRux7YwHkPE6bezhDHZ3SftZInCy4oj0MuwZ11gW0_bpQmnavP_Ya4bj2WEqVnlwqsZRzNr9uhsvVjWA2C285yShs43Wjyl5OgUZuwnXfJwaHiMEUHf_VS_8Yf4cdDazS5JBik/w400-h225/SA05.webp" width="400" /></span></a></td></tr><tr><td class="tr-caption" style="text-align: center;"><span style="font-size: medium;">The 2002 car living on 4 years later, albeit modified form as the Super Aguri SA05</span></td></tr></tbody></table><br /><p></p>DmanF1http://www.blogger.com/profile/17447477329643934091noreply@blogger.com0tag:blogger.com,1999:blog-2444871937911861036.post-3106125884807782372020-02-09T09:20:00.001-08:002020-02-14T15:23:55.036-08:001996 Ferrari F310 - Prancing Horse or Lame Donkey?<div class="separator" style="clear: both; text-align: center;">
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The acquisition of Michael Schumacher for the 1996 season would become a catalyst of remarkable success for the Scuderia. Yet it would be four more years until the World Drivers Championship was secured after a long a painful road.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh7wx3yaIotgHPT1LNUkGJlO1dSlBAA0swQcDG2HfIoHbZjy8GtIqtO6t6qqkeNG3e5ORMhFIWvJRohoUllFjKUHHBQLwP9x6EMCRPUNFeScXwweDGvOHxwZFlyqn6bCALVHWwXr7npfEM/s1600/ferrari_f310_michael_schumacher_edmund_eddie_irvine_jr._3.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="513" data-original-width="1024" height="200" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh7wx3yaIotgHPT1LNUkGJlO1dSlBAA0swQcDG2HfIoHbZjy8GtIqtO6t6qqkeNG3e5ORMhFIWvJRohoUllFjKUHHBQLwP9x6EMCRPUNFeScXwweDGvOHxwZFlyqn6bCALVHWwXr7npfEM/s400/ferrari_f310_michael_schumacher_edmund_eddie_irvine_jr._3.jpg" width="400" /></a></div>
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Dismayed with <a href="https://dmanf1.blogspot.com/2020/01/baptism-of-fire-peugeot-in-formula-1.html">Peugeot's lack of commitment to F1</a>, Frenchman Jean Todt left his compatriots to become team manager at Ferrari during 1993. He would be the first non-Italian to take the helm of the once illustrious mark. The team had suffered under the domination of McLaren and Williams throughout the 80's and early 90's, coupled with a lingering rawness from the loss of founder Enzo Ferrari in '88. The organisation seemed fragmented with the design office and chassis manufacturing taking place in the UK under John Barnard. This unusual arrangement came about with Barnard refusing to re-settle himself and his family in Italy. While Ferrari envisaged a small design operation, reluctance for composites to be manufactured in Italy saw it grow. The Englishman had also abolished the tradition of the mechanics being served bottles of wine during testing days, much to their annoyance!<br />
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<tr><td class="tr-caption" style="text-align: center;">John Barnard had bought innovation so far</td></tr>
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Todt attempted to increase efficiency and organisation under the immense pressure of the Tifosi, Italian press and bank-roller FIAT. However he successfully wooed Michael Schumacher with an unprecedented $60 million dollar contract over two years. At the time the UK operation had been fighting cost cutting from Todt, who then increased budget to facilitate the Schumacher drive. Barnard however was concerned this should <i>"have been done three years earlier so that we'd have been fully ready when he arrived. That kind of thing really annoyed me".</i><br />
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When engine size regulations reduced from 3.5 litre to 3.0 litre in the previous season Ferrari were the only team to use a 12 cylinder. Even with the reduction in size the engine produced decent power and a glorious soundtrack to boot. However rivals Renault were more successfully demonstrating what could be done with two less pistons. Ferrari had already been testing a 10 cylinder unit that made the car quicker. Less peak power but more torque and driveability mean't quicker lap times, and the V10 layout was adopted for 1996.<br />
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Hopes of using their lightweight gearbox casing material from the previous harmonious twelve cylinder caught the team out. The heavy vibration from the naturally unbalanced engine caused fatigue cracks after the first race in Melbourne. Having to address this the team had to revert back to an early gearbox casing. Unfortunately for the F310 this had a major effect on handling, since the rear suspension was mounted to specific points on the casing designed for the older car. The result was poor rear end mechanical and aero grip. Schumacher's Irish team mate Eddie Irvine described driving as being <i>"scared to turn the steering wheel...in half a second, a second you had no idea what it would do".</i><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhN1i9hShsvIlMtcNnk1Yi4LB2Ak-4U8ln0JkkN3viw-DclUYTwqvaEJmHxCyBq4ZXqMAqpKljrzumVHaKtRo419C4OGlDp7r8aMcUYoC_sD8woH3vMK8DtAdY69Is5L_RfsqJ990yOQQo/s1600/f1-british-gp-1996-michael-schumacher-ferrari-f310.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="428" data-original-width="799" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhN1i9hShsvIlMtcNnk1Yi4LB2Ak-4U8ln0JkkN3viw-DclUYTwqvaEJmHxCyBq4ZXqMAqpKljrzumVHaKtRo419C4OGlDp7r8aMcUYoC_sD8woH3vMK8DtAdY69Is5L_RfsqJ990yOQQo/s400/f1-british-gp-1996-michael-schumacher-ferrari-f310.jpg" width="400" /></a></div>
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Issues with the rear end were also made worse by other aerodynamic disadvantages. Barnard and his team adopted the new regulations on bulky cockpit protection by the book. Alternatively rival Adrian Newey had found a loophole in regards to the rules defining the dimensions of the cockpit sides. They were defined externally but not cross sectional, therefore in theory only the edges of the cockpit had to comply. This resulted in his Williams FW18 adopting small 'winglets' to meet the rules and greatly improving aero efficiency. The Ferrari was also the last car to adopt the old conventional nose cone of yesteryear. All teams had now understood that a raised nosecone allowed for better airflow to the floor of the car yet a conservative approach didn't see the raised nosecone retrofitted later on in the season at Imola. The bulky outward appearance made the F310 look like an Indycar when compared to the sleek Newey Williams FW18.<br />
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From the off it became apparent that there were serious reliability issues with the car, suffering from a multitude of failures. Irvine took the brunt of this with a run of eight straight retirements in the first half of the season. This highlighted difficulties within the current organisational set up of the team. Jean Todt would address this for 1997 with the departure of the UK operation, reverting back to Ferrari under one roof.<br />
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Thankfully in light of the F310's serious shortcomings was a ray of light in the outstanding performance of Michael Schumacher. While Irvine struggled to keep the car pointing in the right direction Schumacher seemed to sadistically wrestle it into submission. Driving through the handling issues displayed amazing ability, with Irvine further commenting "He drove it to every milimeter of the road. I couldn't stand to get in it"<br />
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<tr><td class="tr-caption" style="text-align: center;">Schumacher's legendary Spanish rain dance</td></tr>
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This came a head with Schumacher's masterful display in the wet at Catalunya, winning with a dominant 45 seconds gap to Jean Alesi in the Benneton. He would go on to rack up 3 wins and finish 3rd in the Championship, enduring a considerable amount of retirements along the way. What seemed a dog of a car was well developed in the latter part of the season. The steering wheel was the first to feature the famous Ferrari 'Magnetino' switches and a display which soon would be adopted by the rest of the sport and Ferrari road cars. The F310 would become more competitive in revised form for 1997. Barnard would soon retire from the sport as the UK branch of Ferrari shut up shop. His ground breaking paddle-shift gearbox technology developed at his time at Ferrari revolutionised F1, leaving the F310 a blip on his successful career.<br />
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<i><br /></i>DmanF1http://www.blogger.com/profile/17447477329643934091noreply@blogger.com0tag:blogger.com,1999:blog-2444871937911861036.post-57358731899576535212020-01-02T11:05:00.002-08:002021-05-21T07:55:49.325-07:00Baptism of Fire - Peugeot in Formula 1<div class="separator" style="clear: both; text-align: center;">
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Its common knowledge that drivers of modern Peugeots are the worst on the road. With the last glory days of the 205, 405 and 206 now long gone the company has continually produced passionless lumps of steel. This seems to take the fancy of people with little interest or knowledge of driving. Ironically the name is intrinsic to the history of the automobile.</b></span><div><span style="font-size: medium;"><br /></span>
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<tr><td class="tr-caption" style="text-align: center;">Peugeot entered some of the earliest Grand Prix races</td></tr>
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</span></div><div><span style="font-size: medium;">In fact Peugeot were competing in motorsport before Enzo Ferrari was even conceived. Their later debut into Grand Prix racing would follow in 1912, revolutionising the world with the first double overhead-cam engine. Fast forward seventy years to glorious scenes of their 205 turbo monster being thrashed around rally stages by Ari Vatanen and you would be hard pressed to understand why their F1 program was such a disaster.<br /></span>
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<tr><td class="tr-caption" style="text-align: center;">Group B rally madness</td></tr>
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As the Grand Prix circus rolled into the 90's McLaren were enjoying the wave of success from their Senna/Honda partnership. Unfortunately for the Woking outfit, Honda were to pull out for as an engine supplier in 1993 to prepare for competing in the American CART series. Testing followed on the look out for a new partnership with encouraging performances from Lamborghini and even Isuzu. For 1993 the team would have to endure a lacklustre Ford V8. The engine was throttled to ensure that Benneton had the best performing Ford unit, leaving McLaren outraged. When Senna departed at the end of the season for Williams it seemed he was abandoning a sinking ship.<br /></span>
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As promising as the <a href="https://dmanf1.blogspot.com/2014/12/isuzu-and-subaru-in-f1.html">Isuzu test</a> proved, the Japanese giant took a u-turn to focus on the commercial vehicle market. Thankfully the Chysler-backed Lamborghini V12 engine was already promised to McLaren for 1994 before any contract was signed.<br /></span>
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Enter Peugeot. Recent rule changes in Group C Sportscars had engines homologated to bring them inline with F1 specifications. This meant it was cost effective for the French manufacturer to simply modify the engine in the back of their successful 905 and shoe horn it into an F1 car. This was the assumption however, and it was an assumption that Peugeot sport boss Jean Todt disagreed with. He was dismayed with the lack of investment into the program and left for many sucessful years at Ferrari.<br /></span>
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<tr><td class="tr-caption" style="text-align: center;">Peugeot hoped to use a revised version of their 905 sportscar engine</td></tr>
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McLaren boss Ron Dennis still saw potential in being supplied by such an industrial powerhouse. At the time Peugeots arch rivals Renault were the dominant force of F1 powertrains. Dennis hoped this could spark an inter-French engine war to his advantage. Much to Chysler's dismay the contract was signed for the 1994 season and the Gaelic lion would adorn the engine cover of the McLaren.<br />
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Ron Dennis was eager for Alain Prost to drive the car that season and he joined the team for pre season testing in Estoril, Portugal. However after the first few laps in the car it seemed he was unimpressed. Worse still, Martin Brundle was next in the race seat only for the Peugeot to throw a conrod with such force that it flew though the sump and damaged the race track.<br />
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With Prost now out of the picture it seemed the talented Brundle would get his chance, finally at the wheel of a pedigree marque. However it became quickly apparent at the start of the season the engine still had a very dangerous flaw:<br /></span>
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<span face=""arial" , "helvetica" , sans-serif"><i>And then I found myself in a gravel trap, and I couldn't work out what was going on or how I'd got there. I'd had a big accident basically, and been hit on the head by Verstappen's car. There was a big mark on my helmet, but luckily for me the rollover hoop took a lot of the energy. It was the closest I ever came to dying in a racing car" - Martin Brundle</i></span></span></div>
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This was a sign of things to come, with the unreliable unit being nicknamed a 'hand grenade' for its horrendous reliability. The first 2 races resulted in retirement for both Brundle and team mate Hakkinnen. At Imola a revised unit with more horsepower allowed Hakkinen a 3rd place finish, but for the rest of the season it proved troublesome.<br />
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At Silverstone the engine let go in spectacular fire-ball spitting fashion as Brundle began his formation lap. When Brundle returned to the garage Peugeot sport engineers carried out a post inspection and claimed that the engine was still completely usable and the team should have continued racing. It seemed politics and finger pointing were taking hold, as they failed to include in this press release the fact that half the oil was missing as well as severe fire damage to the bodywork and rear suspension.<br />
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To add insult to injury Peugeot were keen for their French accident-prone driver Phillippe Alliot to replace Brundle for the rest of the season. This enraged Ron Dennis, only conceding Alliot a drive at the Hungarian Grand Prix in place of Hakinnen who was sitting out a one race ban. By the end of the season with no wins and 17 DNFs, McLaren announced they would be parting ways with Peugeot. A new contract was signed with Mercedes for 1995 that would last for 20 years and herald a golden era for the team.</span><br />
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<tr><td class="tr-caption" style="text-align: center;">Martin Brundle and Ron Dennis</td></tr>
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Peugeot soldiered on, supplying Jordan with engines the next three years with some promising podium finishes. For 1998 they joined the new French super team of Prost, but both reliability and a poor car hampered decent results. A miserable 2000 season saw the team score no points and Peugeot finally pulled the plug on their disastrous foray. The engines continued to be campaigned for a further 2 seasons, being purchased by the Asiatech consortium with the hope of plundering the technology for a future Asian F1 team. Pie-in the sky thinking resulted in the failed project being sold back to Peugeot and later auctioned off.</span><br />
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<tr><td class="tr-caption" style="text-align: center;">The Prost-Peugeot partnership bought more heartache</td></tr>
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Thankfully things weren't all doom and gloom for Peugeot Sport who enjoyed 3 consecutive World Rally Championships from 2000-2003. Later in the decade they returned to top-tier sports car racing, taking on the might of Audi with impressive performances culminating in a win at LeMans in 2009. With the creation of the new 'hypercar' sports car class for 2022 Peugeot have renewed their commitment to top level motorsport, although the bitter experience of massive financial losses means a return to F1 is unlikely.<br /></span>
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<br /></div>DmanF1http://www.blogger.com/profile/17447477329643934091noreply@blogger.com1tag:blogger.com,1999:blog-2444871937911861036.post-72443854065706179412018-10-21T14:48:00.002-07:002020-01-04T02:07:27.474-08:00Top 10 F1 inspired road cars<span style="font-size: large;">Why invest all that money into the most expensive sport in the world and not see a little bit of return? Slap a few badges over the top and some clever engineering and you have appeal to a petrol junkie of crystal meth.</span><br />
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<b><span style="font-size: large;">10 - Rover 200 BRM</span></b><br />
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<span style="font-size: large;">When the Chinese got the Rover consortium board members drunk on shots to purchase their marque for peanuts the British car industry went up in smoke. Smoking like a K series engine with a failing head gasket. Yet for all their unreliability and bargain bin build quality the last generation of cars from the firm actually had quite a few positives. The 200 was quite a hoot to drive, and the VVTi engine was revy and lightweight even if it seemed to be cast from aluminium about as pure as Katie Price on her third wedding night. I recall a chunk of my cylinder head coming off in my hand when attempting to tighten a stud.</span><br />
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<span style="font-size: large;">Mix a little BRM into the cocktail however and things become a little more glamorous. The illustrious marque competed in 197 Grand Prixs, winning 17 and taking the World Championship in the hands of Graham Hill in 1962. They also had historic connections to Rover when they joint fielded a zany <a href="https://dmanf1.blogspot.com/2016/02/talking-turbines-lotus-56b.html">gas turbined car</a> at Le Mans. Unfortunately BRM folded twenty years before the birth of this 200 so this is celebration rather than collaboration.</span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi5HD4pPUtyxXCRlxco0DlwKrUsqNc1xRrv6KaLYwuRiM8hAuRwLX1bB8uuMdAH0waPywMEiS9lO2FxSi2bfGpiEhMKOalXzGUCjq12Xb3q094GvenlyzQvOgSbkerYaWv2B05g7Q-Q5hg/s1600/brm2.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: large;"><img border="0" data-original-height="596" data-original-width="900" height="263" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi5HD4pPUtyxXCRlxco0DlwKrUsqNc1xRrv6KaLYwuRiM8hAuRwLX1bB8uuMdAH0waPywMEiS9lO2FxSi2bfGpiEhMKOalXzGUCjq12Xb3q094GvenlyzQvOgSbkerYaWv2B05g7Q-Q5hg/s400/brm2.jpg" width="400" /></span></a></div>
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<span style="font-size: large;">The proud orange nose may seem garish but it adorned BRMs of yesteryear, and the car sits nicely on 5 spoke alloys. The interior also sees a lift with some nice cross stitched red leather. Beyond aesthetics the cars 20mm lower ride height as well as stiffer springs, revised dampers means a highly rated drive. Yes, from new you were guaranteed the head gasket would fail before 30,000 miles but once done and looked after it was more reliable than you think.</span><br />
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<b><span style="font-size: large;">9 - BMW E90 3 Series 320si</span></b><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjXVtTL94WMM7NpiLzIV-GyBc-sDbcK7kiI8YbsGRUtYp_15lEZuxLuPCGOzgRQnY1gluVccJmSMb21c5BzqPzuMtvVrw5NI_R1DH2kLRdCC6wBjqwyPvDZv82EHY7Lh0dOBRJcb59iWbc/s1600/320si.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: large;"><img border="0" data-original-height="427" data-original-width="640" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjXVtTL94WMM7NpiLzIV-GyBc-sDbcK7kiI8YbsGRUtYp_15lEZuxLuPCGOzgRQnY1gluVccJmSMb21c5BzqPzuMtvVrw5NI_R1DH2kLRdCC6wBjqwyPvDZv82EHY7Lh0dOBRJcb59iWbc/s400/320si.jpg" width="400" /></span></a></div>
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<span style="font-size: large;">The 320i of previous generations could offer you the luxury of a smooth 6 cylinder engine but without the performance of its bigger brothers. Even worse the fuel consumption wasn't better either meaning only and idiot like me would own two of them. With that it mind how can this seemingly run of the mill 4-cylinder 3 series make the cut here?</span><br />
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<span style="font-size: large;">Unbeknown to most however this isn't your normal sales rep mobile. The 'si' is much rarer with only 2,600 made. And its link to the pinnacle of motorsport is the engine. Hand built at the Sauber F1 factory, these small units rev all the way up to 8,000rpm thanks to a shorter stroke. Underneath a stunning carbon fibre rocker cover lies aluminium-alloy liners and forged piston rods. Gone is the complicated valvetronic BMW system, replaced with conventional rocker arms. The result is 173hp which won't hold a candle to an M3. So what the hell is the point in sexing things up with the help of the Swiss F1 outfit?</span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi0Urkx42XDgcKygfOe3GSMqyG3OpMmPH-0vCWZtsIP71o1cozuPRq3gI73kxODLEXtGREv0fexhQg9e5vXMrBXEo932tdvky3g_1dw5p8znFYkloXfV99aDSoIRXy4PXBhB0OkCnLX9r8/s1600/320si+rocker+cove.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: large;"><img border="0" data-original-height="479" data-original-width="640" height="298" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi0Urkx42XDgcKygfOe3GSMqyG3OpMmPH-0vCWZtsIP71o1cozuPRq3gI73kxODLEXtGREv0fexhQg9e5vXMrBXEo932tdvky3g_1dw5p8znFYkloXfV99aDSoIRXy4PXBhB0OkCnLX9r8/s400/320si+rocker+cove.jpg" width="400" /></span></a></div>
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<span style="font-size: large;"></span><br />
<span style="font-size: large;">The simple answer is racing homologation. The World Touring Car Championship of the time was limited to 2 litre with engine components having to be linked to production technology. The Sauber built engine was a great bass line to be modded for their title fight, which they executed brilliantly under the hands of four time WTCC champion Andy Priaulx.</span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhhHx8aDbsPPmP87U-nNZpSZGNidFPuaaehyphenhyphenIRvfMOq26M7qaidx8ynZsP0LULL6w0PlIomHXjBjnIc05ghn76gBpfwv_K1GaBkynGAYfz6QMpVnSv16q6lsiAoGJZS_bJRWVMNIymaU4Y/s1600/priaulx.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: large;"><img border="0" data-original-height="533" data-original-width="800" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhhHx8aDbsPPmP87U-nNZpSZGNidFPuaaehyphenhyphenIRvfMOq26M7qaidx8ynZsP0LULL6w0PlIomHXjBjnIc05ghn76gBpfwv_K1GaBkynGAYfz6QMpVnSv16q6lsiAoGJZS_bJRWVMNIymaU4Y/s400/priaulx.jpg" width="400" /></span></a></div>
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<b><span style="font-size: large;">8 - Honda Civic Jordan</span></b><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi3LJ6Xunwsf1QDx0gZUuBxHWBjmb50DTdHTvDTUmV2EoLqLOJAg08rHRKWW5gzBbugX2oCpcvl7AQwXOoBKI37XHxy9CF8zEjB23htVp37vPEMQJHTNW05A3zoP-j0GLiLZKabkIqweog/s1600/jordan.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: large;"><img border="0" data-original-height="768" data-original-width="1024" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi3LJ6Xunwsf1QDx0gZUuBxHWBjmb50DTdHTvDTUmV2EoLqLOJAg08rHRKWW5gzBbugX2oCpcvl7AQwXOoBKI37XHxy9CF8zEjB23htVp37vPEMQJHTNW05A3zoP-j0GLiLZKabkIqweog/s400/jordan.jpg" width="400" /></span></a></div>
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<span style="font-size: large;"></span><br />
<span style="font-size: large;">1999 was the pinnacle for the Jordan team. Heinz Harold Frentzen had a realistic shot at the championship with consistent results and two race wins. To celebrate Honda built the Honda Civic Jordan. Strangely it wasn't based on a Type-R but rather a VTi trim of their normal EK4 3 door. Things weren't exactly sluggish however thanks to their howling 160hp V-TEC pulling the front wheels. I always remember seeing one as a teenager shooting up and down the local seafront and longing for one. My first car however was on the other end of the spectrum in the shape of a Metro 1.1.</span><br />
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<span style="font-size: large;">In an example of pure marketing spin the only Jordan influence was simply trim and paint. A plaque denoted you were one of only 500 as well as yellow and black interior. But it does have an ace up its sleeve, adorning the beautiful yellow paint is a Jordan decal. You could have even fit a wasp decal on it a-la 1999 F1 car. And that makes it cool.</span><br />
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<b><span style="font-size: large;">7 - BMW E60 M5</span></b><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjowKu0ZDi0eXGRNbS-Yj5NIvoP15yEQjWHNfBVnH0UdcXsf6rWovfhxoCbz-kmmlDE9zib15S9JeIgaeEQM2ESzaZRYFF9TpIVZKzcDyjkAl35Hr43S5z24PJrzoWE_OLG92j-VdmKyuA/s1600/m5+v10.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: large;"><img border="0" data-original-height="501" data-original-width="1501" height="132" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjowKu0ZDi0eXGRNbS-Yj5NIvoP15yEQjWHNfBVnH0UdcXsf6rWovfhxoCbz-kmmlDE9zib15S9JeIgaeEQM2ESzaZRYFF9TpIVZKzcDyjkAl35Hr43S5z24PJrzoWE_OLG92j-VdmKyuA/s400/m5+v10.jpg" width="400" /></span></a></div>
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<span style="font-size: large;"></span><br />
<span style="font-size: large;">How can a hefty four door that weighs three times as much as an F1 car be called inspired? Simple answer - V10 engine.</span><br />
<span style="font-size: large;"></span><br />
<span style="font-size: large;">In the current era of vacuum cleaner noise levels many racing fans romanticise about the days of the aggressive piercing sound of a V10. At the time of the E60 M5, BMW had produced arguably the best of them all for Williams F1 team. It allowed them to be the only real challenge to Ferrari when so often rivals McLaren-Mercedes struggled to finish races. To celebrate the E60 M5 offered all the thrill of a V10 from the comfort of a big German saloon.</span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjmetmcyZBo6fHdhSjK0vLvBXzSYEv5GYafq2yQHBBGhqYA0H6cd95aKo8H59-R4DuCPnlauv2pYpgCQVopSFoEP_yrRqeGVPIBze6Dp9j3lfmf4aL6wS36Mtb1vGc6EjEOYbi4h2u84N8/s1600/bmw+v10.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: large;"><img border="0" data-original-height="533" data-original-width="800" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjmetmcyZBo6fHdhSjK0vLvBXzSYEv5GYafq2yQHBBGhqYA0H6cd95aKo8H59-R4DuCPnlauv2pYpgCQVopSFoEP_yrRqeGVPIBze6Dp9j3lfmf4aL6wS36Mtb1vGc6EjEOYbi4h2u84N8/s320/bmw+v10.jpg" width="320" /></span></a></div>
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<span style="font-size: large;"></span><br />
<span style="font-size: large;">I've been lucky enough to floor a slightly ropey example in sports mode and you could very well be Juan Pablo Montoya gunning it along the old Hockenheim straights. Or setting that average speed record around Monza. The aural experience is surreal as is the acceleration thanks to the award winning S85 engine. But if you were thinking this was the same unit as in the back of the Williams you would be wrong. Considering you can't even crank and F1 car unless the oil is warmed to perfect temperature BMW thought it wise to produce their own road car engine to deal with the demands and comfort of everyday use.</span><br />
<span style="font-size: large;"></span><br />
<span style="font-size: large;">However like its V10 racing cousin the power unit worked to very tight tolerances. Even new owners looking for something to show off to the neighbours that neglected regular maintenance would quickly find worn main conrod bearings potentially destroying the engine. Furthermore, BMW forever walking the fine line between engineering brilliance and crappy plastic parts, found plastic gears that controlled the throttle breaking very easily. Needless to say the car may be an absolute beast but a very brave second hand buy. What do you expect - its a high performance V10!</span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjEzYpkutDwOkrr_jYFIrXE6u9v_n9nYquvBQDGhbpijrWSPTcbgCsvxc_9ym9ffRHL5cIoLBNB98_p0k37Nc6lFWVWvftmFZ886fYoImMAJLNYHmXh2inTg3xFRajO01ij6aszWgUV8q0/s1600/v10+bmw.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: large;"><img border="0" data-original-height="1011" data-original-width="1600" height="202" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjEzYpkutDwOkrr_jYFIrXE6u9v_n9nYquvBQDGhbpijrWSPTcbgCsvxc_9ym9ffRHL5cIoLBNB98_p0k37Nc6lFWVWvftmFZ886fYoImMAJLNYHmXh2inTg3xFRajO01ij6aszWgUV8q0/s320/v10+bmw.jpg" width="320" /></span></a></div>
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<b><span style="font-size: large;">6- Renault Clio Williams</span></b><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhOCYk9ldFOHFlwpeNtRHyWDbYH1p9p70wJe439Pddmw_GFUxvjLluPeWRAKNd0n0Hf9adtuSGu5TQ15GsgijqS7XIWYopk_WPynoFH-_8KLxcN8jAQCLOna7qOeepLYMLfOYw4bx1a9-0/s1600/renault-clio-williams-1993-1996-3340_11463_969X727.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: large;"><img border="0" data-original-height="646" data-original-width="969" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhOCYk9ldFOHFlwpeNtRHyWDbYH1p9p70wJe439Pddmw_GFUxvjLluPeWRAKNd0n0Hf9adtuSGu5TQ15GsgijqS7XIWYopk_WPynoFH-_8KLxcN8jAQCLOna7qOeepLYMLfOYw4bx1a9-0/s400/renault-clio-williams-1993-1996-3340_11463_969X727.jpg" width="400" /></span></a></div>
<span id="goog_1343664924"></span><span id="goog_1343664925"></span><span style="font-size: large;"></span><br />
<span style="font-size: large;"></span><br />
<span style="font-size: large;">The first car I drove after passing my test was my parent's dark blue Renault Clio MK1. With Wolf Race five-spoke alloys it really looked the part of a faux Clio Williams. A fortnight in and much to my parent's dismay the quarter panel had a coming together with our parking bay wall.</span><br />
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<span style="font-size: large;">The real Clio Williams is a hot hatch classic. With an aggressive bonnet scoop and gold alloys gave it road presence that deceived its small stature. The 145hp from its two litre engine is plenty for this roller skate. Flaw it through corners and the uprated suspension set up gives surprisingly good grip even on those piddly wheels. That classic lightweight hot hatch feel is forever present. Nothing like this will ever go into production again.</span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiV0ZzI09pg_CUfh8HQ7a5qPbWF-9C6SaV3w0Rz5ZhIk3D-4-ZGJnPE5HWsSRyafoyyVjyD0NzxdWfYQL2kShyHMzpaCCspQA8lXlWQOLjG8kmFcyiFjp5U4OZz67gdZDzCqpDP10jtL_Y/s1600/Renault%252520Clio%252520Williams%252520%25285%2529.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: large;"><img border="0" data-original-height="486" data-original-width="730" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiV0ZzI09pg_CUfh8HQ7a5qPbWF-9C6SaV3w0Rz5ZhIk3D-4-ZGJnPE5HWsSRyafoyyVjyD0NzxdWfYQL2kShyHMzpaCCspQA8lXlWQOLjG8kmFcyiFjp5U4OZz67gdZDzCqpDP10jtL_Y/s400/Renault%252520Clio%252520Williams%252520%25285%2529.jpg" width="400" /></span></a></div>
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<span style="font-size: large;">Ironically something so well tuned wasn't breathed on by an F1 team. Like Honda years later, Renault looked to capitalise on its successful partnership with Williams on track. As Alain Prost won the World Championship in a Williams-Renault, a sporty Clio bearing the brand was released in 1993. However lack of input from the F1 outfit wouldn't matter. Its highly experienced and legendary Renault Sport division would develop the car that had the pedigree and homologation for rally car conversion if required. Three fazes followed as well as the start of the infamous Renault Sport Clio series.</span><br />
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<b><span style="font-size: large;">5 - Honda NSX</span></b><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi-c4dspdSA_KAgIWOXIqDvPdeT2TG_sgNRTW9ZjJFcsS9B6XzhnEdVKRyV0E0QnNFds6Tyhyphenhyphen-AKpYXkVpzwDwT24beZfgMCB-eRWx4J7OstNx8zjj9Wzau6GUC1GGjKIwcV_Ma4lry6wE/s1600/senna+nsx.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: large;"><img border="0" data-original-height="420" data-original-width="700" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi-c4dspdSA_KAgIWOXIqDvPdeT2TG_sgNRTW9ZjJFcsS9B6XzhnEdVKRyV0E0QnNFds6Tyhyphenhyphen-AKpYXkVpzwDwT24beZfgMCB-eRWx4J7OstNx8zjj9Wzau6GUC1GGjKIwcV_Ma4lry6wE/s400/senna+nsx.jpg" width="400" /></span></a></div>
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<span style="font-size: large;"></span><br />
<span style="font-size: large;">In the eyes of the vast majority of F1 fans the cult of Ayrton Senna takes on an almost metaphysical and spiritual form. The great Brazilian took his second World Championship in his Honda powered McLaren in 1990. At the time the Japanese industrial giant was looking to produce the ultimate every day sportscar and drew on the greatness of Senna for his feedback and development.</span><br />
<span style="font-size: large;"></span><br />
<span style="font-size: large;">However much hype is made of this involvement across the online world that you would actually think Ayrton penned the car himself. In reality the original development of the car lies with the genius of Honda engineers and Japanese race driver Satoru Nakajima battering it around Suzuka race circuit. It wasn't until later in development Ayrton was invited down to Suzuka for the day to have a go. Adorning aviator glasses and a crazy combination of white socks and brown leather slip on shoes, Senna immediately pushed the envelope of the prototype. His feedback was to stiffen the chassis to improve handling response, something his other-worldly intuition echoed in his mind. Senna's interest was sparked and he agreed a few more sessions including time at the mighty Nurburgring circuit, focusing on suspension development.</span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiNralZvQ65cNVtQ07uTMpM3batpAx4HzH8Tu8xLx0OeCY5tHoVcTaHCj_6YE6EKH9dsOFF2GLr-3hd6FxQzaLnC3HqwTXdqJajNLNclDYswA7ClxwRdmQVShxwf2FbauOIp9-qxfl0nKs/s1600/senna+nsx2.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: large;"><img border="0" data-original-height="1043" data-original-width="1600" height="260" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiNralZvQ65cNVtQ07uTMpM3batpAx4HzH8Tu8xLx0OeCY5tHoVcTaHCj_6YE6EKH9dsOFF2GLr-3hd6FxQzaLnC3HqwTXdqJajNLNclDYswA7ClxwRdmQVShxwf2FbauOIp9-qxfl0nKs/s400/senna+nsx2.jpg" width="400" /></span></a></div>
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<span style="font-size: large;"></span><br />
<span style="font-size: large;">What followed was a very sharp and often challenging drive that set a benchmark of high performance motoring. You could have all the fun of a mid engined supercar but not break down like other exotics of the time. And ofcourse, a certain Ayrton Senna played an influencial role...</span><br />
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<b><span style="font-size: large;">4 -Ferrari F50</span></b><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiVod3e1ImmsosX9D_Kts6OiN-JDMsgycp1zaO3gsfvW9M84zmiIULeplvw2osNL8m7N4kgQXyJnDuNO64Mw9tD152UVnpw3f6BvWD0FTf5NGcjOMjYxuwP5Q0n7vU0NTs3UXbjErWzQ8U/s1600/f50+2.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: large;"><img border="0" data-original-height="320" data-original-width="480" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiVod3e1ImmsosX9D_Kts6OiN-JDMsgycp1zaO3gsfvW9M84zmiIULeplvw2osNL8m7N4kgQXyJnDuNO64Mw9tD152UVnpw3f6BvWD0FTf5NGcjOMjYxuwP5Q0n7vU0NTs3UXbjErWzQ8U/s400/f50+2.jpg" width="400" /></span></a></div>
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<span style="font-size: large;">As we venture into the world of the unattainable the Ferrari F50 was arguably the first car that claimed to be a Formula 1 racer for the road. While its predecessor the F40 stunned the world with its performance whilst being superglued together with no carpets or even side window handles, the F50 featured a V12 as a stressed member like Alain Prost's then F1 car. This resulted in pin sharp response at the cost of comfort. Jeremy Clarkson famously reviewed the car and hated this sensation, quoting it being akin to the engine being bolted to your back.</span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiqtkWGn9nD3vs0fO6EdlSgv9Z4klSAvuUkjgTDNXLwdxg4MO3INgRXPMEKbYumS0ufHRJWCwsRcc992ud_rm5zpCykJtZeQUTPL8NIvk6oAsMfoQUN0TJPVpxxQSNL2rubJ1GMuqY0jMU/s1600/f50.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: large;"><img border="0" data-original-height="1200" data-original-width="1600" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiqtkWGn9nD3vs0fO6EdlSgv9Z4klSAvuUkjgTDNXLwdxg4MO3INgRXPMEKbYumS0ufHRJWCwsRcc992ud_rm5zpCykJtZeQUTPL8NIvk6oAsMfoQUN0TJPVpxxQSNL2rubJ1GMuqY0jMU/s400/f50.jpg" width="400" /></span></a></div>
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<span style="font-size: large;">Some say the styling was flawed, which seems to not have aged terribly well. A nose-cone inspired front end was fitted with fans to suck the car down even at low speeds - a technology actually banned in F1. Unlike many in this list the engine was actually developed from the 3.5 V12 found in Prost's chariot, all be it in bigger and refined 4.7 litre form. Even a subdued F1 engine is something to behold, with the F50s party piece being the scream of those howling twelve cylinders. Unfortunately the Marenello outfit faced some stiff hyper car competition in the UK from McLaren and Jaguar which beat the F50 in headline grabbing top speed. Yet for all its flaws the F50 remains something very special and captures the raw essence of racing brilliantly.</span><br />
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<b><span style="font-size: large;">3- Lotus Esprit Essex Turbo</span></b><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjDOlhbizDEuKiJ_qGJBzFfdymbH2RvZUL_pOQdPs1LPrdIDFqbdqHzkie2NDaAFKbtaDAsemGpt66IvoUWAbblsTD3j1-sjpbBdJXQBamRxsJr7Hl1mGE8kFa0mkjrB9TRKD3WosDJhCQ/s1600/essex.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: large;"><img border="0" data-original-height="480" data-original-width="640" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjDOlhbizDEuKiJ_qGJBzFfdymbH2RvZUL_pOQdPs1LPrdIDFqbdqHzkie2NDaAFKbtaDAsemGpt66IvoUWAbblsTD3j1-sjpbBdJXQBamRxsJr7Hl1mGE8kFa0mkjrB9TRKD3WosDJhCQ/s400/essex.jpg" width="400" /></span></a></div>
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<span style="font-size: large;">The Esprit has always captured my imagination . As a young boy I idealised the 'wedge' as it cut its way on screen through James Bond, Pretty Women and the atrocious Teen Agent. In what seems to be a celebration by Colin Chapman of Lotus' then F1 title sponsor, the 'Essex' was the first turbo Esprit. Thankfully this isn't your 'Essex-ed' up motor. The red leather interior invited you to be cocooned into a seriously focused road car.</span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjLmk__tIc9oAMc-CdKDRC3_-xdDb4MIxueMaaAhk0-wG54av2UUasDFU8jh1S4jhHwghx0KD_ZDORjvKfL3gmjX1NUbwXZBUnJSMr5FVpfauoOwC4KrVrAAKFvlAEKL8FELzlO1otZl-U/s1600/essex+i.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: large;"><img border="0" data-original-height="523" data-original-width="1024" height="203" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjLmk__tIc9oAMc-CdKDRC3_-xdDb4MIxueMaaAhk0-wG54av2UUasDFU8jh1S4jhHwghx0KD_ZDORjvKfL3gmjX1NUbwXZBUnJSMr5FVpfauoOwC4KrVrAAKFvlAEKL8FELzlO1otZl-U/s400/essex+i.jpg" width="400" /></span></a></div>
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<span style="font-size: medium;"><span style="font-size: large;"><span style="background-color: transparent; color: black; display: inline; float: none; font-family: "times new roman"; font-style: normal; font-variant: normal; font-weight: 400; letter-spacing: normal; text-align: left; text-decoration: none; text-indent: 0px; text-transform: none; white-space: normal; word-spacing: 0px;">This was 1980 British car industry stuff, with a slightly garage built build quality. The long throw of the gearbox could irritate. </span></span></span><span style="font-size: medium;"><span style="font-size: large;"><span style="background-color: transparent; color: black; display: inline; float: none; font-style: normal; font-variant: normal; font-weight: 400; letter-spacing: normal; text-align: left; text-decoration: none; text-indent: 0px; text-transform: none; white-space: normal; word-spacing: 0px;">B</span>ut why does the dream of driving an Esprit persist? Gunning the whistling 4 cylinder early turbo engine is said to bring smiles to the face. The engine sits low thanks to its dry sump oil system and the chassis is made to be thrown around. Weighing in at under a tonne even a now wheezy 210hp is enough for decent performance.</span></span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjOy8b3tfNypNUKuhHCDpe8GjT78tT3TxvcBq_jQMF0akBzsNp4xl2zeOOmVRzUnI4uXsaLC5iZ9yfYHrg35ITKDldJyB8b_Le1YBe7d0akw6DxJna8JS7vLWKWvBT7wa3yn9bDFd9yuMM/s1600/essex+2.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: large;"><img border="0" data-original-height="1071" data-original-width="1600" height="267" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjOy8b3tfNypNUKuhHCDpe8GjT78tT3TxvcBq_jQMF0akBzsNp4xl2zeOOmVRzUnI4uXsaLC5iZ9yfYHrg35ITKDldJyB8b_Le1YBe7d0akw6DxJna8JS7vLWKWvBT7wa3yn9bDFd9yuMM/s400/essex+2.jpg" width="400" /></span></a></div>
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<b><span style="font-size: large;">2 - Ferrari Enzo</span></b><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjPmpJG732NywFQLnEdDwybEA0_llMzE5VlZzgoO0atMYz1OyTBVBYTkxqd-Lp8XbzsWI2NtqMO7KdMch3wZXrCCD3vapEyxCh6QT3abCFbtcEBuqoKWAQbk3R6due3dmqphs8pWqAXJFQ/s1600/ferrari-enzo.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: large;"><img border="0" data-original-height="803" data-original-width="1200" height="267" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjPmpJG732NywFQLnEdDwybEA0_llMzE5VlZzgoO0atMYz1OyTBVBYTkxqd-Lp8XbzsWI2NtqMO7KdMch3wZXrCCD3vapEyxCh6QT3abCFbtcEBuqoKWAQbk3R6due3dmqphs8pWqAXJFQ/s400/ferrari-enzo.jpg" width="400" /></span></a></div>
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<span style="font-size: large;">The 'F60' was an evolution of the concept of the F50 yet executed brilliantly. The car featured trick aerodynamics with bodywork that looked very prototype racer. Some say its form-over-function made this just as ugly as the F50 and very un-Ferrari. Catch it at the wrong angle and that rear could look bulky. But as the suspension and gearbox dug the car into the ground and the full force of the V12 sent you the horizon, your opinion may have changed. On the road the choppy gearchange trying to lock the rear up would get your attention in the wet. Certainly not a GT cruiser just like the previous generations of Ferrari hypercar.</span><br />
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<span style="font-size: large;">The reality was the gearbox and engine wasn't as much the same to an F1 car as the F50. Yet the downforce created was immense. Ferrari released a crazy FXX model which was wasn't road legal. You had to cough up enough money to be 'invited' to purchase a car only to be used official Ferrari track days. An 'MC12' Maserati was its sister car, yet producing more downforce and intended to compete in GT Championships.</span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjl9O4ritS8eC2AufP3e8ENKO93592-MhXXPCc06kn6Xk00AhjvY3IlaIQIPNL6WgK6TQ3pv9s9lFqQOmSMlO-XENmSRdza8GiaKtAy-9gcIXkPunqSFVa6SJGFVzzUbaP0ELu41BkARuU/s1600/fxx.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: large;"><img border="0" data-original-height="768" data-original-width="1024" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjl9O4ritS8eC2AufP3e8ENKO93592-MhXXPCc06kn6Xk00AhjvY3IlaIQIPNL6WgK6TQ3pv9s9lFqQOmSMlO-XENmSRdza8GiaKtAy-9gcIXkPunqSFVa6SJGFVzzUbaP0ELu41BkARuU/s400/fxx.jpg" width="400" /></span></a></div>
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<b><span style="font-size: large;">1 - McLaren F1</span></b><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjxg6pFDRVuELkbXlHgKwaqQ6PRkf6aK488TdOXQKh1wifVkbu075IRGhsIFeT0xWaipIKzteVzI6a4zb6ww_oapvh6c_1NtNL9VBRtH-clYmTFrjc0dU3MaC7CP99wumc3MHP3ukrNBm0/s1600/mclarenf1.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: large;"><img border="0" data-original-height="768" data-original-width="1024" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjxg6pFDRVuELkbXlHgKwaqQ6PRkf6aK488TdOXQKh1wifVkbu075IRGhsIFeT0xWaipIKzteVzI6a4zb6ww_oapvh6c_1NtNL9VBRtH-clYmTFrjc0dU3MaC7CP99wumc3MHP3ukrNBm0/s400/mclarenf1.jpg" width="400" /></span></a></div>
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<span style="font-size: large;">The boot space of a fiesta and two passengers meets 248mph. The McLaren remained on at the top of the ultimate hypercar mantle throughout the 90s and for good reason. Mix Gordon Murray genius, a BMW V12 engine and absolute disregard for cost and you have a formidable machine.</span><br />
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<span style="font-size: large;">Isuzu were actually approached to produce the V12 to sit in the back of it. As crazy as that idea sounds the hopes were to flog their very decent <a href="http://dmanf1.blogspot.com/2014/12/isuzu-and-subaru-in-f1.html">prototype F1 engine</a>. However the accolade for possibly the best road car engine ever goes to BMW. Sharing little but basic principles from other V12 engines from the Bavarian manufacturer, the S70/2 was an absolute tour-de-force of linear power delivery. Push down on the chain-linked throttle pedal and the independent throttle bodies open up to give you a 618hp kick in the backside.</span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjljEpYMzcvFSn2IOlUI-Ip17x-Wm7Lx0qZ5vz_vf2u8_XwXlbzWsm6rW04vWFW0aUP84nxatWsrgNqHmom8oOmKKLi-0KEaNVCv3Fl9NQJSXiWDMBe1Oa62zFW2m9nkKaEeXzdedpaWI4/s1600/mclaren+f1+engine.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: large;"><img border="0" data-original-height="903" data-original-width="1360" height="265" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjljEpYMzcvFSn2IOlUI-Ip17x-Wm7Lx0qZ5vz_vf2u8_XwXlbzWsm6rW04vWFW0aUP84nxatWsrgNqHmom8oOmKKLi-0KEaNVCv3Fl9NQJSXiWDMBe1Oa62zFW2m9nkKaEeXzdedpaWI4/s400/mclaren+f1+engine.jpg" width="400" /></span></a></div>
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<span style="font-size: large;">Legendary Formula 1 engineer and designer Gordon Murray produced a chassis way ahead of anything else of the time. Using McLaren resources the car was the first in production to feature a carbon fibre monocoque. With budget no being a question the engine bay was even lined with gold to offer the best heat resistance. A central driving position allows a formula car experience with enough room for two passengers either side.</span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhWXrBTBkzav0SlWeRML2wKY8m33ev1jlXO95bye7JeLK9mQjSSwvcaPekUVzLGTqyDUp3-U5tIp67QF-xG7BSXw8lacnuj-QCvjAVbWE2kC_noHT8MDkqv9ttTQvWE8SEjeESILrU1AYU/s1600/mclareninside.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: large;"><img border="0" data-original-height="462" data-original-width="736" height="250" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhWXrBTBkzav0SlWeRML2wKY8m33ev1jlXO95bye7JeLK9mQjSSwvcaPekUVzLGTqyDUp3-U5tIp67QF-xG7BSXw8lacnuj-QCvjAVbWE2kC_noHT8MDkqv9ttTQvWE8SEjeESILrU1AYU/s400/mclareninside.jpg" width="400" /></span></a></div>
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<span style="font-size: large;">The cold hard truth is probably the best car ever made is also a proposition that would make a millionaire's eyes water. With annual running costs estimated at £20,000 even a tyre change involves McLaren 'running in' at least two tyres around a race circuit. But ask yourself what is the price of a dream?</span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEghL6jn6K2FCKEhSGkg5Bh7lYFgc_-0YZ46k6J1dmTWR4FJ6ghbxiMEC_BuA-VhquUOTZB29AuCTmFG1I0ZfI5RPT9Y_8WbbE5ktsGQk8UcioU7QZjiX-IXxLWhUS3ezY9plmXFLpulz_U/s1600/mclaren-f1-gtr-longtail-gulf-front-right-1_1200.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="font-size: large;"><img border="0" data-original-height="750" data-original-width="1200" height="250" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEghL6jn6K2FCKEhSGkg5Bh7lYFgc_-0YZ46k6J1dmTWR4FJ6ghbxiMEC_BuA-VhquUOTZB29AuCTmFG1I0ZfI5RPT9Y_8WbbE5ktsGQk8UcioU7QZjiX-IXxLWhUS3ezY9plmXFLpulz_U/s400/mclaren-f1-gtr-longtail-gulf-front-right-1_1200.jpg" width="400" /></span></a></div>
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<span style="font-size: large;"></span><br />DmanF1http://www.blogger.com/profile/17447477329643934091noreply@blogger.com4tag:blogger.com,1999:blog-2444871937911861036.post-12677057123720504992018-02-11T12:58:00.002-08:002021-12-28T05:21:30.861-08:00Top 10 F1 Cars of All TimeThe history of the sport is gifted with marvels that pushed the boundaries of engineering creativity and captured the passion of their era. Here we look at the top 10 cars of all time...<br />
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<b>#10 - Lotus 98T</b><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjLLjgCIjoVKUn9riAb0fLuh4M9hKKzZml-KMONUl1tY3pHpIxJl_a3wZUbFAgku-A1MtMZhFPxWruJXimPnKzsCY0WZy4HzALPikUGeKkJFuCGjLCkWlXSKxklZeSZCaENHjdWvz1fhtU/s1600/lotus98t.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="199" data-original-width="290" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjLLjgCIjoVKUn9riAb0fLuh4M9hKKzZml-KMONUl1tY3pHpIxJl_a3wZUbFAgku-A1MtMZhFPxWruJXimPnKzsCY0WZy4HzALPikUGeKkJFuCGjLCkWlXSKxklZeSZCaENHjdWvz1fhtU/s1600/lotus98t.jpg" /></a></div>
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Few things spark the enthusiast's imagination than raw power. The prestigious Lotus Renault 98T had all this and more, encapsulating the decade of excess with extreme straight line performance. In fact 1986 saw the most powerful cars ever to grace the sport until concerns over safety and cost strangled the turbo into non existence, finally being banned in 1989. While today's current turbo era cars are delivering better power over the whole race weekend, nothing quite matches the extreme nature of delivery of the early turbo cars. Putting your foot to the floor would at first prove underwhelming until the turbo suddenly spooled up to deliver an explosive punch. This came all at once and could prove a real challenge to control. Get it right however and the back end would squat into the tarmac and launch you towards the horizon at phenomenal speed.</div>
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“<i>Forget everything after. The 1986 Turbo cars really were rockets. And to handle them, I think, you had to be a man</i>” -Gerhard Berger</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg-VJ9944v0iBznQG0yG3Vfb1OXQFe5eBd-CJ8hA6PgjXq278b9slKJwd5IqL4nFjxOpPUY0RpuEZdLrlvPDgKmmkwtX7cVqCMCDoHnWaNruzUvvNk_a9xAXx5ljd1BAVV0E46lgpdMOHk/s1600/sennasparks.jpg" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" data-original-height="500" data-original-width="800" height="200" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg-VJ9944v0iBznQG0yG3Vfb1OXQFe5eBd-CJ8hA6PgjXq278b9slKJwd5IqL4nFjxOpPUY0RpuEZdLrlvPDgKmmkwtX7cVqCMCDoHnWaNruzUvvNk_a9xAXx5ljd1BAVV0E46lgpdMOHk/s320/sennasparks.jpg" width="320" /></a>The Lotus 98T on paper wasn't even the best car of the 1986 season. McLaren's MP4/2 wrapped up the driver's championship in the hands of the consistent Alain Prost, while the Williams FW11 proved the best performing car and took the Contructor's Championship. Both had superior aerodynamics and at times more power, so why do both get trumped by the 98T? Non could match the cool factor of course!</div>
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The car looked stunning, its JPS livery adorning the smooth and proportioned lines of a chassis oozing pedigree. The car was well balanced and featured advanced electronics for its day, including a fuel consumption computer so important for the fuel limited races of the season. Renault provided a strong engine featuring a pneumatic valve train that has become standard in more modern times. A certain Ayrton Senna shined brightly, putting the car on pole an unmatched 8 times that season and delivering 2 wins. Unfortunately the 98T could not deliver a consistent level of performance and reliability to bring a Championship.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiRT5Iyq5v7yZmSZVjlcjzlixwPhS_cKtj4MdekMWv-oGKjOuifnt5lbi4TClbU4DhzuleIhikwMiOGGQ5ORD2yctFRSkU8vMLnNBe1Z1cGw_uAHhSUVFy3tWwk6_xnpPKTMPcl7nav_qU/s1600/Senna1.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="891" data-original-width="1187" height="239" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiRT5Iyq5v7yZmSZVjlcjzlixwPhS_cKtj4MdekMWv-oGKjOuifnt5lbi4TClbU4DhzuleIhikwMiOGGQ5ORD2yctFRSkU8vMLnNBe1Z1cGw_uAHhSUVFy3tWwk6_xnpPKTMPcl7nav_qU/s320/Senna1.jpg" width="320" /></a></div>
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<b>#9 - Ferrari 156 ' Sharknose'</b><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjIBV_OHE-N-7PJTh6he2mT2CC46dBnwcR0TsE2BxPhTF6ljMIhYwXihEuUngnmNffgjyN3lDA1kCDkQyVkukOb6w9H21dN8wg2NlDYlto9yW3ogEEVNTnbKcJbq1DeA02Nl88WV1gvovo/s1600/ferrari156sharknose.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="199" data-original-width="290" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjIBV_OHE-N-7PJTh6he2mT2CC46dBnwcR0TsE2BxPhTF6ljMIhYwXihEuUngnmNffgjyN3lDA1kCDkQyVkukOb6w9H21dN8wg2NlDYlto9yW3ogEEVNTnbKcJbq1DeA02Nl88WV1gvovo/s1600/ferrari156sharknose.jpg" /></a></div>
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1961 saw the rules of the sport drastically change with a reduction in maximum engine capacity from 2.5 to 1.5 litres. With the tragedy of 1955 Le Mans still ringing in their ears the FIA had taken this unpopular decision three years earlier. British engine supplier Coventry Climax were ill-prepared and saw their grip at the top loosen. In fact the new regulations meant their power output nearly halve, from around 290hp to a wheezy 150hp from their new 4 cylinder engine. British marques Aston Martin and Vanwall departed from the sport for good, while BRM had to wait a further year before its engine would be ready. It seemed there was a certain arrogance that the regulations wouldn't materialise. However Ferrari saw this as an opportunity and Italian design ace Carlo Chitti began work on the new 156 well in advance of the season.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhPd8RxUfuSR-dL1A4YG0XZQaPrdyrDRSdXx5-lV1x8nSnkIwEHfhCenw3c2j5Sxf1zdx4paswSFzLl7QVgb4ezXE61qdBjKhiRWKUCqgGRNQYMNaknlB7BQRNnjbb71CK6NOeZ-ZLNHv0/s1600/sharknose2.jpg" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" data-original-height="372" data-original-width="558" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhPd8RxUfuSR-dL1A4YG0XZQaPrdyrDRSdXx5-lV1x8nSnkIwEHfhCenw3c2j5Sxf1zdx4paswSFzLl7QVgb4ezXE61qdBjKhiRWKUCqgGRNQYMNaknlB7BQRNnjbb71CK6NOeZ-ZLNHv0/s320/sharknose2.jpg" width="320" /></a></div>
The new car would be Ferrari's first mid-engined racer, and while not quite as advanced in construction the real star was its new 1.5 litre V6 engine. It produced around 190hp which gave a huge advantage of nearly 30% over anyone else. With a wide 120° bank the engine sat low improving the center of gravity. The car's distinctive feature was the 'snarknose' nostril air intakes at the front feeding air to the radiators. This made for a fantastic looking car that went as good as it looked.<br />
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Factory drivers Phil Hill and Wolfgang Von Tripps would enjoy the 156's superior performance throughout the season. At Monza, Von Tripps only had to secure a third place finish take win the Driver's World Championship. On the second lap he made contact with Jim Clarke's Lotus on the banking, riding up the outside and colliding with a fence. Himself and fifteen spectators tragically died in the incident. In an era where death was part and parcel of the sport the race continued on and American Phil Hill went on to win and become World Champion. Ferrari would also secure its first Contructor's Championship.<br />
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Ferrari continued to campaign the 156 without its distinctive sharknose cowl for the next two seasons. However its advantage immediately dissolved with the arrival of new 8 cylinder engines from BRM, Climax and Porsche. To add insult to injury Carlo Chitti walked out of the team taking engineers with him. Ferrari would have to wait until further rule changes in 1966 to become competitive again. The FIA had taken heed that sportscars were setting faster lap times than F1 machinery and the 1.5 litre formula was no more.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEig90aqDmRHtXpGr82PPfzxgfAJdeq9HTFKCGbq40RhGtHqadYPs53Lxj7h_g1idndphJKcSspC7S4jpWkxfgod1yMEfCyfp2aFDqbjDPCg_ENs21nmIs-QhI-gEau3jmj0ZcM3e3cKYFc/s1600/sharknose.jpg" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="840" data-original-width="950" height="352" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEig90aqDmRHtXpGr82PPfzxgfAJdeq9HTFKCGbq40RhGtHqadYPs53Lxj7h_g1idndphJKcSspC7S4jpWkxfgod1yMEfCyfp2aFDqbjDPCg_ENs21nmIs-QhI-gEau3jmj0ZcM3e3cKYFc/s400/sharknose.jpg" width="400" /></a></td></tr>
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<b>#8 - Red Bull Renault RB7</b><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhwGHn82btnSrLOmpijNz_i49lpVgx3YaYvVnseMT1KzqCBOdxykZj4epZSYNr4jQ5Opm2KwZHMKkrcQtMJ-N64xlOnrCSBnARrtYEjaccETxJOLpsMOUglTK6rUn_5xVgQZOdl_ODgpI0/s1600/redbullrb7.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="199" data-original-width="290" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhwGHn82btnSrLOmpijNz_i49lpVgx3YaYvVnseMT1KzqCBOdxykZj4epZSYNr4jQ5Opm2KwZHMKkrcQtMJ-N64xlOnrCSBnARrtYEjaccETxJOLpsMOUglTK6rUn_5xVgQZOdl_ODgpI0/s1600/redbullrb7.jpg" /></a></div>
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Truth be told any Red Bull that won Sebastian Vettel his four World Championships between 2010 and and 2013 could qualify for this top ten. However it was the RB7 which took domination to a new level in 2011 and creatively interpreted regulations to great advantage. The fact that Vettel only missed out on a podium twice and won eleven races speaks volumes.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjF71x0hpM7stlMT0uR2dfCdLCJEZaVfMnDisW2uBLTZ7LcD2kiV5HuuNig2wk9dfX0cM06Ifr7ukVrVKmlbw5_gQQW6BBpAHtACGk0tU0cbdIuXFLeQaQcfhUxdQK0GwHCwcItz6u3Rlo/s1600/rb7.jpg" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" data-original-height="683" data-original-width="1024" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjF71x0hpM7stlMT0uR2dfCdLCJEZaVfMnDisW2uBLTZ7LcD2kiV5HuuNig2wk9dfX0cM06Ifr7ukVrVKmlbw5_gQQW6BBpAHtACGk0tU0cbdIuXFLeQaQcfhUxdQK0GwHCwcItz6u3Rlo/s320/rb7.jpg" width="320" /></a></div>
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Adrian Newey's genius understood the capabilities of the exhaust blown diffuser and how to exploit it. Not new in concept, blowing exhaust gases around or into the diffuser can help increase its efficiency and therefore downforce. Somewhat forgotten and abandoned due to its sensitivity to throttle inputs and other advantages of exhaust location, Newey rekindled the idea with the previous year's RB6. Exhaust gases channelled around the diffuser produced in principle a 'curtain' around it, improving the performance of the air flow. Top teams soon copied this idea throughout the season with experiments of their own. Yet for the RB7 he directed his design team to build the entire car around the exhaust exits to maximise the exhaust blowing effect. This time exhaust gases were cleverly channelled through a lip in the car's floor directly into the diffuser. This had an effect of dramatically speeding up the airflow and increasing downforce. </div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiE08UetPvkTbgbyrPHslTzNN5rF1sz4DASKo00yg0UHUybF8iGBtyzFMRlk4ABSy3Dl-z7S8EfRWOkJFvcUtLjCxesnJR7K9vAu9VLS200Nvcr6msnezwsPxjj9qtfiFAIJm2jD1l2n8s/s1600/redbull-floor-inline.jpg" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" data-original-height="265" data-original-width="470" height="180" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiE08UetPvkTbgbyrPHslTzNN5rF1sz4DASKo00yg0UHUybF8iGBtyzFMRlk4ABSy3Dl-z7S8EfRWOkJFvcUtLjCxesnJR7K9vAu9VLS200Nvcr6msnezwsPxjj9qtfiFAIJm2jD1l2n8s/s320/redbull-floor-inline.jpg" width="320" /></a></div>
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The heavy reliance on this principle meant certain hurdles had to be crossed in order for the RB7 to be successful. When the car comes off the throttle for a corner exhaust pressure drops and so does downforce. This robs the car of braking and turn in performance and the transition can be unstable. To counteract this Renault produced engine maps that allowed 'cold' exhaust gases to flow, that is air still travelling through the engine but not ignited, when off the throttle. This continued exhaust pressure be it to a lesser degree. While other engine suppliers were also using cold blowing it was Renault that led the way in 'hot' exhaust blowing maps. Now off the throttle the engine would continue to burn fuel using retarded ignition to produce hot air without torque. Now the RB7 was producing maximum diffuser downforce consistently through the lap.</div>
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Teams and engine suppliers were scrambling to join this new arms race, with bigger heavier fuel tanks more advantageous so more could be burnt for precious downforce. Needless to say with the recent introduction of KERs to the sport and the hope for a more efficient future the excess burning of fuel wasn't popular with the FIA. After much protest from Red Bull off-throttle blowing was soon banned by Silverstone and blown diffusers all together for the following season. Vettel was able to exploit the blown diffuser to much greater affect than team mate Mark Webber and went on to become the youngest double World Champion.</div>
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<b>#7 Lotus Pratt & Whitney 56B</b></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjiToTpspTEfIL1OC1FI-qSioyXp5A1IJbmPKLTrOZ8KG3cZVnkA-bDLUO_ttpfeD3uAbqb1R-Oc7BSiEzBJLUNcKYmBHhg-IBrR5W7km40yIXMpNs0NCxJXMa4pd2nSfWIKao7l7-YcVQ/s1600/lotus56b.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="199" data-original-width="290" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjiToTpspTEfIL1OC1FI-qSioyXp5A1IJbmPKLTrOZ8KG3cZVnkA-bDLUO_ttpfeD3uAbqb1R-Oc7BSiEzBJLUNcKYmBHhg-IBrR5W7km40yIXMpNs0NCxJXMa4pd2nSfWIKao7l7-YcVQ/s1600/lotus56b.jpg" /></a></div>
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<a href="http://dmanf1.blogspot.co.uk/2016/02/talking-turbines-lotus-56b.html">To read my full article on the 56B click here</a></div>
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For all you aircraft geeks out there your eyes do not deceive you. This car is powered by aerospace engine manufacturer Pratt and Whitney. Developed from an engine found on turboprop aircraft and helicopters, the Lotus 56B was the first and only F1 car powered by a gas turbine. This burnt compressed air in the fashion of a jet engine but with the combustion rotating a turbine. This unique and left field design offered a big power advantage and at times showed great pace, though the many disadvantages curtailed its short lifespan.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgXRXz9UfdIsBGKoGcbLVDlhWF0VggKJfgb8Rvk8zTgnhNdE9Wziy70xFSkYFoiyqupsvyjsCgms3k6IPeRmGSG6hff-CPR-20Z4vbggGztLFsTefUPEZC38alH8ubW4t1sgzBgMhqKjzE/s1600/FittipaldiMonza.jpg" style="display: inline; margin-left: 1em; margin-right: 1em; text-align: center;"><img border="0" data-original-height="530" data-original-width="941" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgXRXz9UfdIsBGKoGcbLVDlhWF0VggKJfgb8Rvk8zTgnhNdE9Wziy70xFSkYFoiyqupsvyjsCgms3k6IPeRmGSG6hff-CPR-20Z4vbggGztLFsTefUPEZC38alH8ubW4t1sgzBgMhqKjzE/s400/FittipaldiMonza.jpg" width="400" /></a></div>
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Across the pond Ken Wallis had difficulty gaining support for his idea of a gas turbined racing car for the Indy 500, being rejected by Dan Gurney and Carol Shelby. After securing funding from the STP oil company, Wallis' gas turbined 'STP-Paxton' took the lead on its debut only to retire with just eight miles remaining. Lotus founder Colin Chapman was infamous for pushing boundaries and recognised the car's winning potential. The legendary Jim Clark was lined up to lead Lotus's gas turbined '56' at Indianapolis in 1966 but sadly lost his life prior in a fatal accident at Hockenheim. Tragedy for Lotus struck again when his replacement Mike Spence was killed in practice when impacting the wall, after setting the fastest average speed. The remaining cars suffered reliability issues and retired from the race, and the organisers soon bought in a raft of restrictions that made gas turbine cars uncompetitive.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiQ9oq3KPh7H2m1738ZE5g-rxcpGeHlNuJkxbm600tcYf1yrMmTGJs4y-92QVHC6uMjgqG57add7uwQtCU4jql2ujhYM6c1fyV2S5f9DZsO_nuZB_MGpKySoby7PBHqmwJGJ-eBMjum62w/s1600/55.jpg" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" data-original-height="299" data-original-width="400" height="238" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiQ9oq3KPh7H2m1738ZE5g-rxcpGeHlNuJkxbm600tcYf1yrMmTGJs4y-92QVHC6uMjgqG57add7uwQtCU4jql2ujhYM6c1fyV2S5f9DZsO_nuZB_MGpKySoby7PBHqmwJGJ-eBMjum62w/s320/55.jpg" width="320" /></a>Colin Chapman continued to pursue the gas turbine and the 56B was designed to compete in F1. The gas turbine itself offered a significant power to weight advantage once operating fully, generating immense acceleration. But getting to full power was the issue, with a throttle delay of around three seconds quite hard to comprehend for a driver. Even though a gearbox was not required the car was heavily laden with fuel for its extremely thirsty engine. To further compound issues Chapman decided to run a four wheel drive system, wanting to take advantage of the simple drivetrain requirements of the gas turbine. This led to understeer when wrestling the heavy car around the track, something Chapman later admitted to be a mistake. In wet conditions however this four wheel drive gave great traction and the car nearly won the Dutch Grand Prix in 1974 at the hands of Dave Walker, only to spin out while carving his way through the field. Emerson Fittipaldi managed third at a non championship heat but mediocre results followed and the 56B was soon to be shelved in favour of the much more successful Lotus 72. The car entered its last race at an F5000 event in Hockenheim, with Fittipaldi coming home and impressive second. While the 56B may not share the results and admiration enjoyed by the rest of this chart you must remember that it was powered by a gas turbine. And that means its cool factor alone entitles it to share the accolade. </div>
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<b>#6 - Mercedes AMG W08 EQ Power +</b></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjJrxtleMehHpZCIZJ6dlWWZRbIpAMxowz_z90NTYLQHUclF8LkUq4c-kdbnxb81pUf0ZIdlyigcAc7lHnFCXg13rOFHOSSH88yHFkbsG1X-dIbPgRs-Azp9OJNIXh9o1YMH16iFcuhpm8/s1600/mercedesamgw08.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="199" data-original-width="290" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjJrxtleMehHpZCIZJ6dlWWZRbIpAMxowz_z90NTYLQHUclF8LkUq4c-kdbnxb81pUf0ZIdlyigcAc7lHnFCXg13rOFHOSSH88yHFkbsG1X-dIbPgRs-Azp9OJNIXh9o1YMH16iFcuhpm8/s1600/mercedesamgw08.jpg" /></a></div>
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Mercedes have enjoyed a dominance of late to the envy of its competitors. Since the major rule shake-up to the current 1.6 litre V6 turbo formula in 2014, the team has won all Drivers and Contructors World Championships. Both drivers have also locked out 1st and 2nd, barring Valteri Bottas finishing 3rd in 2017. A combination of organisation, vast resources and great driving have helped further promote both the brands of the manufacturer and of course a certain Lewis Hamilton.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg9WKK-awLy3CagNg6M5te_9gRMk20980Zgscb-uPecdr4p25VwVL8fmO-IitL0yyBnoaQS6mCGWc5gHm0Z8-TAKCOddRZYStdZj6V5K9u7SMdxI5fMo16S5vAf2RqTVYSOwFEkFBiO8Kk/s1600/Lewis-Hamilton-Hungarian-GP-e1501337122646-725x500.jpg" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" data-original-height="500" data-original-width="725" height="220" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg9WKK-awLy3CagNg6M5te_9gRMk20980Zgscb-uPecdr4p25VwVL8fmO-IitL0yyBnoaQS6mCGWc5gHm0Z8-TAKCOddRZYStdZj6V5K9u7SMdxI5fMo16S5vAf2RqTVYSOwFEkFBiO8Kk/s320/Lewis-Hamilton-Hungarian-GP-e1501337122646-725x500.jpg" width="320" /></a>When the curtain lifted back in 2014 it became apparent that the team had a significant advantage with their all important turbo hybrid engine. A split turbo design allowed for efficient packaging and heat dissipation, with Mercedes able to draw on technical research from its truck division who had pioneered and tested this layout. The improved cooling allowed for smaller sidepod openings significantly reducing drag. Rivals Ferrari have struggled to catch up, finally putting together a serious challenge in 2017 that sizzled out as the season progressed.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjixtExP-7kmJ9LQVclsJph6744LM3GURB3lOJxF1jtSQaSVAqGyXFwKQb16qYttoedV0w0Lfxr4veKzu2V9DGP6vTGdq8xyH7zxCIwswjgeAS24c6MKXHuA1p_kUsQr-pe0vAiYHhClG4/s1600/w08barge.jpg" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" data-original-height="533" data-original-width="800" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjixtExP-7kmJ9LQVclsJph6744LM3GURB3lOJxF1jtSQaSVAqGyXFwKQb16qYttoedV0w0Lfxr4veKzu2V9DGP6vTGdq8xyH7zxCIwswjgeAS24c6MKXHuA1p_kUsQr-pe0vAiYHhClG4/s320/w08barge.jpg" width="320" /></a>Evolving a proven concept had allowed the team to further develop different areas of the car as demonstrated in the many intricate aerodynamic pieces that debuted on the W08 such as its twenty piece barge boards. While Rosberg's title winning W07 dominated 2016 to a greater extent it was the W08 that stood up to much more significant challenge from Ferrari. The only real achilles heal of the car was that it often struggled to keep its tyres in the optimum operating temperature range, which a mediocre pace in Monaco early on in the season highlighted. With Pirelli changing its minimum tyre pressures it seems the team had to run harder suspension settings to compensate and at times the car could drop off the pace. With a powerful engine, great aerodynamics and the skills of Lewis Hamilton however the W08 gifted the British driver with his fourth World Championship.</div>
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<b>#5 Maserati 250F</b><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiQhYY5MhW30N9M8py09RcHRSOKrvPO9vuLHeMVizrawvpE3NH0usrmvq9FexGPCbWyvBdPv39G2yVXveShTfnu1e5Sflc_e7S9wXAVzGEE_w-bG0WCttnjWe1kj3JBEM3tDGA_nASoVrc/s1600/maserati250f.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="199" data-original-width="290" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiQhYY5MhW30N9M8py09RcHRSOKrvPO9vuLHeMVizrawvpE3NH0usrmvq9FexGPCbWyvBdPv39G2yVXveShTfnu1e5Sflc_e7S9wXAVzGEE_w-bG0WCttnjWe1kj3JBEM3tDGA_nASoVrc/s1600/maserati250f.jpg" /></a></div>
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Maserati is a name synonymous with early Grand Prix racing. Brothers Alfieri, Bindo, Ettore and Ernesto Maserati produced race winning cars through the 20's and 30's until finally selling the marque to Italian industrialist Adolfo Orsi in 1937. Seizing the opportunity of major rule changes in the sport, Orsi poached top Ferrari engineers and the Maserati 250F was designed for the 1954 season.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh-YoR4z03KlaejwL_YVQcS5y84XRy-E9HtW8Hld-rlLkYlgXtGULdTSM34uEqUcuUZYdyRLqnc-iU9YHBYDM7kY3zPQ8kuGv6cjD0vZvrU7l2o3puBLm02rT-mveQou8nFUvBRjuR5bsw/s1600/fangio-011.jpg" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" data-original-height="276" data-original-width="460" height="192" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh-YoR4z03KlaejwL_YVQcS5y84XRy-E9HtW8Hld-rlLkYlgXtGULdTSM34uEqUcuUZYdyRLqnc-iU9YHBYDM7kY3zPQ8kuGv6cjD0vZvrU7l2o3puBLm02rT-mveQou8nFUvBRjuR5bsw/s320/fangio-011.jpg" width="320" /></a></div>
Featuring a slick aluminium body over a tubular ladder chassis, the car was powered by a 2.5 litre naturally aspirated straight six engine. It featured an aluminium alloy block and head with twin spark plugs and generated 220hp. With further development throughout the season including clever fuel mixtures this increased to 240hp. The car featured a clever arrangement of its rear 'De Dion' axle ahead of its differential, which bought the center of gravity inwards and improved handling. This layout was copied from the Ferrari Tipo 533 of the time, with speculation that the actual design drawings were stolen for Maserati. Drivers found the 250F a beautifully balanced front engine racer which could be controlled by gentle drifts through the corners. Its front independent suspension and rear leaf springs were set up for more smoother track surfaces but often too stiff for bumps and undulations such as at the Nurburgring.<br />
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Even more speculation grew when in preseason testing at Modena a Ferrari Tipo 533 apparently 'lost control' and managed to collide with the original 250F test car that was parked at the end of the pit. The car was destroyed and Maserati frantically worked to produce a car for the first race of the season at Argentina. Racing legend Juan Manuel Fangio scored the 250F's first win on its debut and also his first victory on home soil. Unfortunately Fangio left the team before the next race, enticed by Maserati's nemesis Mercedes with their new W196 race car. The new rival proved highly advanced and Fangio went on to win the World Championship which included points from his Argentinian victory. However while outclassed Fangio commented that the W196 was "<i>not so nice to drive as a Maserati 250F, but you were almost sure to finish</i>".<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjttzAXPdblO8ZdZLFAkvQa5WJnzkJSxzQBJRs4CALNsAEeCvSoWNMxBWWW7QqISgfFMIeII1nmN4oYUKSeTORFSdq2HFZLhDVIauOESDIHOBJKlvEu8wO9Qmmzw9BPvz77lEpA8qNTG3k/s1600/250f+fast.jpg" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" data-original-height="467" data-original-width="677" height="220" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjttzAXPdblO8ZdZLFAkvQa5WJnzkJSxzQBJRs4CALNsAEeCvSoWNMxBWWW7QqISgfFMIeII1nmN4oYUKSeTORFSdq2HFZLhDVIauOESDIHOBJKlvEu8wO9Qmmzw9BPvz77lEpA8qNTG3k/s320/250f+fast.jpg" width="320" /></a></div>
The talented Stirling Moss also competed a customer 250F at non championship events, gifting it with its first European victory at Aintree. He too was snapped up by Mercedes and their technically superior machine. This outshining ended the following year however when the Mercedes team withdrew from top flight motorsport after the horrific death of 83 spectators and its driver Pierre Levegh at Le Mans, only to return 55 years later. Unfortunately Maserati poured important resources into sportscar racing and were ill prepared for the 1955 season with no new cars produced. Privateers modified 250Fs with features such as disc brakes and fuel injection. A streamlined body was introduced at Monza but significant changes didn't occur until 1956. The car received a revised aero package, modified drum brakes and a five speed gearbox and Stirling Moss returned to the helm. The season was closely fought to the last race when gentleman Peter Collins handed over his Ferrari to Fangio allowing him to win the championship. The Argentinian returned to Maserati for 1957 who had developed a V12 engine. With weight factored in there wasn't much advantage but Fangio was still able to win a closely fought World Championship including a stunning win at the Nurburgring. Financial issues saw Maserati withdraw from the sport in 1958. Privateer teams continued to campaign 250Fs but its front engined layout started to show its age. The final nail in the coffin came with rule changes for the 1961 season.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhyiqjNgLHdRwo9h5Em_QFvgAH-0BqCUyEunhEFw3GS84BkAYmhZGBRa4e2D_5gkZEbtzEYK-5WeIqPvF2_nmWDB-tR-XIKm1zaR7S1QLkYtO5piNzjl_51XVcm2f9g-BDNJVLmsnh2MQY/s1600/250ff.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="534" data-original-width="800" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhyiqjNgLHdRwo9h5Em_QFvgAH-0BqCUyEunhEFw3GS84BkAYmhZGBRa4e2D_5gkZEbtzEYK-5WeIqPvF2_nmWDB-tR-XIKm1zaR7S1QLkYtO5piNzjl_51XVcm2f9g-BDNJVLmsnh2MQY/s400/250ff.jpg" width="400" /></a></div>
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<b>#4 McLaren Honda MP4/4</b></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgWv1Ix6GIHZmowU4omW9_liIF8tK4Z2BKGwPpcBmb6QslMXCbEpQeQmTjTHeM6ZtXmdkLaQFJzusNMCH-ltBNCybmShsiqvjgnToRnGoUVeDoSv9F-N1eIFlsWfObUHwAH_oq9WcHzzPg/s1600/mclarenmp44.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="199" data-original-width="290" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgWv1Ix6GIHZmowU4omW9_liIF8tK4Z2BKGwPpcBmb6QslMXCbEpQeQmTjTHeM6ZtXmdkLaQFJzusNMCH-ltBNCybmShsiqvjgnToRnGoUVeDoSv9F-N1eIFlsWfObUHwAH_oq9WcHzzPg/s1600/mclarenmp44.jpg" /></a></div>
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While the McLaren-Honda partnership may have fallen into disarray over recent years the 1988 MP4/4 was statistically the most dominant car to grace the sport. The supreme driver line up of Alain Prost and Ayrton Senna went on to win every race that year bar one, with the latter claiming the Drivers Championship. Its sleek attractive lines reflect a clever evolution of packaging led by Steve Nichols coming into fruition.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjeij2YkbKyDFsLQMSihpgv3KsQhvgugkmYeaGnbKygJy2F4ivNPZ38N-QJgpjH6HQruOgC9Xpb6Rz3BTgxcWJMMDcZEvirbr71awYU5V80geOPzzwW4iA3-3RHl8nWxuMIeDhmuKuEFEI/s1600/mp44.jpg" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" data-original-height="433" data-original-width="590" height="234" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjeij2YkbKyDFsLQMSihpgv3KsQhvgugkmYeaGnbKygJy2F4ivNPZ38N-QJgpjH6HQruOgC9Xpb6Rz3BTgxcWJMMDcZEvirbr71awYU5V80geOPzzwW4iA3-3RHl8nWxuMIeDhmuKuEFEI/s320/mp44.jpg" width="320" /></a>John Barnard had led McLaren to success from his hiring in 1980 to his departure in '86, with Alain and Niki Lauda winning five Drivers and Constructors World Championships. His first McLaren was the MP4/1, the first composite carbon fibre monocoque that revolutionised the sport. Barnard had scooped up American engineer Steve Nichols who had experience with carbon fiber from his days at rocket company Hercules. The car's chassis was now significantly lighter, rigid and safer than ever before and teams soon copied the application of the now common place material. When Barnard departed for Ferrari at the end of '86 he was replaced by Brabham designer Gordon Murray. Murray had enjoyed much success at Brabham but often came to loggerheads with team boss Bernie Ecclestone's slippery pay negotiations. </div>
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Murray's actual influence over the design of the MP4/4 is hotly debated to this day. It is viewed that he provided some sound advice on design principles but his role was more to oversee the 'well-being' of Steve Nichol's led design team. The previous year's MP4/3 was a tour de force in itself. The car was sleeker and more compact and able to take advantage of the new rule governing smaller fuel tanks. But it would be the well rounded William's FW11B that would win the Championship that year. It's Honda engine offered both high power levels with important fuel economy. Honda engines would also allow Ayrton Senna's Lotus to finish 3rd that season ahead of McLaren's Prost. When the Brazilian signed for McLaren for 1988 the deal bought Honda engines with him and Nichols would be able to create a car for what some see as the strongest driver line up ever - Ayrton Senna and Alain Prost. </div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj4ESZDzc9_7_nG_dNbhO5Z8UiAq-pRgySlM-mVtxLPTrFS3-ZdpkqS-QeYnSpzvKZkMjONg_rQjD7xYs2IG9EVakrIzM5GeS4ERuT4VAoy_9-1QWVbNmLlRuRXadPF_LloxTQXnUPw71g/s1600/mp44.jpg" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" data-original-height="530" data-original-width="795" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj4ESZDzc9_7_nG_dNbhO5Z8UiAq-pRgySlM-mVtxLPTrFS3-ZdpkqS-QeYnSpzvKZkMjONg_rQjD7xYs2IG9EVakrIzM5GeS4ERuT4VAoy_9-1QWVbNmLlRuRXadPF_LloxTQXnUPw71g/s320/mp44.jpg" width="320" /></a>The MP4/4 took the direction of the previous car to new levels. Its beautiful low bodywork was even more compact and cloaked the new Honda turbo power unit. The engine was less tall than last year's Porsche with its crankshaft sitting 28mm lower. Due to the low nature of the engine there was a challenge of transferring the drive to the wheels without power sapping driveshaft angles. Rivals Lotus had decided to mount their Honda pitched upwards to combat this, but the advantage of a low engine became negated. Alternatively Gordon Murray approached US firm Weismann to joint design an unconventional vertical three shaft gearbox. This would allow the engine to remain low and thus the rear bodywork. This was key to the philosophy allowing more efficient air flow to the rear wing and enhancing its performance. </div>
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With a holistic approach a low nose sat in front of revolutionary cockpit. To keep in symmetry with the rear end the driver sat in a reclined position. Alain Prost complained about the unnatural feel but would soon recant his opposition when he saw his testing time sheets. Now all cars feature a reclined seating position to lower the center of gravity. It has even inspired my own in the family hatchback!</div>
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The car would go on to become officially the most dominant there has ever been winning 15 of the 16 races. On track the championship went down to the wire with Senna clinching the title by just three points. The car was a fitting tribute to its turbo era as they became banned for 1989. Steve Nichols would depart for Ferrari after a troubled relationship with Murray. Even to this day there is a continued dispute on the influence each other had on the car's design. Regardless the MP4/4 will go down in legend for its unparallelled success.</div>
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<tr><td class="tr-caption" style="text-align: center;">Murray, Dennis and Senna deep in thought</td></tr>
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<b>#3 Lotus Cosworth 79</b></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi_dcRgRnSpq_Hbnl2mvPPrluvnbtEmxCfWQCAx_dItAhWfHIcOukYTcicrCG334yQr38WN_lksa1cM055PtJDvbsPoGTlOmlITBLtb8HaG-F4GJeJjQzDI5CLMSjjYbJyCX9edBXtgq98/s1600/lotus79.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="199" data-original-width="290" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi_dcRgRnSpq_Hbnl2mvPPrluvnbtEmxCfWQCAx_dItAhWfHIcOukYTcicrCG334yQr38WN_lksa1cM055PtJDvbsPoGTlOmlITBLtb8HaG-F4GJeJjQzDI5CLMSjjYbJyCX9edBXtgq98/s1600/lotus79.jpg" /></a></div>
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<a href="http://dmanf1.blogspot.co.uk/2015/07/back-to-future-how-ground-effect-could.html">Ground effect</a> revolutionised the aerodynamics of motorsport for good when Colin Chapman's Lotus 79 applied it devastating effect. It dominated the field when introduced in 1978 as rivals scrambled to their drawings boards.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiT9iITJ0nTvdZsLp-HgTTZptbZSq0E4V0-JsApJEtK3xlDVJ7qA_4hU_CagNfzSzJwoovGIbm1c0G7Qyc8Z0vD2USptnrgadhSWkQPaWYhD0ABEym4iaFzPqzIGHX14RhQR56xRgEUNZE/s1600/LOTUS+79.jpg" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" data-original-height="465" data-original-width="800" height="186" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiT9iITJ0nTvdZsLp-HgTTZptbZSq0E4V0-JsApJEtK3xlDVJ7qA_4hU_CagNfzSzJwoovGIbm1c0G7Qyc8Z0vD2USptnrgadhSWkQPaWYhD0ABEym4iaFzPqzIGHX14RhQR56xRgEUNZE/s320/LOTUS+79.jpg" width="320" /></a>The principle of ground effect into motorsport wasn't introduced by the 79, nor was the 79 even the first Lotus to debut it. Former Grand Prix driver Jim Hall had been experimenting with aerodynamics at the American racing team Chaparral through the 60s. Drawing on his experience as an airline pilot he understood the advantage of creating an area of low pressure underneath his racing cars. This would suck the car to the ground, vastly improving grip and therefore cornering speeds. All this could be achieved with less drag than bulky wings. While the principle was understood its implementation proved difficult. The big challenges of ground effect include positioning the 'center of pressure' which greatly affect car balance and keeping the airflow attached to the underside. In a completely different tack of accomplishing this Hall penned his bizarre box shape '2J' for the 1970 Can-Am season. Sealing off the underside of the car with skirts, two large fans powered by an independent snowmobile engine sucked out the air to create low pressure. This translated into grip that allowed the car to corner at significant speed. McLaren ensured it was banned after its first season in 1970, in which while enjoying a big pace advantage succumbed to mechanical issues. </div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiAZjnDqfD1NQ821ch3zfe8PU78a0eTCAYEKeC5DB7lRVI4ln4gzUCU8q2HHj3Wi_MIYrt_Fo522uhdeFLDAbjYPumYZ0qOb2AUbtROBf5t3bZue8Fhmm4RujLg0dzL3baBhsAg9C2Hnec/s1600/g+effect.jpg" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" data-original-height="184" data-original-width="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiAZjnDqfD1NQ821ch3zfe8PU78a0eTCAYEKeC5DB7lRVI4ln4gzUCU8q2HHj3Wi_MIYrt_Fo522uhdeFLDAbjYPumYZ0qOb2AUbtROBf5t3bZue8Fhmm4RujLg0dzL3baBhsAg9C2Hnec/s1600/g+effect.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Venturi Tunnels producing the effect</td></tr>
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The year previous Lotus founder and visionary Colin Chapman had recognised the significance of ground effect and how its advantage of huge grip with little trade off could vastly improve his F1 cars. Educated in engineering at University of London Air Squadron and a keen pilot, Chapman became inspired by a WWII deHavilland Mosquito bomber. The design of its wing mounted radiators controlled air pressure to create lift and he wanted to replicate this phenomenon in reverse for his race cars. Rivals at March and BRM had experimented with the principle in recent years but failed to realise any significant advantage. Chapman approached Indycar engineer Shawn Buckley to research an develop the idea at the University of California and later MIT. At home Lotus engineers Peter Wright, Ralph Bellamy and Martin Ogilvie cracked on with putting together a ground effect car for the 1977 season. Wright took models to London Imperial College and began wind tunnel and rolling road work. This was the first rolling road test of a car in known history and critically allowed the aerodynamics to be studied in relationship to the ground. When the new car, the Lotus 78 was released rivals Ferrari took wind and tested their own design - but without using a rolling road couldn't find any sweet spot and abandoned development.<br />
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Swedish driver Gunnar Nilsson tested the new Lotus 78 at Snetterton in the autumn on 1976 and the advantages of ground effect soon became apparent. Rather than debuting that season Colin Chapman thought it best to save the car until 1977 to avoid the design being copied. The Lotus 78 immediately impressed winning both the American and Spanish Grand Prix. Meanwhile the team had been running a Renault van around the factory car park, fitted with ceramic skirts that sealed the air underneath. This was ever important as air was often escaping from the underside of the Lotus 78 and robbing it of ground effect. Introducing these skirts at the Belgium Grand Prix transformed performance. These were further developed into plastic skirts that took the performance even further.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjxuU4BBLyZ1Ot5RQU_T3Ee8lpetrpCUd60RQJ7sR9hISTATHXhiK1-uUQvHWFWnRgG8tHfaMUCenns_lm0yVn6-vF9LBo4s9YC8cU05kkLykuYz4XRAemtT5miD4qhUmRy7_qtLkqOLsY/s1600/79.jpg" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" data-original-height="270" data-original-width="450" height="192" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjxuU4BBLyZ1Ot5RQU_T3Ee8lpetrpCUd60RQJ7sR9hISTATHXhiK1-uUQvHWFWnRgG8tHfaMUCenns_lm0yVn6-vF9LBo4s9YC8cU05kkLykuYz4XRAemtT5miD4qhUmRy7_qtLkqOLsY/s320/79.jpg" width="320" /></a>What became apparent however about the 78 was the important 'center of pressure' - where the ground effect force was at its greatest - was too far forward. This caused issues with balance that had to remedied by running a large rear wing that created a lot of drag on the straights. Colin Chapman's approach to racing with soft springs was also negatively affecting the ground effect. </div>
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Drawing on this wealth of experience the team created the beautiful Lotus 79 for the new 1978 season. Its attractive low slung wedge shape shouldn't deceive you - this is far from form over function. Its Venturi tunnels that shaped the underside of the car for ground effect were extended beyond the rear axle. The spring and dampers were moved inboard to avoid blocking the airflow in these tunnels. Testing in late '77 shocked the team when the car showed a big improvement over the old 78, quoted as a 25-30% increase in downforce. However this downforce was being produced with a much skinnier rear wing thus considerably improving straight line speed and acceleration. This huge grip didn't come without consequence however and stress fractures started to form from the huge load put on the chassis. The car was further re-enforced and strengthened, though this was never truly rectified. </div>
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The car debuted six races in at Zolder with just Mario Andretti running the car and team mate Ronnie Peterson in the old 78 model. The car won the race and would go on to dominate with its performance advantage gifting often building a significant lead over its rivals who were forced to fight over scraps. Throughout the season however both drivers struggled with brakes that overheating thanks to a move by Chapman to move the rear assembly even further inboard to improve the ground effect. Pedals would begin to become progressively longer with little stopping power. Andretti found this a real problem while leading at Monza and Watkins Glen that year, seeing his lead over the field start to tumble. Chapman was notoriously dismissive of driver feedback however and had refused to modify the design. Thankfully Mario Andretti would go on to win the Driver's World Championship and bring the car the acclaim it deserved. Sadly team mate Ronnie Peterson would succumb to injuries sustained at a first corner pile up at Monza, taking 2nd that year posthumously. Next season Ferrari, Williams and Ligier would execute ground effect in superior fashion and Lotus lost its hold at the top, with large ground effect inducing Venturi tunnels finally being banned at the end of 1983.</div>
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<tr><td class="tr-caption" style="text-align: center;">Our very own DMANF1 testing a late Lotus 79!</td></tr>
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<b>#2 Williams Renault FW14B</b><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg_woQU_XzoBAXCCX4RQS050Y3wdQ-tCelk9FhwiyE2aeRyovRi2Kpj8ilHqx5Qbdb4rGuimE_7UZpo3AA6RCioMzAZZ9yjVa9fDNXq23mEbZn9dTjdhmVmTDMzEn83ngGaSr2BtueAYBk/s1600/williamsfw14b.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="199" data-original-width="290" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg_woQU_XzoBAXCCX4RQS050Y3wdQ-tCelk9FhwiyE2aeRyovRi2Kpj8ilHqx5Qbdb4rGuimE_7UZpo3AA6RCioMzAZZ9yjVa9fDNXq23mEbZn9dTjdhmVmTDMzEn83ngGaSr2BtueAYBk/s1600/williamsfw14b.jpg" /></a></div>
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Technology peaked in 1992 when William's conceived their masterpiece FW14B. As the computer era was coming into fruition the Grove based squad managed an engineering tour de force. Traction control, anti lock brakes, a semi-automatic gearbox and importantly active suspension worked in synergy to deliver ultimate performance. The result was a devastating weapon that allowed Nigel Mansell to dominate and win the 1992 Driver's World Championship. However nearly a decade earlier Mansell was an avid critic of active suspension as Lotus first bought the technology to F1.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgL6Las3rrUzzC-Mdbsmeydg9VGZsqfR7XMhUd6pXFKnaRJRxAMdJAc7aUY83ATEoVQbfv76HQvzvMS4bFJp2zgQMwn9mocOrhmxmTw8CM6_izKuTTpQA_tkZ6n_8-cyNn6u7V72KcjV8g/s1600/fw14b.jpg" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" data-original-height="596" data-original-width="894" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgL6Las3rrUzzC-Mdbsmeydg9VGZsqfR7XMhUd6pXFKnaRJRxAMdJAc7aUY83ATEoVQbfv76HQvzvMS4bFJp2zgQMwn9mocOrhmxmTw8CM6_izKuTTpQA_tkZ6n_8-cyNn6u7V72KcjV8g/s320/fw14b.jpg" width="320" /></a>As discussed at length with the #3 ranked Lotus 79, the new world of ground effect aerodynamics at the end of the 70's put huge loads on the car as it generated mega downforce. By 1980 the the Lotus was generating four times the amount of downforce of the ground breaking 79. The cars were running rock hard suspension set ups to deal with this, often making the ride very uncomfortable for the driver and robbing traction and low speed grip. A new phenomenon called 'porpoising' also became apparent. As aerodynamic loads increased the car would often rock around on its axis. In a violent fashion the nose would rise up while the tail dropped and vice versa, leading to unpredictable handling that could only be solved by applying the brakes. </div>
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Initially Colin Chapman developed the 'twin chassis' Lotus 88 to deal with these problems. A separate tub would handle the aerodynamic load and one the suspension, but the design was soon banned as a movable aerodynamic device. However his approach to investing in Universities for research and development had rewarded him with Professor David Williams of the Cranfield Institute of technology's proposal to fix the issues. The suspension's springs and dampers would be replaced by a hydraulic system consisting of a ram and computer controlled valves. An optimum ride height would be sustained using sensor feedback. A Lotus Esprit road car mule was used by the team as a demonstrator and impressed Chapman. Engineer Peter Wright set about quickly adapting this for the F1 car, which was first tested on the 16th of December 1982. Sadly Chapman would suffer a fatal heart attack the same day from home and leave behind his Lotus legacy. </div>
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Nigel Mansell soon had a taste of the technology in its infancy and was unimpressed. At times his heart would skip a beat as all wheels would disconnect from the road leaving the car sliding on its belly. There were also issues with weight and the system sapping precious engine power in order to operate. A few races followed with mediocre results until the project was shelved until 1987. That year however Williams debuted their first system to much greater effect.</div>
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<i>"I didn't give a damn about ride quality. The driver was paid to deal with bumps. All I wanted to do was make the car quicker." - Frank Dernie, Williams.</i></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh6j_TjyBlgQzBjbcxzMIlMvUjgnk1-5SFn4YyblnSNwc6De1GVzqh4lIP8CvzK7WonMuNht-e2hPqk4RA7taNvBlnJLq0qP9uH5B_blSdwcsyZTTfc2nVllUEyes8JqkEkQNYLaHMWAIM/s1600/suspension.jpg" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" data-original-height="1200" data-original-width="853" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh6j_TjyBlgQzBjbcxzMIlMvUjgnk1-5SFn4YyblnSNwc6De1GVzqh4lIP8CvzK7WonMuNht-e2hPqk4RA7taNvBlnJLq0qP9uH5B_blSdwcsyZTTfc2nVllUEyes8JqkEkQNYLaHMWAIM/s320/suspension.jpg" width="227" /></a>Frank Dernie had approached the design of active suspension at Williams from a different perspective. It seemed Lotus had deviated towards using the system to provide the best mechanical grip. Ironically they had struggled with this anyway as the tyres would often not be loaded enough to warm up. For him the brief remained to maintain a perfect ride height to ensure maximum and stable aerodynamic performance. Williams however didn't have the funds to justify designing and developing a technology that had yet to be proven. By chance an engineer was employed by the team from Automotive Products who had previously designed an active suspension system for ambulances! Contrary to the electronic system of Lotus this was purely mechanical. It used a series of gas struts, pumps and actuators in a much simpler manner. In fact 're-active' is probably a more accurate description, in that each wheels movement was fed back to another via hydraulic connections. The first test mule FW10 was driven by Dernie himself due to driver fears over the system's safety. It became apparent that the hydraulic valves were not able to react accurately and these were soon controlled by a computer. Testing looked good and Nelson Piquet agreed to debut the technology at Monza in 1987, with hesitant team mate Nigel Mansell keeping the old passive system. The FW11B proved itself by winning the race, with Piquet clinching a victory followed closely by Ayrton Senna's active suspension Lotus. As Mansell finished the race nearly 50 seconds adrift with his conventional passive suspension his objection soon changed.</div>
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Unfortunately for Lotus political infighting stumped the development of its active system until it eventually took the team altogether. For Williams active suspension was abandoned as early as the following season. The new FW12 featured a revised active suspension system that highlighted the many pitfalls of attempting a cutting edge project. Now controlled by a dedicated computer the technology of the time struggled to cope to keep up with the active system's demands. Furthermore a design fault of the reservoir allowed air to leak into the hydraulics making the car undriveable. By Silverstone at mid season Technical Director Patrick Head ordered the team to revert back to traditional springs and dampers that the car was never developed for. A poor 7th place finish in the Contructor's World Championship was enough justification for the team to shelve the project.</div>
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Frank Dernie however still had confidence in its potential and arranged for budding electronics engineer Paddy Lowe to oversee its development. With the help of fellow engineer Steve Wise advanced electronics were built in house to control an active suspension system. As the program gained momentum in 1990 driver Mark Blundell carried out testing duties until his departure to Brabham the following year. While Dernie had now departed, design genius Adrian Newey joined the team from Leyton House. The rising star bought a wealth of aerodynamic knowledge and a perfect canvas for the project to potentiate. A further boost came with the appointment of Damon Hill as test driver. The future World Champion was able to clearly communicate car behaviour to the engineers and became a great asset. </div>
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Meanwhile the 1991 season was progressing. Adrian Newey's FW14 was proving a superior car but reliability issues stemming mainly from the new semi automatic gearbox allowed Senna's McLaren to take the Championship. The testing program was able to remedy the gearbox issues by mid season while making steady progress with active suspension. Interestingly the team found that the old standard car was faster at the end of the straights, as the aerodynamic forces squatted the car down and the floor stalled. A button was added to allow the new active car to lower on the straights, acting almost like modern DRS and reducing drag for a higher top speed. The car could now also adjust its balance on the fly, predicting any understeer or oversteer before it happened and adjusting front and rear ride height accordingly. Paddy Lowe also programed a simple but effective traction control system. As a speed difference was detected from rear wheels to front, cylinders were cut in the engine with the amount depending on the size of that difference. Renault were concerned with reliability and asked the team not to use it. However the advantage of over half a second was hard to ignore and the driver was able to switch the system on in the cockpit when required. Williams now had an advanced electronic machine for the 1992 season.</div>
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What became immediately apparent was previous critic Nigel Mansell's ability in the car. As cutting edge as it was, active suspension had characteristics that at times felt unnatural. As the driver turned into a corner there was a slight delay before the car reacted to the conditions and adjusted itself accordingly. This made the it feel unresponsive and required a leap of faith from the driver. Team mate Riccardo Patrese struggled to adjust to this feeling. On the contrary Mansell, dubbed 'Lionheart' in his Ferrari days for his courageous driving style was able to drive through this and be rewarded with huge grip. Unable to adapt Patrese was outclassed throughout 1992. Testament to this was the ballsy Copse corner at Silverstone where turn in was key. During qualifying Mansell was a whopping 25mph faster than Patrese, his pole lap nearly 2 seconds faster. Both cars would go on to dominate the season and wrap both World Championships by the Belgium Grand Prix. The skills of rivals Ayrton Senna and Michael Schumacher achieved the impossible at times but their machines were inferior to the technical genius of the FW14B. Williams would continue this success with Alain Prost in 1993, but this would be the last swansong for active suspension in the sport. Fearing increasing speeds and electronics robbing driver ability, the FIA would ban 'driver aids' for 1994.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEim_PDMl59ffGsFP50ttjiAg8MpECdVVzmh7csrRxNJsqWQl8qbH0VMWdAOJJ56uNS_NNij7nl-96J0caihFC3GEGuSJFdDQzj8MjD6JqL6j4kjrz62iQYt_fi7Df8Uj5dbe9zNjcy7DjI/s1600/fw14bsenna.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1280" data-original-width="1600" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEim_PDMl59ffGsFP50ttjiAg8MpECdVVzmh7csrRxNJsqWQl8qbH0VMWdAOJJ56uNS_NNij7nl-96J0caihFC3GEGuSJFdDQzj8MjD6JqL6j4kjrz62iQYt_fi7Df8Uj5dbe9zNjcy7DjI/s400/fw14bsenna.jpg" width="400" /></a></div>
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<b>#1 Ferrari F2002</b></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhENDIi0kxRXeDSUsMxXRWyvOwS2YtQPE8KQAUQlet9vt9SiAUPfjlce_06PY36Z9zKHfJ0kiJYg18fNnvHPutR1qjzBBq4avw7SEN_OWHEgscNcg2i-sVM3hJDwEpILuLWrBTcRpDvVng/s1600/f2002.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="199" data-original-width="290" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhENDIi0kxRXeDSUsMxXRWyvOwS2YtQPE8KQAUQlet9vt9SiAUPfjlce_06PY36Z9zKHfJ0kiJYg18fNnvHPutR1qjzBBq4avw7SEN_OWHEgscNcg2i-sVM3hJDwEpILuLWrBTcRpDvVng/s1600/f2002.jpg" /></a></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgK0hJtpO0tdqbGcfweYADQ6dXy1dpoT1K4gedeUM_IOdTRJNfIaDlvD_-Nga6Gn8vjsJl6yIZ4QyQ5PPBFaj7RmukECfQvN5ZGMQojD1w6jsAC95CQyQboJGPNLP9gBE04BMLdy6d1CnE/s1600/f2002.jpg" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" data-original-height="399" data-original-width="597" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgK0hJtpO0tdqbGcfweYADQ6dXy1dpoT1K4gedeUM_IOdTRJNfIaDlvD_-Nga6Gn8vjsJl6yIZ4QyQ5PPBFaj7RmukECfQvN5ZGMQojD1w6jsAC95CQyQboJGPNLP9gBE04BMLdy6d1CnE/s320/f2002.jpg" width="320" /></a>Evolution not revolution. Although Michael Schumacher's World Championship in 2000 bought Ferrari's 21 year drought to an end, rivals McLaren snapped at their heals throughout. With renewed focus a run of four Drivers and Contructors World Championships would follow with a series of dominant designs. The 2002 'F2002' saw the rear end become more compact and sculpted, with the final year of success peaking in 2004 with the F2004. This would be the ultimate incarnation, perfectly developed in every area and still enjoys the accolade of the fastest car of all time. However it was the F2002's dominance a couple years previous under the hands Schumacher that caused the FIA to amend their points system!</div>
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For the 2001 season designer Rory Byrne and technical director Ross Brawn were seeking to claw back valuable lost downforce. Regulation changes limited the rear wing to three elements while the front wing height was raised from 40mm to 100mm. A creative interpretation of the rules by Ferrari lead to a characteristic 'drooping' nose. This took advantage of a 50mm area along the central plane of the car that could be run as low as possible since the introduction of the wooden plank in 1994. The front wing curved around its low slung nose to negate any lost downforce and this was swiftly copied by teams.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh32WP_OepoMmPM3byyDXY6P4LOiB2nz2AoDuEidZlrYnLNsY5uJiwhuukyHyyuSBQvN8Ui4gtLVEfB-Gi5V4ug-LHkItIyIb3pOkDq3_VOL3vhwsySH8K2__PI1LKDoXvQNPEb51uOqbI/s1600/ferrari+engine.jpg" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" data-original-height="750" data-original-width="1000" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh32WP_OepoMmPM3byyDXY6P4LOiB2nz2AoDuEidZlrYnLNsY5uJiwhuukyHyyuSBQvN8Ui4gtLVEfB-Gi5V4ug-LHkItIyIb3pOkDq3_VOL3vhwsySH8K2__PI1LKDoXvQNPEb51uOqbI/s320/ferrari+engine.jpg" width="320" /></a>In the engine department Paolo Martinelli had managed to shave over 10kg of weight with the new '050' V10 engine with the use of an aluminium crankcase and shorter heads. While it didn't quite match the raw power of BMW's unit in the back of the rival Williams it was 23kg lighter and much more reliable. All this weight saving translated into more ballast around the car to improve handling and meet the minimum 600kg requirement. This was important as new rules governed higher crash safety requirements with teams struggling to combat the resulting increase in weight.</div>
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The 2001 season would be a record breaker for the team with Michael Schumacher winning the World Championship by a huge margin. Furthermore the car proved bullet proof throughout while rivals McLaren and Williams struggled. A perfect canvas was now provided for the team to design an evolution for the following season. Such was the advantage that the previous year's car would race for the first couple rounds of the 2002 season (and the third for team mate Rubens Barrichello), allowing maximum development time of the new 'F2002'.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjnuFUYBbvChvISBScki2SM5bBWCY-2pO04g4QQkplYZ3HuS7dNOfrUHuNxl9gmPkwbVN83fp6YaaG3sazPfDi9gHd8TLdxjwDEpWa9R7ZRNmulkr0-SbTdGl1zqUF5Yi6TvgDBPXfyhGc/s1600/radiators.jpg" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" data-original-height="768" data-original-width="1024" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjnuFUYBbvChvISBScki2SM5bBWCY-2pO04g4QQkplYZ3HuS7dNOfrUHuNxl9gmPkwbVN83fp6YaaG3sazPfDi9gHd8TLdxjwDEpWa9R7ZRNmulkr0-SbTdGl1zqUF5Yi6TvgDBPXfyhGc/s320/radiators.jpg" width="320" /></a>Byrne, Brawn and Martinelli understood that the new car would continue on last year's focus on reducing weight and improving its distribution. Key to this would be a new lightweight 'direct shift' gearbox. Weissman Transmissions had designed a 'clutchless' direct shift gearbox for Brabham in the 80's in which gears were in a constant mesh before being engaged. This allowed seamless changes but lacked the computer control to drop the torque between the millisecond this took, greatly affecting reliability. However with computer technology advances of the 21st century Ferrari were able to take advantage of this unpatented design. Their own innovations allowed its titanium alloy casing to be fused directly to the engine and also enclose the differential, making it extremely compact. Combining this with a very low center of gravity thanks to the new 051 engine's crankshaft position, the F2002 featured an extremely tightly packed rear end. The 'coke bottle' shape was further enhanced by the team mounting the radiators in the sidepods at an extreme angle. Now common place, this allowed a very low side pod to further compliment rear end aerodynamics. The car was now producing a lot less drag than previous and improved its rear wing efficiency, similar to the principles enjoyed by the #4 ranked McLaren MP4/4. </div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhNW0CtcVgylNrDvx26oWU5dCZPmsiOb00EqFQGXzv5q6IiUXAmCS6UqtxNuO0BJuv44xaHW87MnchtuN1Mx0PqgohAcfluEuTiPtJnDCrRDIdjYxvM5Mde61MlOdP1o_7sBfUKR3e1JWQ/s1600/rear+end.jpg" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" data-original-height="228" data-original-width="350" height="208" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhNW0CtcVgylNrDvx26oWU5dCZPmsiOb00EqFQGXzv5q6IiUXAmCS6UqtxNuO0BJuv44xaHW87MnchtuN1Mx0PqgohAcfluEuTiPtJnDCrRDIdjYxvM5Mde61MlOdP1o_7sBfUKR3e1JWQ/s320/rear+end.jpg" width="320" /></a>Ferrari had pioneered the periscope exhaust two years previous with gases exiting at the top of the car. The norm at the time was exits through the suspension which upset airflow to the rear diffuser. While Adrian Newey would experiment with exhaust 'blowing' of the diffuser at McLaren and later Redbull, other teams would follow Ferrari's direction until 'blowing' made a resurgence nearly a decade later. However problems arose in early years with suspension components melting in exhaust heat. Michael Schumacher's cracked exhaust caused his suspension to melt at Monaco in 2000 causing his retirement. For 2002 cowls on the bodywork around the periscope exhaust exits created an area of low pressure that sucked hot air from the sidepods and directed exhaust flow. Now hot air wouldn't interfere with either the suspension or the aerodynamics of the rear wing. Other small details further enhanced the F2002 such as suspension uprights that were manufactured out of a carbon-aluminium metal matrix. This saved around 200g per corner at the expense of long manufacturing time and material costs. </div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgx3a_XAcLkaFbE3_gk8s9psSjxksVukPEda633T6yw_es-FrrQefdxUfVcQXnkePPs4pJbOjtaiO2Tf4y8vzDl86JbVXtV6-ZEj8AorreTrtHBaK_IU9PqtaewIkvGs4j3T5YbxV3k3t4/s1600/f2002a.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1050" data-original-width="1600" height="262" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgx3a_XAcLkaFbE3_gk8s9psSjxksVukPEda633T6yw_es-FrrQefdxUfVcQXnkePPs4pJbOjtaiO2Tf4y8vzDl86JbVXtV6-ZEj8AorreTrtHBaK_IU9PqtaewIkvGs4j3T5YbxV3k3t4/s400/f2002a.jpg" width="400" /></a></div>
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With such a mega chariot Michael Schumacher was able to wrap up the Driver's World Championship at the French Grand Prix by July with six races remaining, winning or coming 2nd in every race the F2002 entered. He was never off the podium for the entire season, enjoying a 100% reliability record on his way to becoming a four time World Champion. His team mate Rubens Barrichello also won four races and would finish the season runner up. The only blip came when the Brazilian yielded over to Schumacher on the last lap of the Austrian Grand Prix to gift him a win. Under jeers from the crowd an embarrassed Schumacher passed his trophy over to Barrichello resulting in heavy fines and a ban on team orders. Such dominance had not been witnessed in the sport and although 2003 proved more closely fought, Schumacher would consecutively win for the next two years. This was despite the FIA changing the point system after 2002 to award 2nd place with two more points (8) and scoring the top eight drivers. The car continued to evolve into a force to be reckoned with, keeping to the lightweight compact rear-end design principle. While the F2002 may not contain a radical rule interpretation like others in this top 10 it is sheer cunning dominance, beauty and speed that makes it the best F1 car there has ever been.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhGkFZ27Ru687Ohjjvtd5A2b_x5YtjtivHyf1EnAdc7uae63N9RDwYzMGXgITf-UW4n7ddCovvQ420O7UfCLb2hatPaagS_Z503Pke1BIPmTWDqytRpbAs5DIhBRiNfG8UovQiWTSXK6BY/s1600/schuey.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="788" data-original-width="1200" height="210" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhGkFZ27Ru687Ohjjvtd5A2b_x5YtjtivHyf1EnAdc7uae63N9RDwYzMGXgITf-UW4n7ddCovvQ420O7UfCLb2hatPaagS_Z503Pke1BIPmTWDqytRpbAs5DIhBRiNfG8UovQiWTSXK6BY/s320/schuey.jpg" width="320" /></a></div>
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<b>Controversy List</b></div>
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To avoid my IP address being traced by angry fans looking to throw a molotov cocktail through my front window I have devised a quick list of cars that narrowly missed the list. Whether they should have been included or not is your opinion!</div>
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Lotus Climax 25</div>
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Lotus 72</div>
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McLaren Ford M23</div>
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Ferrari 312T</div>
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Brabham BMW BT52</div>
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Williams Renault FW18</div>
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McLaren Mercedes MP4/13</div>
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Ferrari F2004</div>
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Brawn BGP 001</div>
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Red Bull Renault RB6</div>
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Mercedes F1 W05</div>
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DmanF1http://www.blogger.com/profile/17447477329643934091noreply@blogger.com3tag:blogger.com,1999:blog-2444871937911861036.post-28368800528366232742017-03-07T11:48:00.002-08:002018-01-24T12:41:04.958-08:00Swept Wing Gets Swept Aside<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjCsz-rIPGbKP1R8Rti_cg_8ED_3hiyJOvD-E8h9pCjf_9BdCs56T8ugeLqttbo_t1qb1XxBMgNu_SFcdEO5qxWeYacHJ1rH9lukOmZ9NAE8UI9iosQ1qRLujaJD-8IpINdVejxA_3vYqM/s1600/sweepless+wing.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="169" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjCsz-rIPGbKP1R8Rti_cg_8ED_3hiyJOvD-E8h9pCjf_9BdCs56T8ugeLqttbo_t1qb1XxBMgNu_SFcdEO5qxWeYacHJ1rH9lukOmZ9NAE8UI9iosQ1qRLujaJD-8IpINdVejxA_3vYqM/s320/sweepless+wing.jpg" width="320" /></a></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgWoDIAzFZyBkWLT5riwSEr2mujys7-hT7XnARAlR-AORDnlpV9GwyVMAWiFv_pgNRKfG3sTsg0-4bvpyx1tasHikIoqDdNPFTZ5qvCXKH4vIbViSizZLJreiJ6x_InN8hFVoOW2d5_5m4/s1600/redbull+wing.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgWoDIAzFZyBkWLT5riwSEr2mujys7-hT7XnARAlR-AORDnlpV9GwyVMAWiFv_pgNRKfG3sTsg0-4bvpyx1tasHikIoqDdNPFTZ5qvCXKH4vIbViSizZLJreiJ6x_InN8hFVoOW2d5_5m4/s320/redbull+wing.jpg" width="240" /></a>An interesting development today was Red Bull's innovative approach to the new swept front wing regulations. In a move to apparently make the front wing less sensitive to dirty air and improve overtaking, the FIA require the edges of the front wing offset back from the leading edge, so creating a sweep of 12.5 degrees. Red Bull have gone to the extreme with this new intricate front wing design featuring straight edges adjoined delicately by the central neutral section. We don't know if this design is fully legal, but it looks to have achieve walking around the regulations in the quest for a straighter flow of air. The front of the RB13 is already interesting with its 'mouth', which improves airflow and the efficiency of the floor.<br />
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EDIT - It has since been speculated that this wing was designed for pit stop purposes. We didn't see it featuring at all in the following season.DmanF1http://www.blogger.com/profile/17447477329643934091noreply@blogger.com2tag:blogger.com,1999:blog-2444871937911861036.post-20962694191347722752017-03-05T11:15:00.000-08:002017-03-05T11:15:15.428-08:00The Biggest Winner and Loser - Week 1 Circuit de CatalunyaAfter the first week of testing it's too early to draw definitive conclusions over the coming season's pecking order. We do however get an insight, notably who has made a big step and who has dropped an absolute clanger..<div>
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<b>Winner - Ferrari</b></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi33-ucTKNIiWPJpdImMU89-y3mfx3Gaogbm9rNu_y33O1eu4FLoHc8Lts7xmBQWCNrj8VDB14OE2YzHUZEP7AZTX1dtu8kP8uZr5Rmmp5VG3ocBx3LfMJyjZ-0euA1n2PwS0bsQcykbac/s1600/sf70h.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi33-ucTKNIiWPJpdImMU89-y3mfx3Gaogbm9rNu_y33O1eu4FLoHc8Lts7xmBQWCNrj8VDB14OE2YzHUZEP7AZTX1dtu8kP8uZr5Rmmp5VG3ocBx3LfMJyjZ-0euA1n2PwS0bsQcykbac/s400/sf70h.jpg" width="400" /></a></div>
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Sebastian Vettel completed the opening day just 0.113 seconds slower than Lewis Hamilton's fastest time in the Mercedes. When you consider this was set on the soft tyre compound apposed to Hamilton's super softs, the new SF70-H looks quick. The following day Kimi Raikkonen took the helm of the Ferrari and was 0.023 seconds quicker than the Mercedes with the same tyre compounds. While we don't know for sure if the car was being run light on fuel, the Ferrari still looks like the hot ticket this season. Its times through the week were also consistent and Gary Anderson's track side observations report back on the SF70-H being the most balanced and stable looking through the bends. Even rivals Redbull have looked skittish and the Mercedes more hesitant to turn-in. The extreme sidepod design and barge boards seem to have materialised into great aerodynamic performance. </div>
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<b>Loser - Mclaren Honda</b></div>
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<i>Snowball affect - a process that starts from an initial state of small significance and builds upon itself, becoming larger (graver, more serious), and also perhaps potentially dangerous or disastrous (a vicious circle, a "spiral of decline")</i></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiXdtP_ndZ71cBhqrcXnz2UcxALnCD3MKjCsbYYzaRBUJty4ZIhJz0sicU0Z7GLQcqzcHmLQuuqd9mn0l5q8Z5lZK-tMGI0VJVNZnpD6dJxiE7fKbOYcII7o52tvYJVkERJPd7guiPC180/s1600/hondawoes.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiXdtP_ndZ71cBhqrcXnz2UcxALnCD3MKjCsbYYzaRBUJty4ZIhJz0sicU0Z7GLQcqzcHmLQuuqd9mn0l5q8Z5lZK-tMGI0VJVNZnpD6dJxiE7fKbOYcII7o52tvYJVkERJPd7guiPC180/s400/hondawoes.jpg" width="400" /></a></div>
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Back in 2014 Ron Dennis applied pressure to upcoming partners Honda, requesting their engine be ready for the following season. The Japanese manufacturer had wanted another year to develop a successful power unit to suit the new regulations. McLaren were still hurting from their loss of major title sponsor Vodafone and so Dennis was eager his new partnership kick started life back into the brand as soon as possible. This ultimately cost him his job and 2015 became McLaren's worst points finish in 35 years. The Honda engine was the worst on the grid, with a 'size zero' brief leading to an over-ambitious design that didn't deliver. A tight axial compressor turbo embedded in the V of the engine struggled to generate power. To further compound issues the energy recovery simply couldn't deliver full power over a long straight.</div>
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Although Honda worked hard to improve things in 2016 McLaren are still no where near the position their heritage and size of operation should reflect. Honda's new chief Yusuke Hasegawa has overseen a redesign of the entire engine concept for the new season. The engine features a split turbo design more in line with Mercedes, with the turbo compressor at the front of the engine at the turbine at the rear. Abandoning a development route means two years of their work on the axial turbo is out of the window. </div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi5X2v8ofeyJCHF-r4kSf5obO4CpFiGc8_P3Bv7fwvcnsOj15PB2luTcZzuOszSXkX-D79srXKskpCeVND6xYmhyphenhyphenN5gcCtfM1lnq9cgJSQMfDRxKnGvR17GZ_ImrRALZ0PAdI2JHPpw1VY/s1600/Yusuke.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi5X2v8ofeyJCHF-r4kSf5obO4CpFiGc8_P3Bv7fwvcnsOj15PB2luTcZzuOszSXkX-D79srXKskpCeVND6xYmhyphenhyphenN5gcCtfM1lnq9cgJSQMfDRxKnGvR17GZ_ImrRALZ0PAdI2JHPpw1VY/s400/Yusuke.jpg" width="400" /></a></div>
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Unfortunately for Honda the unit has been problematic. Day 1 saw Fernando Alonso sidelined in the morning with problems with the oil system. The engine was shipped back to Japan for diagnosis which confirmed the issue to be the actual design of the oil tank. To rub salt into the wounds team mate Stoffel Vandoorne's unit suffered a big failure the following day. While head scratching continues, Hasegawa was clearly concerned when pressed on how these events would affect their first race:</div>
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<i> "Oil tank, definitely not. The mechanical issue, I don't know, I'm yet to be confident about that, but of course I worry about that."</i></div>
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While its up to Honda to raise their game McLaren can't blame all its testing woes on the engine. The new MCL32 has looked to lack grip trackside according to Gary Anderson: </div>
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<i>"Through that complex, the McLaren never looked good. Alonso couldn't get hard on the throttle out of Turn 2 - the car just starts moving - and I never saw him go into Turn 3 flat on the throttle. </i><i>He's either having to lift big time beforehand, or just as he's coming into the corner. It's not understeer, just a lack of grip. </i><i>McLaren can't really complain about Honda's engine, because there are still horses left in there that they're not using at the minute. It looks OK on the very softest tyres, but on softs and mediums - the most relevant tyres for this track - it's just not there."</i></div>
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Lets hope the Woking team can have even a little turn of fortune in the coming week...</div>
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<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgj9X8nNbSwRCfx5RuxBV1-acDSDWqB04bVsjU9qx5AoGPu0xddegh7j0leeAFeZ-yfzAzvOrFcJxfshG5zwrxIvk2W0ThiDtdlwdMrlwovhbcCK-bVdgIKzIOlR9fYuuPktnZn96ypz1A/s1600/mcl32+2.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgj9X8nNbSwRCfx5RuxBV1-acDSDWqB04bVsjU9qx5AoGPu0xddegh7j0leeAFeZ-yfzAzvOrFcJxfshG5zwrxIvk2W0ThiDtdlwdMrlwovhbcCK-bVdgIKzIOlR9fYuuPktnZn96ypz1A/s400/mcl32+2.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Vandoorne struggles to slow down the MCL32</td></tr>
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DmanF1http://www.blogger.com/profile/17447477329643934091noreply@blogger.com1tag:blogger.com,1999:blog-2444871937911861036.post-74009627717447886622017-02-26T13:06:00.002-08:002017-02-26T13:06:32.928-08:00F1 2017 Car Launches <table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEijGMS_oYAbk8GPwNFdELdCyK3zgvajXumIfkgYZptHEBLQqNpEnhZ6cRL0llwHSU-ADnUSRQtOroXS38WBxwZFDpMgvnyTkuq0JIaqk2uyxaY4_KuZEqHsEELp_BAqezmj4EVJtXK4pWU/s1600/spice-girlsmclaren-launch.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="265" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEijGMS_oYAbk8GPwNFdELdCyK3zgvajXumIfkgYZptHEBLQqNpEnhZ6cRL0llwHSU-ADnUSRQtOroXS38WBxwZFDpMgvnyTkuq0JIaqk2uyxaY4_KuZEqHsEELp_BAqezmj4EVJtXK4pWU/s400/spice-girlsmclaren-launch.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Spice Girls at McLaren's glitzy '97 launch</td></tr>
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The high-budget glamour enjoyed at car launches 20 years ago are now a distant memory. Gone are the days of pyrotechnics, glitter, celebs and chart topping music acts. Today you're treated to a boardroom presentation via webcam where team principles spout off sales pitch in an attempt to generate sponsor interest. You might even be treated to an interview with an awkward technical director who's social skills akin to a cold raw potato with Asperger syndrome. Thankfully we do get a sneaky peak of the new technology on offer as the latest cars are unveiled and some even take to the track...<br />
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<b>Williams FW40</b><br />
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Williams were first to give us a taste of 2017 machinery on February 17th, albeit with a computer rendered image of their new car. While its good to get a perspective of what we can expect in terms of shape and dimensions, its important to remember that this is still a pre-season computer generated image. The team will unlikely want to reveal any trick aerodynamic pieces and we will have to wait until testing to get a better picture.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgsiur0oP7-QoZg8ir4OWxT_L1Pb5IGGB56l6kwhycI77KEP8nm4Frxoxq4GzwtGiOTYnSzzeoZNNb2rtlpVgysxOYo-5XFpRdilhO-xg83PyavJry5j-CMjDE9GBmIiCOmGGf4Cu4QpAQ/s1600/williams+fw40.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgsiur0oP7-QoZg8ir4OWxT_L1Pb5IGGB56l6kwhycI77KEP8nm4Frxoxq4GzwtGiOTYnSzzeoZNNb2rtlpVgysxOYo-5XFpRdilhO-xg83PyavJry5j-CMjDE9GBmIiCOmGGf4Cu4QpAQ/s400/williams+fw40.jpg" width="400" /></a></div>
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The new larger tyres are very striking and the wings and aero details hark back to 2008. The new regulations seem to have been successful in making the cars look aggressive, though there is <a href="http://dmanf1.blogspot.co.uk/2017/02/f1-2017-wide-of-mark.html">little on paper at least to suggest the racing is going to improve. </a><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiQeAHrsbQakC1XkzMtG378xTk3xXhPSYjQdvhPbcteXy7AXaqQMGPWL0Gn38N7ATFMSOyjDeJY_oYdkwYW03LSHTTd6REJHZxKKahfWiu0pEwZEr9AEn1glTtjAB3Ew6bN2Kx6hyphenhyphenvXE_8/s1600/fw40+s+duct.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="216" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiQeAHrsbQakC1XkzMtG378xTk3xXhPSYjQdvhPbcteXy7AXaqQMGPWL0Gn38N7ATFMSOyjDeJY_oYdkwYW03LSHTTd6REJHZxKKahfWiu0pEwZEr9AEn1glTtjAB3Ew6bN2Kx6hyphenhyphenvXE_8/s320/fw40+s+duct.jpg" width="320" /></a></div>
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On feature clear on the rendered images is the S duct on the front nose. This should allow the center of the front wing to work more efficiently as well as reducing any lift that the nose generates.<br />
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<b>Sauber C36</b><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhlITiZJbgCUXbPSCWBTDFfn8g0UbunVpVPOhujBESptZz2sCrV_vQGh_Q29RpgwyUHmI8AZaDmY7SqqjuOJcKIhsJoZlTz1M0KUmq5gyR1cUW_nQ7YHrttEymznwLIwmnTyiDtfLe56_8/s1600/sauber+c36.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhlITiZJbgCUXbPSCWBTDFfn8g0UbunVpVPOhujBESptZz2sCrV_vQGh_Q29RpgwyUHmI8AZaDmY7SqqjuOJcKIhsJoZlTz1M0KUmq5gyR1cUW_nQ7YHrttEymznwLIwmnTyiDtfLe56_8/s400/sauber+c36.jpg" width="400" /></a></div>
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Last Monday saw Swiss outfit Sauber release images of its new chariot online, the C36. Sporting an attractive blue and gold livery the car carries the aspirations of a team saved from the brink. At last year's penultimate race in Brazil driver Felipe Nasr finished 9th and scored the teams first points in front of his home crowd. One could argue this was the most important 9th place finish in the history of the sport as it leapfrogged the team in front of rivals in the standings. A final championship position of 10th place ensured the team received desperately needed FIA prize money to help revive the team. Much to its detriment rivals Manor did not and sadly went into administration with no buyer. The gates were closed to their Oxfordshire factory on January 6th.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhkKcIvoUE4glIMdJyBYB9ynKiHhABLX4zSEi5yIfHhAI2ohtAi70lb43dPmt9GyOVWvxyBzRCx_ty_QgoiGkqxNdBcYma_icCYLHmB8ZvZmks1pQXg5L8WnRg1uozJFZTKUNaBjZ1Zai0/s1600/sauber+shark+fin.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="270" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhkKcIvoUE4glIMdJyBYB9ynKiHhABLX4zSEi5yIfHhAI2ohtAi70lb43dPmt9GyOVWvxyBzRCx_ty_QgoiGkqxNdBcYma_icCYLHmB8ZvZmks1pQXg5L8WnRg1uozJFZTKUNaBjZ1Zai0/s400/sauber+shark+fin.jpg" width="400" /></a></div>
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Making a comeback for 2017 is the 'shark fin' engine cover. The fin conditions the air to allow the rear wing to work more efficiently. When the car is steered into corners it also has an affect similar to a boat rudder, producing 'side force' as the face of the fin is rotated into the direction of the air flow. There are some drawbacks which have to be considered by teams, namely making the car very sensitive to crosswinds leading to unruly handling.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh7q_zWRKW7jJOO4xPNw3EC03OvmFlM221llVp3sdF-VgkHTNiUCgyHsoDGlglz7W_ZkUG9R2N29bu3Xxmz4Hny2Mm-7LOr_CJ9N7jARkIPALdQxYwGdEa4NwaZ00v3-K5DVajNyjzfdMA/s1600/courtesy+of+Scarbs+Tech.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="226" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh7q_zWRKW7jJOO4xPNw3EC03OvmFlM221llVp3sdF-VgkHTNiUCgyHsoDGlglz7W_ZkUG9R2N29bu3Xxmz4Hny2Mm-7LOr_CJ9N7jARkIPALdQxYwGdEa4NwaZ00v3-K5DVajNyjzfdMA/s320/courtesy+of+Scarbs+Tech.jpg" width="320" /></a>Sauber like many teams took advantage of its 'promotional filming day' joker card allowed twice per season. Under the premise of producing video footage of the cars on track and at times following a camera car, the team is allowed 62 miles of running. During this time without doubt engineers are trying their best to squeeze as much credible data out of this session as possible. Wind tunnels and computer fluid dynamics are no substitute for reality. The main obstacle is the requirement for the teams to run 'demonstration tyres' that restrict the cornering speed of the cars. The C30 enjoyed a trouble free shake down as it completed its laps around Barcelona on Wednesday.</div>
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<b>Renault RS17</b></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiiTJqN9YW5Vo34fOJn2iYOhBQad8MP50MrhfIg4iBEAlkTS13AD1Z4nYnMof4aKvloWi5sqA-a63ghPmWY1T338GFp27X8iXAtjeCQpE0_SUCJs2Q_oWj57H4hKslvmeFahNgk4qQLxZY/s1600/rs17.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiiTJqN9YW5Vo34fOJn2iYOhBQad8MP50MrhfIg4iBEAlkTS13AD1Z4nYnMof4aKvloWi5sqA-a63ghPmWY1T338GFp27X8iXAtjeCQpE0_SUCJs2Q_oWj57H4hKslvmeFahNgk4qQLxZY/s400/rs17.jpg" width="400" /></a></div>
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A lot of hopes are pinned on the RS17. Realising they were flogging a dead horse with last year's RS16, resources were diverted away to the following year's design with the potential to take advantage of the rules shake up. Being fortunate enough to visit the factory in Enstone last year I witnessed a positive buzz of determination and focus . This is to be expected after being bought back from the brink with a long term contract and support by Renault. Unlike last year the RS17 doesn't suffer from the low-budget design hangover of the Lotus days. </div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj4SJmwtY9Fk3IDAM6ne1JRcAffjf5VFUoROgi1bgWUSiDFF60cXvjeVm1mmgH0q9EjDid09n9rfgJ-rBctAzXJY3FG9ArXeUtr6uEogX0a-hDqHvXFbMrUmnpQB237dcBftR0YooWX1A0/s1600/rs17+launch.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj4SJmwtY9Fk3IDAM6ne1JRcAffjf5VFUoROgi1bgWUSiDFF60cXvjeVm1mmgH0q9EjDid09n9rfgJ-rBctAzXJY3FG9ArXeUtr6uEogX0a-hDqHvXFbMrUmnpQB237dcBftR0YooWX1A0/s400/rs17+launch.jpg" width="400" /></a></div>
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Somehow the team wouldn't commit a long term contract with Kevin Magnussen and Jolyon Palmer remains in his seat for this year. Highly rated Nico Hulkenberg joins the team looking to break his winless duck and if the new car goes as good as it looks he will be in with a fighting chance. The striking yellow and black livery really draws your eyes to its intricate aerodynamic details. </div>
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As with the Sauber the car features a large shark fin on its engine cover, and beneath the new power unit boasts a predicted 0.3-0.5 seconds improvement over a lap. Renault have clawed their way back from a dismal 2014 power unit and will hope to take the fight to Mercedes this year.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjr9NNEAQ_WIOK5R8JDmx79t1cygYOGG5EhBXxkIrHAQ5G4Ktj_jaAhvm7DEdSFiqAxfglRTaWh1MdyPMnp1oxFVFKFpxnRJ9E90vChJFkXZeaClVCwpETmqGj3cI1GbItcKXZechSXKAU/s1600/rs17+air+intake.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="216" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjr9NNEAQ_WIOK5R8JDmx79t1cygYOGG5EhBXxkIrHAQ5G4Ktj_jaAhvm7DEdSFiqAxfglRTaWh1MdyPMnp1oxFVFKFpxnRJ9E90vChJFkXZeaClVCwpETmqGj3cI1GbItcKXZechSXKAU/s320/rs17+air+intake.jpg" width="320" /></a></div>
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Probably the most striking feature is the wide air intake. Former Jordan designer Gary Anderson drew some similarities to his old car:</div>
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"<i>The airbox intake is a different shape to most. It is more of a horizontal opening and a bit like the 1997 Jordan.</i></div>
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<i>That car is 20 years old, but the reasons for doing this don't change. It moves the intake away from the driver's helmet, which being basically spherical is the worst shape you could have to aerodynamically optimise.</i></div>
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<i>This shape allows for a more pronounced undercut between the top of the driver's headrest and the intake, again improving the airflow consistency to the rear wing.</i>"</div>
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<b>Force India VJM10</b></div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjH60xLVWXEmD5DA0hCMWkj0gtPMFdP1cAK8N0_TWzoTRFbvoB-K_WtE25PB-wY5YYYhjQnKwHY1WzBRkFpu9OVuq9g4oH2Q-DGRi1TAakMEUD8UzrP9nn3Qeni3MFHOiv3pCcFWrqnOUA/s1600/force+india+1.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="223" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjH60xLVWXEmD5DA0hCMWkj0gtPMFdP1cAK8N0_TWzoTRFbvoB-K_WtE25PB-wY5YYYhjQnKwHY1WzBRkFpu9OVuq9g4oH2Q-DGRi1TAakMEUD8UzrP9nn3Qeni3MFHOiv3pCcFWrqnOUA/s400/force+india+1.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Chico and Ocan struggle to find the boot release </td></tr>
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<br />Force India enjoyed a brilliant 2016 season finishing 4th and ahead of rivals Williams. Under guidance of technical director Andrew Green the Silverstone outfit continue to deliver good results on a comparatively small budget.<div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgUWJV9d8p4KAQPCAt3a3FZZtN4ZPDLrXGGRL8xVjuqOUNMJnraPLenLaUx1eab1VyJNSnQgVAz4w-nPtg9cLP6gzRcPArojfW4p5xH4y8zZI73JB5nnYRDRIV56oh35d3_OjFz04NR8UQ/s1600/vjm10+nose+1.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgUWJV9d8p4KAQPCAt3a3FZZtN4ZPDLrXGGRL8xVjuqOUNMJnraPLenLaUx1eab1VyJNSnQgVAz4w-nPtg9cLP6gzRcPArojfW4p5xH4y8zZI73JB5nnYRDRIV56oh35d3_OjFz04NR8UQ/s400/vjm10+nose+1.jpg" width="400" /></a></div>
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The new VJM10 is not so pleasing to the eye. Reminiscent of 2012 the car features a step in it's nose. Andrew Green admits this is more function than form:</div>
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<i>"We have tried to exploit an area of the front suspension regulations that improved the characteristics of it from a mechanical perspective. It does mean that because of the way the regulations are worded, we cannot merge it into the nose as we would like. There is an exclusion box that we have to respect, so unfortunately we end up with a little bit of a 'forehead', as it is called.</i>"</div>
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Furthermore the car features an unslightly phallic tip with slots either side. This aims to maximise airflow to the underside at the cost of ugly aesthetics.</div>
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With mammoth staff levels around 700 and World Championship dominance over the last 3 years no team is in a better position than Mercedes to come up with the goods. The Brackley outfit debuted the W08 at a windy Silverstone on Thursday, enjoying a shake down under the guise of a media day. </div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhd96P_JHZPXEhho6cXjMW9gX53d9gwES2WyDs6zm7jXyPQfx2iC-IrtxSgoprZOYu_fD_NneNaRrw_GK9fiANh_TK77Aa9YeneTjbeZgNvznJHffA330M1jbKgusbeqpy6XOUWuCj-ae0/s1600/mercedes+w08.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="223" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhd96P_JHZPXEhho6cXjMW9gX53d9gwES2WyDs6zm7jXyPQfx2iC-IrtxSgoprZOYu_fD_NneNaRrw_GK9fiANh_TK77Aa9YeneTjbeZgNvznJHffA330M1jbKgusbeqpy6XOUWuCj-ae0/s400/mercedes+w08.jpg" width="400" /></a></div>
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The car features a beautifully packaged coke bottle rear end. As soon as the radiators and cooling systems are packaged the sidepods sweep inwards to maximise free space and therefore efficient air flow. Striking louvres cut into the edge of the floor attempt to keep air from escaping from the underside and should increase the performance of the diffuser. Continuing last year's theme intricate barge boards allow a better transition of air under the floor as well as dealing with the turbulent wake created by the large Pirelli front tyres.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhnyYem7OFtknTyibwqIjCxjeFV-Jbkbd9w4h6z6MyISIgyLWi5SiBYMS5lIlx5QoRfuMvHTzoESuBk_K8SXAfIhNCpXiQ_gP5No4nzkUA_6S3eV0Nv_3ut7BhUAp7CCOKYFs49T56YJYs/s1600/t+wing.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="270" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhnyYem7OFtknTyibwqIjCxjeFV-Jbkbd9w4h6z6MyISIgyLWi5SiBYMS5lIlx5QoRfuMvHTzoESuBk_K8SXAfIhNCpXiQ_gP5No4nzkUA_6S3eV0Nv_3ut7BhUAp7CCOKYFs49T56YJYs/s400/t+wing.jpg" width="400" /></a></div>
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Interestingly the Mercedes didn't feature a huge shark fin engine cover like others. In its place featured a novel 'T wing' which also helps condition airflow and increase performance of the rear wing. It is important to note however that storm Dorris was in full effect and open flat Silverstone seems to be one of the windiest destinations, even on a good day. Could Mercedes simply be not wanting their car to be battered sideways by the strong wings the shark fin is so susceptible to?</div>
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<b>Ferrari SF70H</b></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjVx9r2dttlz2PqFYhqBuCPDM6Q189N7QkuassT_a9dz2YmNpRtWPz6-TgLYybCkTApWeVxwRTnud66G_FBkkIlG5xvhESrwNxCbz-mXvNq8XBdj00eqKlcdSMp1Rj1Absu713yofIz8yc/s1600/sf70h+ferrari.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjVx9r2dttlz2PqFYhqBuCPDM6Q189N7QkuassT_a9dz2YmNpRtWPz6-TgLYybCkTApWeVxwRTnud66G_FBkkIlG5xvhESrwNxCbz-mXvNq8XBdj00eqKlcdSMp1Rj1Absu713yofIz8yc/s400/sf70h+ferrari.jpg" width="400" /></a></div>
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Pressure is mounting at Maranello for the Scuderia to deliver in 2017. Team principle Maurizio Arrivabene endured the embaressment of being outscored and outclassed by Redbull last year. Its hard to see Ferrari wanting anything less than to topple Mercedes at the top. </div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhDZpVLjdy8ZQoGzJTF1qZzbu2SYQN9WtmfupUxZaPdNp3pGeioYhdpFfAPQMM0fc5OfcyrnYB2im-EoBgcV_anHnaOVJyDEpaoVTHsQueAEyJMjrgqRjacaH-trX0YnwvjAe11yZCE1bc/s1600/sf70h+sidepods.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="270" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhDZpVLjdy8ZQoGzJTF1qZzbu2SYQN9WtmfupUxZaPdNp3pGeioYhdpFfAPQMM0fc5OfcyrnYB2im-EoBgcV_anHnaOVJyDEpaoVTHsQueAEyJMjrgqRjacaH-trX0YnwvjAe11yZCE1bc/s400/sf70h+sidepods.jpg" width="400" /></a></div>
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Ferrari seem to have gone aggressive with the rear end of the car. Hugely undercut sidepod openings complement a tightly packaged coke bottle rear end. All this can increase the general aerodynamic performance of the car all the way to the front wing if working in harmony. Its certainly something that the other teams will be watching closely. The rest of the package features the now commonplace shark fin and beaky front nose. However in this instance the shark fin also works in conjunction with a T wing for an almost Star Wars look.</div>
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<b>McLaren MCL32</b></div>
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The Woking squad are experiencing some of the biggest changes in its long and illustrious history. Ron Dennis was the genius behind McLaren's success who's vision went beyond the world of Formula 1. Forced to step down as chairman in November after boardroom disputes the brand faces a new era in need of direction. American Zak Brown is now in his place and with it comes a new car naming prefix 'MCL', replacing Ron Dennis' 'MP4'. Boldly McLaren ditch the infamous black and red brand colours, replacing the latter with the orange synonymous with the team's early days.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhUMVFYka8szXIjDLDoG6ZHld7N9ObD3UGN_AqKgrUYYyjiLKicjc0iL3jraUimYCW2cUeYx4947nEqKBAZiTg1BwWYXmMGPSrN4WT3sI6eqMTwGvTx50n4Fhf2nODG4Eowp_NGfkFRT08/s1600/mcl32.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="248" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhUMVFYka8szXIjDLDoG6ZHld7N9ObD3UGN_AqKgrUYYyjiLKicjc0iL3jraUimYCW2cUeYx4947nEqKBAZiTg1BwWYXmMGPSrN4WT3sI6eqMTwGvTx50n4Fhf2nODG4Eowp_NGfkFRT08/s400/mcl32.jpg" width="400" /></a></div>
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In terms of the launch event McLaren did push the boat in comparison with to the poor effort of others. Orange lighting and lasers illuminated a dark black room as the MCL32 rotated on a platform. Journalist's seating encircled like some sort of sci-fi court room. Unfortunately for the team the new livery wasn't universally accepted by McLaren fans, pointing out its similarity to the failed Spyker team. </div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjMrKxSSOOqt930HFzTsNIxBbuafe48ZavhbI4Z8fnBoRb8wJjNny1mP1QnaiDbumQ4zISWJxDDdOowf2VKfLSD_rDoPiZIkv8g9GpKUFTl3nDjhqRZ8lCuyW8UeZi6-kgYi4USJBVnYec/s1600/mcl32+launch.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjMrKxSSOOqt930HFzTsNIxBbuafe48ZavhbI4Z8fnBoRb8wJjNny1mP1QnaiDbumQ4zISWJxDDdOowf2VKfLSD_rDoPiZIkv8g9GpKUFTl3nDjhqRZ8lCuyW8UeZi6-kgYi4USJBVnYec/s400/mcl32+launch.jpg" width="400" /></a></div>
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The new car features a striking nose pillar design with four elements each side. This aims at directing the air flow in a similar role to barge boards. The heavily undercut sidepod leading edges are similar to that of the Ferrari though different in shape. The new Honda power unit is new in concept after the previous years failings and will have to cope with reduced cooling that this aggressive design compromises.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh1wFWmkjnMhEVv4bakz-EN7kiq0UrE2AbMmdsgQiXoRlSDDcMXTdflxkaTPYaPo7xPBAE4BFF4FqhjhcCKR9XJTCFQdR48epVeglunQxB7O2l8vJzTO_r5batXtJgWLoFXhTFH6yJ6cCk/s1600/mcl32+sidepods.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="270" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh1wFWmkjnMhEVv4bakz-EN7kiq0UrE2AbMmdsgQiXoRlSDDcMXTdflxkaTPYaPo7xPBAE4BFF4FqhjhcCKR9XJTCFQdR48epVeglunQxB7O2l8vJzTO_r5batXtJgWLoFXhTFH6yJ6cCk/s400/mcl32+sidepods.jpg" width="400" /></a></div>
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DmanF1http://www.blogger.com/profile/17447477329643934091noreply@blogger.com2tag:blogger.com,1999:blog-2444871937911861036.post-14666604960898199562017-02-19T12:19:00.000-08:002017-02-19T12:19:10.948-08:00F1 2017 - Wide Of The Mark?<div class="separator" style="clear: both; text-align: center;">
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The new season is upon us and the frisson of excitement is beginning to bubble to the surface. Overworked factory staff on often 24 hour rota shifts have been preparing their teams this winter for the biggest technical changes the sport has seen in nearly a decade.<br />
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<tr><td class="tr-caption" style="text-align: center;">Rosberg shifts focus</td></tr>
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Social media and news outlets have been abuzz since the flag went down in Abu Dhabi last November. Newly crowned World Champion Rosberg dramatically threw in the towel with shock retirement. For him the timing felt right, with the opportunity to spend time with his new daughter and bow out beating nemesis Lewis Hamilton. As the doors open for Valtteri Bottas to take his vacant seat, many will still question whether one championship win over rival Hamilton's two is enough to satisfy. Will Nico feel the itch to prove himself in the near future?<br />
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The sport is under new ownership as John C Malone's American corporation 'Liberty Media' have purchased the Formula One Group for £3.3 billion. Old dinosaur Bernie Ecclestone has been ousted from the helm and now serves an advisory role. Credited with the meteoric rise in popularity of the sport with astute television contracts the 86 year old failed to understand or embrace the new world of online media content. Asif Kapadia, director of the cult film 'Senna' once recalled a meeting with Ecclestone. While trying to explain the idea of the film with an onboard Youtube clip of Senna tearing it around Monaco, Ecclestone's first reaction was to organise his legal team to shut down the unlicensed video. While unpaid content won't bring in income itself, relaxation of draconian copyright control and intelligent online revenue ideas are desperately needed. With UK fans facing high subscriptions for pay-per view television the sport faces losing a big chunk of its loyal audience. Although still relying on this revenue perhaps the new owners will be better recognise the new media age? Liberty Media's Greg Maffei understands that only 1% of income comes from digital media, stating the sport "<i>really have no organised digital effort, I think there's a lot of things that can be done around gaming, VR and AR.</i>"<br />
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<tr><td class="tr-caption" style="text-align: center;">Greg Maffei (Left), John C Malone (Centre), Ross Brawn (Right)</td></tr>
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Making a welcome return is Ross Brawn, appointed by Liberty Media as 'Director of Motorsports'. Few have made a positive impact in racing circles as this man. Originally joining the March GP team in the 70's as a machinist, he soon developed his engineering expertise at various teams through the ages. Joining Bennetton in the early 90's his skills at calling race strategy became recognised as well as his successful bond with a certain Michael Schumacher. Joining Michael in 1997 with a move to Ferrari that lasted nearly a decade, Brawn became part of the most successful era for the Scuderia. In 2007 he became team principle of Honda and a year later faced the harrowing prospect of Honda withdrawing from the sport with no potential buyer. In a heroic last minute effort before the 2009 season, Brawn bought a majority stake in the team. The rest of the ownership was shared between other senior staff members and thousands of jobs were saved. All involved however were fully aware that their car promised to be a giant killer with its 'double diffuser' design. From ending 2008 in 9th place things took a dramatic turn with driver Jenson Button winning the World Championship and the team also winning the Constructors under the name Brawn GP. It is unlikely that such an amazing feat will ever be repeated in the sport.<br />
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<tr><td class="tr-caption" style="text-align: center;">Brawn achieving the impossible in 2009</td></tr>
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Few can doubt a man more worthy of his new role, and furthermore Ross Brawn understands what makes great racing and what doesn't. 2017 rule changes see cars wider with a more aggressive look reminiscent of times of old - but aerodynamics are going to take an even bigger influence on outright performance. Inheriting these major changes, Brawn is critical:<br />
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"<i>The more aerodynamic performance you create, the more sensitive you are to the wake of the car in front. It's not always the case, because the aerodynamics can be profiled and shaped and managed to reduce that impact, but inherently that is the case. So I hope these regulations aren't going to impact the ability of these cars to race together.</i>"<br />
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The truth is we won't know the definitive answers until the lights go out in Australia on the 26th of March. <a href="http://dmanf1.blogspot.co.uk/2015/07/back-to-future-how-ground-effect-could.html">But as argued in my previous article</a>, the ground affect principle should be developed to produce downforce with less drag. This has the potential to create great racing a fraction of current costs. This idea isn't new but is victim of the politics of modern F1. Top teams with a bigger controlling stake don't want their tree shaken and order changed and want to avoid an outlay of initial investment. Unfortunately the bigger picture means they will continue hemorrhaging development costs as the spectacle continues to suffer.<br />
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<tr><td class="tr-caption" style="text-align: center;">Wider cars for 2017</td></tr>
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It seems the 2017 rules have concentrated on aesthetics and lap times rather than improving the show. The bodywork and floor is a noticeable 200mm wider as well as the rear wing, which is also 150mm lower. There is some increase in ground effect, with the diffuser 50mm higher and wider. Even more striking are the tyres, with the new Pirelli tyres 60mm wider at the front and 80mm wider at the rear. An increase in mechanical grip from the tyres is welcome, but such a big increase in the over body aerodynamic area of the car means more downforce and drag for the following car to deal with. In an attempt to negate this the front wing is further forward with a diagonal leading edge which hopes to be less sensitive to dirty air from the car in front. The wing itself is 150mm wider than 2016. As teams continue to develop this larger front wing we could find overtaking becoming even more difficult through the corners. Its important to note however that DRS will have a bigger affect on increasing speed, meaning overtaking could increase on the straights. But do we want the band aid of DRS generating the racing or more of an emphasis on driver skill though the bends?<br />
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With wider tyres and more downforce the cars will be a lot faster. Engineers are predicting 4-5 seconds a lap over the 2016 cars and around 25mph faster through high speed bends. Faster speeds mean higher Gs through corners and a much bigger physical challenge. Driver fatigue will make a welcome return and we will likely see exhausted drivers losing concentration through a race distance.<br />
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<tr><td class="tr-caption" style="text-align: center;">Driver fatigue is back! Mansell passes out in Dallas'84.</td></tr>
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With wider tyres and more downforce the cars will be a lot faster. Engineers are predicting 4-5 seconds a lap over the 2016 cars and around 25mph faster through high speed bends. Faster speeds mean higher Gs through corners and a much bigger physical challenge. Driver fatigue will make a welcome return and we will likely see exhausted drivers losing concentration through a race distance.<br />
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The engines remain the same for 2017 but enjoy much more developmental freedom as the token system is abandoned. Each driver will be limited to four engines per season, but new engines can feature developments the supplier has made. These can't be added to existing engines. There are a few additional rules to govern size and weight of components and boost, but generally speaking engineers will enjoy the opportunity to be creative. It seems this is aimed and allowing others the opportunity to break Mercedes dominance. Many fans still hark back to the era of louder naturally aspirated engines. Few who have attended a race of old can forget that aggressive high pitched sound that still made the ground shake. I am one of those but after attending Silverstone testing last year and witnessing the turbo era machinery for the first time - I was surprised. While I still am nostalgic it was certainly more loud than expected. They also added some of their own individual drama with whooshing turbo and hybrid sounds. I've accepted that this is the future of the sport and its time to move on.<br />
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The big changes to the technical rule book could allow other teams to break the dominance of Mercedes. The Brackley team will still enjoy the biggest resources and staff levels but it will only take one clever idea or interpretation of the rules by rivals for the pecking order to drastically change. As mentioned previous, Brawn GP took this opportunity with the 2009 rule changes with its double diffuser design, much to the annoyance and protest of rivals. With such big aerodynamic changes and the general levelling out of engine performance between suppliers last year, its unlikely we won't see at least a few teams taking a leap in 2017. But in terms of racing will the bigger, wider cars really bring us an improved spectacle on the race track?<br />
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<br />DmanF1http://www.blogger.com/profile/17447477329643934091noreply@blogger.com0tag:blogger.com,1999:blog-2444871937911861036.post-84172367115798785612016-05-22T13:29:00.005-07:002016-05-22T13:41:15.257-07:00Hamilton and Rosberg's Nightmare in Barcelona - Who Was To Blame?As the dust settles from the scintillating Spanish Grand Prix the internet is alight with praise for Max Verstappen's brilliant win at only 18 years old. Yet one can't but notice the massive stir over the most contentious issue in a long time. Who was at fault - Lewis or Nico?<br />
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<tr><td class="tr-caption" style="text-align: center;">Carnage at Turn 4 for the Mercedes duo</td></tr>
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Unless you've had your head buried under the sand you will be aware that both championship contenders didn't even negotiate a full lap before making contact with each other and plunging into the gravel trap. An attempted overtake from Lewis Hamilton on Nico Rosberg heading into the braking zone of Turn 4 ended in disaster for Mercedes.<br />
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<b>What Happened? </b><br />
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<tr><td class="tr-caption" style="text-align: center;">Nico's red rain light signifies he is harvesting mode</td></tr>
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From lights out the two silver cars immediately locked horns. Lewis' big move off line to defend ultimately allowed Nico to have better momentum into Turn 1 and take the lead. As both began to exit long sweeping right hander of Turn 3 Nico's rear rain light began to flash - his car had entered harvesting mode. With the recent ban on radio instructions from the pit wall its now up to the driver to make sure the car is configured in the correct settings off the grid. Nico didn't do this, his power unit hadn't harvested enough energy on the way to the grid meaning at some point on the first lap he would get a drop in performance. This energy is worth around 160-180hp, equivalent to a swift family saloon or sporty hatchback. This happened through Turn 3 which gave Lewis a 17kph (11 mph) advantage. Nico's reaction was to make a adjustment on the steering wheel to select the correct engine mode and hit the overtake button for maximum power available.<br />
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Lewis smelt blood and decisively went for the gap on the inside of the circuit. As Nico began to close the door Lewis' front wing was alongside. However, Nico continued to close the door forcing Lewis onto the grass leading him to lose control and make race-ending contact for the both of them as he rejoined the circuit.<br />
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<tr><td class="tr-caption" style="text-align: center;">Lewis squeezed onto the grass</td></tr>
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<b>Who Was At Fault?</b><br />
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Team boss Toto Wolff stated the blame was equal and immediate driver/team meetings took place after the incident. It was clear from the post-race interviews of Lewis and Nico that their hand's were tied around their back - the official line was to accept the stewards decision of a "<i>racing incident</i>". However social media was ablaze with debate, often negated by whether you were team Lewis or Nico previously. Through this emotional storm you need to navigate your way to a logical answer. This all depends on your 'racing philosophy' of course...<br />
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Mercedes bigwig Niki Lauda was first to throw his hat into the ring, labelling Lewis' actions as "<i>Stupid</i>".<br />
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<i>“It’s very simple for me. It was a miscalculation in Lewis’s head. I blame him more than Nico. For the team and for Mercedes it is unacceptable. Lewis was too aggressive to pass him and why should Nico give him room? He was in the lead. It is completely unnecessary and for me the disaster is that all Mercedes are out after two corners.” - Niki Lauda</i><br />
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Its obvious that Niki wouldn't be happy with the result, but after inviting Mercedes chairman Dieter Zetsche to the race only to witness the ultimate sin being committed this would be doubly sour. He clearly thinks Lewis' aggressive move put to much unwanted risk at the table and cost the team a potential 1-2 result. Triple World Champion Jackie Stewart was equally unimpressed by Lewis' decisive overtake attempt.<br />
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<tr><td class="tr-caption" style="text-align: center;">Scotsman Jackie Stewart was critical of Lewis</td></tr>
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<i>"You didn't see Juan Manuel Fangio, Sir Stirling Moss, Jim Clark do that.One of the major assets for all the great drivers is their mind management.I learned to remove emotion from my whole body to head and that's why I always won my races in the first five laps.It was a spontaneous movement by Lewis that if he were to think back on it, he wouldn't have tried it again.He needs to think about what happened in Spain, he has to consider the ramifications to his employers.The damage that it caused to Mercedes is the combined total of those drivers, as they would have been first and second.He has to rethink his complete attitude towards what he is responsible for and that applies to every top-line driver."- Jackie Stewart</i><br />
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These are quite hard words from Jackie, a man who has cut his teeth in the corporate world and understands the value of team work and the ultimate result for Mercedes. His quoted great drivers of Fangio, Moss and Clark certainly are legends of the sport. More recent names amongst such greats would certainly include the late Ayrton Senna, a hero of Lewis Hamilton. Back in 1992 Jackie Stewart was also very critical of Ayrton's driving, famously putting it to the Brazilian that he is often involved in on track incidents more so than any other World Champion. His response is now etched in history and to some ring true now <i>-"if you no longer go for a gap you are no longer a racing driver"</i>.<br />
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The outspoken son of F1 ace Giles Villeneuve and World Champion in his own right, Jaques Villeneuve sat on the opposite side of the argument. Labelling Nico's defence as "<i>killer</i>" the Canadian felt "<i>..he moved when Lewis had already made his move. You don’t do that, it’s why there is a rule in place. It’s the most dangerous thing you can do in racing - and the unfairest.</i>"<br />
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Interestingly Jacques also pointed out that "you never saw it in the ‘80s because they’d kill each other". In this age he feels that drivers don't seem to respecting dangerous moves with much improved safety levels giving a false sense of security.<br />
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<tr><td class="tr-caption" style="text-align: center;">'97 Champ Jacques Villeneuve weighed into the argument</td></tr>
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No one can deny Nico left absolutely no room for Lewis with an aggressive closing of the door. We have seen plenty of close racing from these rivals from the past which has continually strained the relationship. But they always seem to jossle with respect and understanding. Who can forget the nail biting battle between them at Bahrain in 2014, jousting and swapping positions continually, yet leaving just enough space for on another? As bitter as the pairing appears its important to remember both drivers were karting team mates in their teens. The future stars not only raced together, they shared rooms together. As fiery as the relationship becomes this can never be forgotten. Unfortunately now it seems this relationship is now worse that ever. Even with their hand's tied behind their back by the corporate world of modern F1 the body language is clear.<br />
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<b>My Verdict</b><br />
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Perhaps you are in the mind frame that a potential 1-2 result should have made Lewis more conservative in his approach, or that his move was too risky on his team mate and race leader? You might have made your own mind up nor care for mine, but my verdict ultimately lays blame at Nico's door. His mistake gave Lewis the opportunity that he was entitled to take. Whether it be calculated or a knee jerk rection, Rosberg closed the door aggressively and late. I don't feel Lewis should be conservative and hold off from making such a decisive move. He is fighting for a chance in the championship. We know to well the performance of both drivers is close and track position is vitally important especially around Catalunya. As Senna said <i>"if you no longer go for a gap...".</i><br />
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<br />DmanF1http://www.blogger.com/profile/17447477329643934091noreply@blogger.com0tag:blogger.com,1999:blog-2444871937911861036.post-49829210336004834712016-03-22T15:20:00.001-07:002016-03-22T15:29:32.552-07:00"If It Ain't Broke Don't Fix It" - Australian Grand Prix ReportAfter some disappointing races at the end of last year and the long break of winter it was up for Formula 1 to deliver. And thankfully we were in for a classic start to 2016...<br />
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<b>New Qualifying Format Flops</b><br />
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<tr><td class="tr-caption" style="text-align: center;">Qualifying certainly didn't deliver</td></tr>
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As expected the rushed new knockout qualifying format flopped miserably. At first things looked promising. Rosberg made a mistake on his opening lap on cold tyres while Lewis lost track position to Grosjean's Haas while adjusting his seat belts. As the time ticked away teams rushed to get into Q2 and there was an air of excitement and good track action. However major flaws started to show in the next two sessions. The ever ticking clock was not allowing drivers in the pit lane enough time to set another lap. To add insult to injury there was no final shootout after Ferrari opted not to run at the end of Q3. It was judged too much of a sacrifice to compete with the Mercedes for track position than use up another set of tyres. A number of other drivers also followed suit and soon enough a big hole emerged in the logic of this last minute hash-up of the rule book. Thankfully for once there was universal agreement in the paddock - Christian Horner admitting that F1 "didn’t put a great show” and Totto Wolf declaring the new format "pretty rubbish". Talks were carried out on Sunday evening with old qualifying likely to prevail ready for Bahrain in two weeks.<br />
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<b>Hamilton Bogged Down As Ferrari Fly</b><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh2QZ7tqdN-2UeST7tdcErPwsh8Fa-UPtvlGKAqaQm02-EoSL1jMHGN9E6bGSV5udY1Mam00QzK6444K5zWNE-r_CNlY8qzqLeKUEhxzOiy0ZnMJQ6wJpq52Fgl5NVku8xqZu8tg1jQ57U/s1600/wheel.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="132" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh2QZ7tqdN-2UeST7tdcErPwsh8Fa-UPtvlGKAqaQm02-EoSL1jMHGN9E6bGSV5udY1Mam00QzK6444K5zWNE-r_CNlY8qzqLeKUEhxzOiy0ZnMJQ6wJpq52Fgl5NVku8xqZu8tg1jQ57U/s200/wheel.jpg" width="200" /></a>Last summer the FIA rightly decided to increase the skill required at the start of the race. If you've driven a manual car or motorbike you will be familiar with with the point in which you start to pull forward from a stop once throttle is fed and you 'release' the clutch. This 'biting point' as its known can be a bit more challenging to find in an F1 car. Their carbon clutches are strong but sensitive to heat meaning this point is changing all the time. Previously a team would 'learn' the perfect setting with ''bite point finder' software off the grid and information from practise starts. Feedback could then be relayed to the driver to preset the biting point for the start of the race. From the Belgium Grand Prix onwards drivers would now have to set the biting point themselves with no feedback and no use of bite point finder sofware on race day. Fluffing your start is now more likely with greater chance of spinning wheels or slipping the clutch. To further spice up the action in 2016 <a href="http://www.motorsport.com/f1/news/tech-analysis-2016-s-single-hand-starts-a-return-to-old-school-f1-679584/">drivers must now also pull away with a single clutch paddle</a> on the steering wheel rather than two. Two paddles allowed drivers to release one to begin the process and release the second once the car gained good traction allowing a smooth get away. Now with one paddle getting good traction off the grid is more of a challenge. Lewis Hamilton came a cropper off the grid as both Ferraris and Nico Rosberg sailed past with ease. Reflecting on this poor getaway Mercedes boss Toto Wolff admitted the more difficult start procedure "certainly plays a role". He went on to explain that <i>"in the past if you would have a bad start off the line for the formation lap you could see how much the slip was. And if you can't adjust it makes a difference. Yesterday our practice starts weren't very good, and we weren't sure if this would cause a problem in the race. Lewis was a couple of metres worse up to 100m than Nico, but I'm not sure if it was a hardware problem or a software problem, a vibration or a slow reaction. We have to look into it."</i></div>
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Rosberg left little room for his team mate squeezing him wide into the first corner. Now Hamilton was on the back foot losing position to both the Williams of Fellipe Massa and the Toro Rosso of Max Verstappen. Thankfully he kept his fighting spirit and managed to overtake Massa by Lap 3. The Brazilian was caught out by the out of kilter Renault of Kevin Magnussen that had suffered a puncture on the opening lap. Hamilton found a way around the outside and moved back up to fifth. He would have to contend with the Ferrari engined Toro Rosso of Max Vestappen next. Although not as fast around a lap as the Mercedes the significant power of the Ferrari would make overtaking very difficult. In his own words he became "stuck behind this guy" and needed to look at a change of strategy as winning looked more and more unlikely.<br />
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Sebastian Vettel had completely aced the new starting procedure with himself and team mate Kimi Raikonnen out in front. However the Mercedes of Nico Rosberg was keeping within a second of the the pair. Rosberg pitted onto the soft tyre on lap 12 and Vettel quickly followed suit, not wanting to lose track position.<br />
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<b>Alonso Walks Away From Horror Crash</b><br />
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Fernando Alonso had an extremely lucky escape on the run into Turn 3. Caught out by the closing speed of his McLaren on the Haas of Esteban Guiterrez under braking, the Spaniard clipped his right front wheel at around 190mph. This sent him slamming into the wall and sliding toward the gravel trap. As the car bounced with energy it dug into the gravel trap sideways and flipped. Now reminiscent of Martin Brundle's 1996 accident the car rolled twice in mid air until finally impacting the barrier. In a surreal moment a winded Alonso pulled himself immediately out of the mangled McLaren. "When I stopped, I saw a little space to get out of the car and I went out quickly just to make sure that my mum, who was watching on television at home, could see that I was okay".<br />
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<tr><td class="tr-caption" style="text-align: center;">Alonso clambers out</td></tr>
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The twisted remains were a testament to the safety of a modern F1 car, absorbing maximum energy and protecting the driver. Alonso was clearly affected by the incident, later stating he was "<i>lucky to be here and thankful to be here. I am aware that today I spent some of the luck remaining in life. I want to thank McLaren and the FIA for the safety of this car. I am alive thanks to the job of the last 10-15 years in Formula One.</i>"<br />
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Unfortunately 15 years ago track marshall Graham Beveridge was not so lucky when Jacques Villeneuve and Ralf Schumacher were involved in a near identical incident at the same corner. A rogue wheel fatally wounded Beveridge when it flew through a gap in the catchment fence. A spectator was also injured.<br />
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<b>Red Flag Shakes Up Strategy</b><br />
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<tr><td class="tr-caption" style="text-align: center;">Pace on the ultra-softs wasn't enough</td></tr>
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The resulting red flag had teams having to re asses their strategy with teams allowed to change their tyres before the race restarted. Rosberg could fit the medium tyre which would complete his mandatory tyre usage and get him to the end of the race. Ferrari made a howler of a call which ultimately cost them victory, choosing not to fulfill their mandatory usage and fit the ultra soft. This would mean they would definently have to stop again and lose track position. The superior pace of the ultra soft they banked on didn't last, and as Vettel got further into his stint his lap times were marginally faster than Rosberg on the medium tyre. This wasn't going allow the lead Ferrari to keep out in front after his pit stop and the race win was doomed. To add insult to injury team mate Kimi Raikkonen had worse luck retiring to the pits on lap 22. Flames poured out of the Ferrari air box when it came to a stop as Raikkonen calmly got out. There was an air of frustration and dejection however as he walked to the back of the garage. The excitement of the opening laps had now fizzled out for the Maranello outfit.<br />
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Lewis Hamilton and the Red Bull of Daniel Ricciardo had made up positions on both Ferraris, with Hamilton also managing an overtake and moving up to second on lap 42. Vettel attempted to catch on fresher tyres but ran wide chasing Hamilton 2 laps from the end. The race order would remain with home favourite Ricciardo finising a respectable 4th. A blocked brake duct sent temperatures through the roof on Rosberg's Mercedes towards the end of the race, but he was able to nurse his car home to victory.<br />
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Further down Romain Grosjean put in a stellar performance to give the new Haas team a sensational 6th place on its debut. After all the teething troubles in testing this handful of points felt as sweet as victory. There was no love loss between the Toro Rosso team mates with Max Verstappen making contact with Carlos Sainz Jnr a few laps towards the end and spinning. The Dutch teenager had been infuriated with his team's strategy which saw Sainz pit first. Expecting his team mate to move over there was signs of teenage angst when he declared the situation on team radio a "f****** joke'. The pair finished 9th and 10th respectively. Just behind the Brit Jolyon Palmer took a solid 11th place on his debut in the Renault.<br />
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Final Result<br />
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Pos<span class="Apple-tab-span" style="white-space: pre;"> </span>#<span class="Apple-tab-span" style="white-space: pre;"> </span>Driver<span class="Apple-tab-span" style="white-space: pre;"> </span><br />
1<span class="Apple-tab-span" style="white-space: pre;"> </span>6<span class="Apple-tab-span" style="white-space: pre;"> </span>Nico Rosberg<span class="Apple-tab-span" style="white-space: pre;"> </span> Mercedes <span class="Apple-tab-span" style="white-space: pre;"> </span> <span class="Apple-tab-span" style="white-space: pre;"> </span><br />
2<span class="Apple-tab-span" style="white-space: pre;"> </span>44<span class="Apple-tab-span" style="white-space: pre;"> </span>Lewis Hamilton<span class="Apple-tab-span" style="white-space: pre;"> </span> Mercedes<span class="Apple-tab-span" style="white-space: pre;"> </span> <span class="Apple-tab-span" style="white-space: pre;"> </span><br />
3<span class="Apple-tab-span" style="white-space: pre;"> </span>5<span class="Apple-tab-span" style="white-space: pre;"> </span>Sebastian Vettel<span class="Apple-tab-span" style="white-space: pre;"> </span> Ferrari<span class="Apple-tab-span" style="white-space: pre;"> </span> <span class="Apple-tab-span" style="white-space: pre;"> </span><br />
4<span class="Apple-tab-span" style="white-space: pre;"> </span>3<span class="Apple-tab-span" style="white-space: pre;"> </span>Daniel Ricciardo<span class="Apple-tab-span" style="white-space: pre;"> </span> Red Bull-TAG Heuer<span class="Apple-tab-span" style="white-space: pre;"> </span><span class="Apple-tab-span" style="white-space: pre;"> </span><br />
5<span class="Apple-tab-span" style="white-space: pre;"> </span>19<span class="Apple-tab-span" style="white-space: pre;"> </span>Felipe Massa<span class="Apple-tab-span" style="white-space: pre;"> </span> Williams-Mercedes<span class="Apple-tab-span" style="white-space: pre;"> </span><span class="Apple-tab-span" style="white-space: pre;"> </span><br />
6<span class="Apple-tab-span" style="white-space: pre;"> </span>8<span class="Apple-tab-span" style="white-space: pre;"> </span>Romain Grosjean Haas-Ferrari<span class="Apple-tab-span" style="white-space: pre;"> </span><span class="Apple-tab-span" style="white-space: pre;"> </span><br />
7<span class="Apple-tab-span" style="white-space: pre;"> </span>27<span class="Apple-tab-span" style="white-space: pre;"> </span>Nico Hulkenberg<span class="Apple-tab-span" style="white-space: pre;"> </span> Force India-Mercedes<span class="Apple-tab-span" style="white-space: pre;"> </span><span class="Apple-tab-span" style="white-space: pre;"> </span><br />
8<span class="Apple-tab-span" style="white-space: pre;"> </span>77<span class="Apple-tab-span" style="white-space: pre;"> </span>Valtteri Bottas<span class="Apple-tab-span" style="white-space: pre;"> </span> Williams-Mercedes<span class="Apple-tab-span" style="white-space: pre;"> </span><span class="Apple-tab-span" style="white-space: pre;"> </span><br />
9<span class="Apple-tab-span" style="white-space: pre;"> </span>55<span class="Apple-tab-span" style="white-space: pre;"> </span>Carlos Sainz Jnr<span class="Apple-tab-span" style="white-space: pre;"> </span> Toro Rosso-Ferrari<span class="Apple-tab-span" style="white-space: pre;"> </span><span class="Apple-tab-span" style="white-space: pre;"> </span><br />
10<span class="Apple-tab-span" style="white-space: pre;"> </span>33<span class="Apple-tab-span" style="white-space: pre;"> </span>Max Verstappen<span class="Apple-tab-span" style="white-space: pre;"> </span> Toro Rosso-Ferrari<span class="Apple-tab-span" style="white-space: pre;"> </span><span class="Apple-tab-span" style="white-space: pre;"> </span><br />
11<span class="Apple-tab-span" style="white-space: pre;"> </span>30<span class="Apple-tab-span" style="white-space: pre;"> </span>Jolyon Palmer<span class="Apple-tab-span" style="white-space: pre;"> </span> Renault<span class="Apple-tab-span" style="white-space: pre;"> </span> <span class="Apple-tab-span" style="white-space: pre;"> </span><br />
12<span class="Apple-tab-span" style="white-space: pre;"> </span>20<span class="Apple-tab-span" style="white-space: pre;"> </span>Kevin Magnussen Renault<span class="Apple-tab-span" style="white-space: pre;"> </span> <span class="Apple-tab-span" style="white-space: pre;"> </span><br />
13<span class="Apple-tab-span" style="white-space: pre;"> </span>11<span class="Apple-tab-span" style="white-space: pre;"> </span>Sergio Perez Force India-Mercedes<span class="Apple-tab-span" style="white-space: pre;"> </span><br />
14<span class="Apple-tab-span" style="white-space: pre;"> </span>22<span class="Apple-tab-span" style="white-space: pre;"> </span>Jenson Button<span class="Apple-tab-span" style="white-space: pre;"> </span> McLaren-Honda<span class="Apple-tab-span" style="white-space: pre;"> </span><br />
15<span class="Apple-tab-span" style="white-space: pre;"> </span>12<span class="Apple-tab-span" style="white-space: pre;"> </span>Felipe Nasr<span class="Apple-tab-span" style="white-space: pre;"> </span> Sauber-Ferrari<span class="Apple-tab-span" style="white-space: pre;"> </span>56<span class="Apple-tab-span" style="white-space: pre;"> </span><br />
16<span class="Apple-tab-span" style="white-space: pre;"> </span>94<span class="Apple-tab-span" style="white-space: pre;"> </span>Pascal Wehrlein <span class="Apple-tab-span" style="white-space: pre;"> </span> Manor-Mercedes<span class="Apple-tab-span" style="white-space: pre;"> </span><br />
<span class="Apple-tab-span" style="white-space: pre;"> </span><br />
Not classified<br />
9<span class="Apple-tab-span" style="white-space: pre;"> </span>Marcus Ericsson<span class="Apple-tab-span" style="white-space: pre;"> </span>Sauber-Ferrari<span class="Apple-tab-span" style="white-space: pre;"> </span><br />
7<span class="Apple-tab-span" style="white-space: pre;"> </span>Kimi Raikkonen<span class="Apple-tab-span" style="white-space: pre;"> </span> Ferrari<span class="Apple-tab-span" style="white-space: pre;"> </span><br />
88<span class="Apple-tab-span" style="white-space: pre;"> </span>Rio Haryanto<span class="Apple-tab-span" style="white-space: pre;"> </span> Manor-Mercedes<span class="Apple-tab-span" style="white-space: pre;"> </span><br />
21<span class="Apple-tab-span" style="white-space: pre;"> </span>Esteban Gutierrez<span class="Apple-tab-span" style="white-space: pre;"> </span>Haas-Ferrari<span class="Apple-tab-span" style="white-space: pre;"> </span><br />
14<span class="Apple-tab-span" style="white-space: pre;"> </span>Fernando Alonso<span class="Apple-tab-span" style="white-space: pre;"> </span>McLaren-Honda<span class="Apple-tab-span" style="white-space: pre;"> </span><br />
26<span class="Apple-tab-span" style="white-space: pre;"> </span>Daniil Kvyat<span class="Apple-tab-span" style="white-space: pre;"> </span> Red Bull-TAG Heuer<span class="Apple-tab-span" style="white-space: pre;"> </span><br />
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<br />DmanF1http://www.blogger.com/profile/17447477329643934091noreply@blogger.com2tag:blogger.com,1999:blog-2444871937911861036.post-86624861293848660902016-03-17T03:57:00.001-07:002016-03-17T08:24:01.755-07:00Australian Grand Prix Guide<div class="MsoNormal">
For UK fans like me it’s time to set your alarm clocks for
the Australian Grand Prix. The mix of excitement, tension and sleep depravation
finally reaches climax as the lights go out for the <a href="http://dmanf1.blogspot.co.uk/2016/03/observations-and-predictions-after.html">new 2016 season! </a></div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgX2RwyZ-9G8kmhrrNdNEAEje0BxuEQIJWTcTY_o9L7ybMutUZ54I-q9VT7SMYSXLsjKWs4vXiB2e-U-N9567w-UTXQcJzmbmzU1ybfXgXJYg68xOP-S78vWoYmliv1ZzTicd2YNky6-2M/s1600/2002+australia+gp.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgX2RwyZ-9G8kmhrrNdNEAEje0BxuEQIJWTcTY_o9L7ybMutUZ54I-q9VT7SMYSXLsjKWs4vXiB2e-U-N9567w-UTXQcJzmbmzU1ybfXgXJYg68xOP-S78vWoYmliv1ZzTicd2YNky6-2M/s320/2002+australia+gp.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Carnage in 2002</td></tr>
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The Albert Park circuit in Melbourne has hosted the race
since 1996, using public roads around a lake in what is essentially a street
circuit. Teams enjoy a chilled Australian atmosphere, often hanging out behind the motor homes on deck chairs. As per the nature of a street circuit your car set up and balance
is forever changing as the weekend progresses. Dirt, oil and diesel slowly clears
as the track ‘’rubbers in’ and the grip level increases. The mix of slow and medium corners
interlinked by two straights requires good engine performance. Braking and traction is also of importance. Following the back straight is the high speed challenge of turns 11 and 12, a fast chicane that catches anyone
out off line. If you’ve done a few laps here on a computer game you’ve probably
enjoyed its flowing nature. I became
very familiar with the layout – mainly because I don’t really progress past the
first race on season mode!</div>
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<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEivB2o6mtE8yieMl17KKJoi0TIPwaT4hw_OiuD_IfPe6JZUsaOUjOvZnKi8Gt8jf0nyzc1eX91vq81jzUqVZVVB5fF0iJPQJ-OcNub93_0xvdWeNMR_3QaFLB-OtjvasQtrYNOdx1kWPAA/s1600/brundle.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="180" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEivB2o6mtE8yieMl17KKJoi0TIPwaT4hw_OiuD_IfPe6JZUsaOUjOvZnKi8Gt8jf0nyzc1eX91vq81jzUqVZVVB5fF0iJPQJ-OcNub93_0xvdWeNMR_3QaFLB-OtjvasQtrYNOdx1kWPAA/s320/brundle.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Brundle goes flying in 1996</td></tr>
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The track is not without its incidents, especially with a tight and challenging run to the first corner. On the first lap of the first
race back in 1996 David Coulthard thought he had killed Martin Brundle. Both DC
and Johnny Herbert left little room for Brundle’s yellow Jordan on the run to
Turn 3. The car made contact and was catapulted into the air. Landing upside down on the tarmac, the car then skidded into the barrier and rolled on impact. Fortunately for Brundle the roll over hoop
did its job and he miraculously appeared unscathed. On a more solemn note track marshal Graham Beveridge was not as lucky in 2001 when he was struck by a wheel and killed. An incident between Ralf Schumacher and Jaques Villenueve sent the offending object through a gap in the fence, also injuring a spectator. </div>
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Daniel Ricciardo will be looking for a great result this weekend even if the odds are stacked against him. Although finishing on the podium in 2014 he was disqualified due to fuel irregularities which means no Australian has ever officially finished on the podium at his home race. That said Mark Webber's 5th place in a Minardi back in 2002 surely felt like a win!</div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhah1glhKsPbdv1eXpYBMK-irHGDgCHO-ChfLmcwy-sh2XZyRAcuCoDBb8mNzwHbKJTq5x9xdZQj2pmecwa1QbTkwMutYTSzR5kAno78BE4fEEmKjC_5fMYIgZqAsvQ-Ocz1Fst0EJd1oI/s1600/Webber+2002.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhah1glhKsPbdv1eXpYBMK-irHGDgCHO-ChfLmcwy-sh2XZyRAcuCoDBb8mNzwHbKJTq5x9xdZQj2pmecwa1QbTkwMutYTSzR5kAno78BE4fEEmKjC_5fMYIgZqAsvQ-Ocz1Fst0EJd1oI/s400/Webber+2002.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Good times for Webber and Minardi in 2002</td></tr>
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DmanF1http://www.blogger.com/profile/17447477329643934091noreply@blogger.com4tag:blogger.com,1999:blog-2444871937911861036.post-27625871961741234202016-03-07T12:55:00.002-08:002016-03-08T06:43:46.901-08:00Observations And Predictions After Barcelona Testing<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiLyErTH_hNKDwjKe_iRnPdSFbD7fqLyobFI8c42LkrAI08zjllRsWPRqa5Mv7UXNfZ3lBmME2-p2hekMaUoH9taIPe2JkLIfs6PtfXbHw9udGXnqnsrh946B4lCB7DdchJrOtc0VfAWRo/s1600/Day-2-line-up-2016-F1-Barcelona-pre-season-testing-450x270.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="192" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiLyErTH_hNKDwjKe_iRnPdSFbD7fqLyobFI8c42LkrAI08zjllRsWPRqa5Mv7UXNfZ3lBmME2-p2hekMaUoH9taIPe2JkLIfs6PtfXbHw9udGXnqnsrh946B4lCB7DdchJrOtc0VfAWRo/s320/Day-2-line-up-2016-F1-Barcelona-pre-season-testing-450x270.jpg" width="320" /></a></div>
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As pre-season testing came to its conclusion fans and media were debating the future direction of the sport. An unpopular quick fire qualifying format has been knocked up for the new season with little consultation. Cue an online backlash from fans. The old adage 'if it ain't broke don't fix it' springs to mind, especially after the sport missed an ample opportunity to <a href="http://dmanf1.blogspot.co.uk/2015/07/back-to-future-how-ground-effect-could.html">increase overtaking</a> with the 2017 rule changes. The new 'Halo' safety device bought about further debate, its striking shape and form debuting on the Ferrari this week. After a near unanimous agreement for further head protection in the sport after the tragic deaths of Jules Bianchi and Justin Wilson, the very different look of the cars in the flesh stirred emotions. Drivers such as Nico Hulkenberg and Lewis Hamilton were outspoken, with the current World Champion going even further to express his dismay with the new device. "This is the worst looking mod in Formula 1 history. I appreciate the quest for safety but this is Formula 1, and the way it is now is perfectly fine."<br />
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<b>Normal Service Resumed</b><br />
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After clocking up significant trouble-free mileage in week one Mercedes continued their impressive form. The team has completed 3743 miles over the two weeks - enough mileage to drive from the Spanish circuit to Moscow! Lewis Hamilton's testing came to an end on Friday morning with transmission failure, the first chink in the <a href="http://dmanf1.blogspot.co.uk/2016/02/mercedes-w07-unveiled.html">W07's</a> perfect reliability. Hamilton remained positive - "I'm kind of glad I broke the car at the end of my final run today because it's better to have found something now than [at the first race of the season] in Melbourne!"<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjdtlzsM3EB-A3XwsvJa2ULmt7ElFbUfRnFtuuUJhwsz9WwkHDIpnNL6IhTQSM21-Lt-KrXmxST3b9EvMOSMCwtA-KjM_oqB-azDu-LQX6q3W__emMT3YINaaXuqTTQnirO1QrwCB-eRP8/s1600/turnning+vanes.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="180" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjdtlzsM3EB-A3XwsvJa2ULmt7ElFbUfRnFtuuUJhwsz9WwkHDIpnNL6IhTQSM21-Lt-KrXmxST3b9EvMOSMCwtA-KjM_oqB-azDu-LQX6q3W__emMT3YINaaXuqTTQnirO1QrwCB-eRP8/s320/turnning+vanes.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">More intricate turning vanes on the W07</td></tr>
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The team's ability to prove reliability from the start allowed experimental parts to be bolted on from day two, with the visually striking 'shark nose' and serrated barge boards. Further revisions featured in the final days including new intricate turning vanes, a serrated edge rear wing and 'monkey seat'. As tech reporter <a href="https://twitter.com/ScarbsF1?ref_src=twsrc%5Egoogle%7Ctwcamp%5Eserp%7Ctwgr%5Eauthor">@ScarbsF1</a> points out it seems all these complex arrangements will mean more downforce but also more drag. This is unlike the Ferrari for example which features long, smooth bodywork. The Mercedes W07's intricacies hint at the team sacrificing qualifying and straight line performance for more cornering speed. Red Bull took their car in a similar direction during their dominant days, and with last years Merc being so dominant in qualifying and straight line performance this is a wise decision.<br />
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<b>How Close Are Ferrari?</b><br />
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<tr><td style="text-align: center;"><a href="http://images.hgmsites.net/med/2016-ferrari-formula-one-car-equipped-with-halo-cockpit-protection_100548318_m.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="http://images.hgmsites.net/med/2016-ferrari-formula-one-car-equipped-with-halo-cockpit-protection_100548318_m.jpg" height="213" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Ferrari tested the new 'Halo' device</td></tr>
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With Ferrari sitting at the top of the time sheets over the two weeks their is much hype around this year's 'SF-16H', seemingly named after a jet fighter. The car features some big revisions with to its power unit layout in a quest to beat those dominant silver cars. But with Mercedes yet to truly show its hand its difficult to say how much of the gap has been closed.<br />
<br />
The closest indicator we got was Rosberg's Monday lap of 1.23.0 equalled by Kimi Raikonnen on Wednesday - both on soft tyres. With the track ''rubbered' in for the latter, it looks like a few tenths advantage for the Mercedes. But we haven't accounted for exact fuel loads or engine modes making this a very rough and inaccurate comparison. The Ferrari looks quick but is this enough to be competitive?<br />
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<b>Best Of The Rest</b><br />
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Williams are eager to make up ground after their unconvincing third place last year, considering their excellent 2014 campaign. Struggling with low speed corners chief technical officer Pat Symonds declared the team made "subsequently making changes, which we hope will improve the situation."<br />
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According to <a href="https://twitter.com/karunchandhok?ref_src=twsrc%5Egoogle%7Ctwcamp%5Eserp%7Ctwgr%5Eauthor">Karun Chandhok's</a> track side observations the FW38 has looked squirmish and unruly on long runs, only setting decent times on the soft tyres. On the contrary the Red Bull looks planted and controlled. Perhaps its engine's outright power is the hindering factor.<br />
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<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjWIHBZmtXoI98mUORAAmmKG7UOeZPMzMfe6sE-qOOV_vlzyrXlSF_CpMfV_8a0rB45vTPu2NvrzVIJJpJVuWJcYOXe4-7TQmh1C7BUeFk8ONjx4wBbW2Jz5tCYgkyhioy-Qe9A4pVQFZY/s1600/Toro-Rosso-STR11-fuer-2016-fotoshowBigImage-dbb7ca80-928632.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjWIHBZmtXoI98mUORAAmmKG7UOeZPMzMfe6sE-qOOV_vlzyrXlSF_CpMfV_8a0rB45vTPu2NvrzVIJJpJVuWJcYOXe4-7TQmh1C7BUeFk8ONjx4wBbW2Jz5tCYgkyhioy-Qe9A4pVQFZY/s320/Toro-Rosso-STR11-fuer-2016-fotoshowBigImage-dbb7ca80-928632.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The gap underneath the tightly packed Toro Rosso Gearbox</td></tr>
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Toro Rosso bought their 'B-Spec' car to the second week of testing. The new design features some very aggressive tight packaging, demonstrated by the void between the gearbox and the floor! With Ferrari power this year the team is in the running for some good results.<br />
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Force India grabbed the headlines on the third day with a decent 1.23.110 on the soft tyre. The teams fortunes have improved ever since the B Spec debuted in the second half of 2015 and will have 3rd place firmly in their sights.<br />
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<b>McLaren Improve - But Is It Enough?</b><br />
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After an encouraging <a href="http://dmanf1.blogspot.co.uk/2016/02/barcelona-testing-day-1-and-2.html">first few days of testing</a> a hydraulic leak followed by a water leak hampered running at the end of week one. Thankfully for Honda their new engine has demonstrated it can actually deploy harvested energy down the length of a long straight. This wasn't the case last year, losing a whopping 150hp while the opposition sailed by with ease.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhbGZOBr-L3dQszSttzmu5BSkF_8d_tcTjNqMhx_wHi_dhJUu2GGGbEQ19NBaic_89HfPJbeS16coSxzKclCWEXJTCJUNjDKuqHGDkK2OPdBo29A2SsTUPa1CUNqguf5cYIWlrjPvQqPEY/s1600/Flow+Viz+Mclaren.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhbGZOBr-L3dQszSttzmu5BSkF_8d_tcTjNqMhx_wHi_dhJUu2GGGbEQ19NBaic_89HfPJbeS16coSxzKclCWEXJTCJUNjDKuqHGDkK2OPdBo29A2SsTUPa1CUNqguf5cYIWlrjPvQqPEY/s320/Flow+Viz+Mclaren.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The MP4-31 adorned Rasta colours</td></tr>
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The second week started with more frustration when Fernando Alonso's telemetry systems stopped working just before lunch. Once repaired the car completed 93 laps. Things began to run smoothly, bar a suspension issue on the Tuesday that was quickly repaired. Adorned with colourful high-vis paint the team could focus on important aerodynamic work. McLaren will use this data to bring out a revised aero package for the season opener at Australia. With 2,053 miles completed throughout the entire test, this is world's away from last years dismal 1088 (which featured 4 more days).<br />
<br />
Admittedly still down on power the McLaren was found at the bottom of the speed trap times. Furthermore the engine looks like its lacks the driveability of its rivals - the car sometimes snapping and squirming when throttle was applied in medium speed corners. Hopefully all this can be ironed out in time for the season opener in Melbourne and the Woking squad sees its torrid luck change.<br />
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<br />
<b>'Haas' Some Problems</b><br />
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<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhTeEOiRhl88MUHFnoNydhqCuaxEh_4ZZXyIRJ-4HbbjQt6DKfyfdDuqDK2n1lMwEFUFj25bG1FcM7hEYgixXNySSyDZMr2VpYKyGRM3XVnOincuh9YjKozqUM04NCk-7XEbW-mnyi5uq4/s1600/haas.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="184" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhTeEOiRhl88MUHFnoNydhqCuaxEh_4ZZXyIRJ-4HbbjQt6DKfyfdDuqDK2n1lMwEFUFj25bG1FcM7hEYgixXNySSyDZMr2VpYKyGRM3XVnOincuh9YjKozqUM04NCk-7XEbW-mnyi5uq4/s320/haas.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Haas was bought back to earth in Week 2</td></tr>
</tbody></table>
Terrible headline pun aside, with its partnership with Ferrari and Dallara there are big hopes for the new American team Haas F1. With experience in running in the NASCAR Sprint Cup across the pond Gene Haas has purchased the old Marussia base in Banbury, Oxford. Their partnership with Ferrari has stirred controversy - with the Italian marque previously exploiting a loophole to use Haas' wind tunnel data. It can only be a good thing for the new team to have some access to the wealth of aerodynamic knowledge at Ferrari.<br />
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The new V-F16 had a near perfect debut week for a new team. Apart from a front wing failure on the first day the team had 281 laps of near trouble free running, setting respectable times in the process.<br />
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Unfortunately reality was about to bite hard in the second week. A fuel system issue stopped Esteban Gutierrez after only 23 laps of running on the opening day. After the turbocharger was replaced overnight the car was thought to be ready for the Wednesday morning. With just the installation lap complete the turbo was spinning too fast and the car immediately called back into the garage. Even with some technical assistance from Ferrari the car couldn't be fixed in time for more running.<br />
<br />
Thursday would prove the most testing when Romain Grosjean bought out three course flags with brake-by-wire issues. The resulting imbalance sent him to the gravel trap twice. To top it off the car hit a high kerb at the end of the day and shut itself down on track. Gene Haas admitting he was "a little bit overwhelmed" with the complexity of F1 was perhaps and admission he should have kept to himself.<br />
<br />
Looking at the positives the team can enjoy resources and support an outfit like Manor could only dream of. If these reliability woes can be tackled the new car could be a good base for the team to build on.<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiPYMoWRPMeecAKfE4daHV4i5WZhOu4-hj62m0revUcNR6FyZ0YgxfluhcsMGMoOGhl4_tfM-EdQN7x1YRSf7ZHR158s-rvHdLaFT82LEw12oKEVS0wBSmhV-PztZM8eqka9DthM-runhk/s1600/gene+haas.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="223" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiPYMoWRPMeecAKfE4daHV4i5WZhOu4-hj62m0revUcNR6FyZ0YgxfluhcsMGMoOGhl4_tfM-EdQN7x1YRSf7ZHR158s-rvHdLaFT82LEw12oKEVS0wBSmhV-PztZM8eqka9DthM-runhk/s400/gene+haas.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Gene Haas will be hoping for less trials in 2016</td></tr>
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DmanF1http://www.blogger.com/profile/17447477329643934091noreply@blogger.com0tag:blogger.com,1999:blog-2444871937911861036.post-8187422493857062612016-02-28T13:54:00.000-08:002016-02-29T09:40:16.491-08:00Barcelona Testing - Day 3 and 4After the excitement of the <a href="http://dmanf1.blogspot.co.uk/2016/02/barcelona-testing-day-1-and-2.html">opening two days</a>, Wednesday and Thursday would see teams gain valuable insights into their new machinery. Although too early to gauge the pecking order some important indicators came to light. Here are a few observations from Mercedes, McLaren and Ferrari.<br />
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<b>'Shark Nose' Merc Clocks Mammoth Mileage</b><br />
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<tr><td class="tr-caption" style="text-align: center;">That nose</td></tr>
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The final days saw Lewis Hamilton and Nico Rosberg split the day's running between morning and afternoon sessions. Normal service was resumed with the car racking up huge mileage. By the end of Thursday's running the <a href="http://dmanf1.blogspot.co.uk/2016/02/mercedes-w07-unveiled.html">new W07</a> had completed an epic 675 laps and 1952 miles of the Circuit de Catalunya. That's enough on-road distance to travel to the Mercedes headquarters in Brackley and back again. A welcomed buffer that allowed Mercedes to continue experiment with interesting parts. After debuting their slotted barge boards earlier in the week, Thursday morning saw the car sporting an interesting new nose. An inlet on the underside resembled a shark's mouth and revealed an s-duct design. Air is channelled from this inlet through an 'S' shaped duct within the nose to exit on top of the car. This cleans up airflow as it transitions from the nose to the chassis, with the Mercedes design allowing a longer duct than rival designs to improve its performance. It is important to note that although nose design has a big visual affect on a car its actual performance benefits are relatively low.<br />
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What looks likely is that Mercedes will take some serious beating. Although not topping time sheets at present there hasn't been any quick runs on 'ultra soft' tyres.<br />
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<b>McLaren Reliability Woes</b><br />
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A promising first two days saw stars Jenson Button and Fernando Alonso achieving a decent 203 laps between them -worlds away from last years dismal first test. <i>"The best chassis [balance] is reachable, something very possible, maybe by the European races"</i> spoke Alonso.<br />
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This new found confidence would take a dive as the week developed. Wednesday's running was curtailed when Button's car caught fire with a Hydraulic leak after 51 laps. After three installation laps the next day Alonso's running would also be cut short, this time with a water leak. Although a relatively minor issue Engineering Director Matt Morris explained the leak was " <i>in a tricky position, which meant it took longer than usual to locate and fix</i>"<br />
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Although early days there are still question marks hanging over the power of the Honda engine. So far the speed traps have shown the car to still have a low top speed. Can this be ramped up in time for Melbourne? Thankfully the team enjoyed a 'filming day' with the Haas team on Saturday, allowing further laps to help iron out reliability woes.<br />
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<b>Ferrari Continue To Demonstrate Their Speed</b><br />
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After Vettel topped times for the first two days Raikkonen was stuck in the garage for Wednesday morning with 'fuel system checks'. Although the team claimed these were only precautionary measures its difficult to see any justification for track time to be eaten up. Thankfully the car got to run in the afternoon and registered 73 laps. Thursday would see the Finn top the times with a 1.23.477 - just under seven tenths shy of Vettel's 1.22.810 and the fastest lap of the week. Both these times were achieved on the 'ultra soft' tyre compound on fast runs. Rivals Mercedes set its fastest times further down the order on the mediums.<br />
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The Ferrari is certainly demonstrating good speed but until Mercedes shows its hand we won't know really how good this is.<br />
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<br />DmanF1http://www.blogger.com/profile/17447477329643934091noreply@blogger.com0tag:blogger.com,1999:blog-2444871937911861036.post-1971844437869453752016-02-23T15:46:00.001-08:002016-02-24T02:10:38.036-08:00Barcelona Testing Roundup - Day 1 and 2<div class="separator" style="clear: both; text-align: center;">
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<tr><td class="tr-caption" style="text-align: center;">Who will come out on top?</td></tr>
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A wintry Monday morning welcomed the start of preseason testing at the Circuit de Catalunya. Not regarded as an exciting race venue the track is more synonymous for being an ideal 'test' circuit, thanks to its high speed flowing nature. Long corners allow engineers to see how their aerodynamics are performing, with cars often sprouting strange metal frames and 'blisters' for accurate measurements. Countless hours over the winter of computer simulations and wind tunnel work don't always translate to the real world. There are other fundamentals such as mechanical grip, engine performance, car set up and tyre performance. Its not a task that a lot of drivers relish, especially when they get lumped with a myriad of mundane tasks, like testing radios or a 100+lap run. The importance of getting a measure of your car, ironing out potential problems and putting in a good amount of laps is paramount. Here is a brief look at each team's progress over the first two days.<br />
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<b>Mercedes</b><br />
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<tr><td class="tr-caption" style="text-align: center;">Too good to beat?</td></tr>
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After another dominant display in 2016 Mercedes had solid ground on which to build their new challenger, the <a href="http://dmanf1.blogspot.co.uk/2016/02/mercedes-w07-unveiled.html">W07</a>. ''#WeAreW07' was the mantra on twitter as the covers came off on Monday morning. Pictures released the day before showed a visually striking new airbox, perhaps the team enjoying the freedom to experiment in light of their advantage.<br />
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<tr><td class="tr-caption" style="text-align: center;">Mercedes barge boards</td></tr>
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Hamilton achieved a mammoth 156 laps on day one, considerably more than next best Ricciardo's 87. Attaining high mileage straight out the blocks proved reliability and allow the team to begin experimenting with parts. As Rosberg emerged from the pits on Tuesday morning his car sported some interesting sculpted barge boards. Directing air towards the rear of the car as a conventional barge board does, the serrated edges allow portions of air to bleed through to reduce drag. A striking design very similar to boards tested by Lotus in 2013.<br />
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Hamilton was able to post a respectable 1.25.409 on day one and end second fastest. Rosberg ended the following day 2 seconds adrift of Vettel in 4th, but importantly achieved on medium tyres compared to the ultra soft compound of his compatriot's Ferrari. Mercedes is clearly not demonstrating its true pace at present but its certainly looking ideal so far for the Brackley outfit.<br />
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<b>McLaren</b><br />
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<tr><td class="tr-caption" style="text-align: center;">The new McLaren MP4-31 is hoping to avoid the disaster last year</td></tr>
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The big question mark hung over McLaren and specifically Honda. Would the engine be more powerful and above all reliable? Last year's opening day of testing saw Fernando Alonso complete just 6 laps which set a precedent for their disastrous season. After the debacle its become quite clear that Fernando Alonso will not stomach a similar year. Tuesday came the announcement that Honda boss Yasuhisa Arai would be forced into retirement. The strange timing opened up speculation that this year's engine could be another dud. Arai however was quick to explain that it is Honda's policy to automatically retire employees at 60 and he would aid a transitional period for new boss Yusuke Hasegawa.<br />
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Thankfully Jenson Button put in a solid 84 lap stint on day one which was more than achieved in the whole 5 days last year. Last season's achilles heal seemed to be the engine's deployment of harvested energy, robbing the car of around 150hp at the end of the straights. However Jenson seemed confident this has been ironed out. "<i>The deployment is so much better. I don't know if it is the same as the other guys have but it feels like it is. That is a big step for us. It is much better, very easy to understand the deployment and to play with it and it listens to change which is good. It is good to see all the hard work over the winter has paid off."</i><br />
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Another trouble free run for the team today ended with Alonso racking up 119 laps. Although over 3 seconds adrift of Vettel's fastest time its clear the team are focusing on achieving much needed reliability.<br />
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<b>Ferrari</b><br />
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<tr><td class="tr-caption" style="text-align: center;">Vettel topped the time sheets but will it be enough?</td></tr>
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The Marenello squad were as secretive as ever, with team branded boards concealing their garage entrance.Vettel ended both days on top of the time sheets, opting to run in the car consecutively before teammate Raikonnen takes the helm on tomorrow. Monday saw him 0.470 seconds clear of Hamilton on medium tyres. His 69 laps were however completely dwarfed by the Mercedes driver's 156. It is common knowledge that Vettel is obsessed with fastest laps so we can't look into this pace too much at present. However with much hype over <a href="http://dmanf1.blogspot.co.uk/2016/02/brief-analysis-2016-car-launches-so-far.html">this year's car</a> Ferrari fans will be hoping this pace is genuine and upheld when Mercedes start to show their hand.<br />
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<i> "The car is a step forward, it was the first proper day and it was good to get some laps and a first feel for the car. The first impression was very positive. It's better to be first in one month's time. It's better than being last but it's not really important." -</i> Vettel<br />
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Tuesday saw the team swapping from mediums, super-softs and then ultra-softs to then post the fastest time 1.22.810. A longer run in the afternoon saw Vettel chalking up 126 laps before before pulling off track 5 minutes before the end of the session and bringing out the red flag.<br />
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<b>Williams</b><br />
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A few niggles kept the new FW38 in the garage for a period of time before it was able to complete a run of 80 laps and set the 4th fastest time. Valtteri Bottas wanted to make it clear that the team was "not focusing on performance yet" as it wanted to tick the boxes of reliability and understand the car's aerodynamics. The team is hoping to claw back ground lost to Ferrari this year and the signals coming from the red garage suggest this could be difficult.<br />
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Bottas was back in the seat on Tuesday with a solid run of 134 laps. He will pass the baton to Felipe Massa for tomorrow's running.<br />
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<b>Red Bull</b><br />
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With their striking matt coloured paint scheme, Red Bull were hoping their 2016 challenger was going to go as well as it looked. With the engine contract not signed until the eleventh hour completion of the RB12 was delayed. It will be of some consolation that Daniel Riccardo finished both days in the top three with relatively trouble free running.<br />
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After a steady 85 laps on Monday, Riccardo described his Renault engine (re badged as sponsor 'Tag') as "<i>the same as last year</i>" and apparently that "<i>isn't a bad thing, I think on day one it's a lot better platform to work from than what we had this time last year.</i><br />
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<tr><td class="tr-caption" style="text-align: center;">Red Bull floor detail</td></tr>
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<i> There wasn't any whiplash or anything like this... but I'm a bit happier and it's a good start, it's probably all we can ask for, for now."</i><br />
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One can only think as 'whiplash' a term to describe the once poor drive ability of the Renault engine. While the car might not be suitable for fraudulent insurance claims it certainly has some interesting aerodynamic details. A front splitter sprouted out above the front of the floor caught the eye of <a href="https://twitter.com/ScarbsF1?ref_src=twsrc%5Egoogle%7Ctwcamp%5Eserp%7Ctwgr%5Eauthor">ScarbsF1</a>.<br />
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<b>Force India</b><br />
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The Silverstone based team launched their VJM09 on Monday just half an hour before testing began. Technical Director Andrew Green was quick to point out the fact that <i>"with the regulations likely to change for 2017, it didn’t really seem like an efficient use of our resources to start from scratch on a project that would have such a limited lifetime.”</i><br />
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Though the VJM08 B spec car of last year may have had reasonable pace, this statement does seem like a potential cop out, suggesting a stepping stone to their 2017 effort. This could be risky with rivals Toro Rosso getting their hands on Ferrari power this year. Development driver Alfonso Celis debuted the car on Monday and clocked and lap time of 1.26.298 on the soft compound, just 1.359 shy of Vettel's fastest lap. Perez further cut the gap down to the Ferrari to 0.840 seconds and notched 101 laps.<br />
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<b>Sauber</b><br />
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Sauber were not able to prepare their new car in time for Barcelona testing, so ran their 2015 C34. Although data will still be gained this is a wasted opportunity to get some much needed track time. Swede Ericsson ended his days 8th and 5th in the time sheets. We look forward to seeing the new car on track next week.<br />
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<b>Renault</b><br />
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Jolyon Palmer's Renault debut got off to a shaky start on Monday with the new RS16 suffering from software problems. The day ended with 37 laps on the board and languishing at the bottom of the time sheets. With the car not able to get more laps under its belt Palmer described the whole experience was as 'painful'. Tuesday wouldn't get much better with the car retiring after 42 laps, the least of all the runners with turbo issues. Lets hope the Enstone team have better luck tomorrow.<br />
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<b>Newman Haas</b><br />
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<tr><td class="tr-caption" style="text-align: center;">Front wing failure bought the day to an end</td></tr>
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A solid, impressive debut for the American team running Ferrari parts. After only 34 laps on day one Romain Grosjean's front wing detached from the car and bought the day to an early end. Newman Haas bought his refreshing American motorsport openness to the issue with this insight:<br />
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<i>"On the track, with the downforce and the vibrations, that bond [between materials} was not proper, it separated, and the aluminium just pulled out from the nose, which then let the wing go underneath the car, it ran over it and broke into many little pieces. So they took the two little down struts where the aluminium is, they put some straps around them, and then placed two screws perpendicular to the axis. Instead of having screws that are being pulled straight down, they are now perpendicular. That's the fix right now for that. Eventually we'll have to come up with some other way of bonding the aluminium to the carbon fibre."</i><br />
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Undeterred but this Mexican Esteban Gutierrez would complete 79 trouble free laps and end the day an impressive 6th on the time sheets.<br />
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<b>Toro Rosso</b><br />
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<tr><td class="tr-caption" style="text-align: center;"><i>Those </i>sidepods!</td></tr>
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A switch from Renault to Ferrari power this year meant some late changes to design for the STR11, which debuted for the first time on Monday. In its solid dark blue paints scheme before its official launch next Monday the car was described by Sainz as suffering from 'many compromises'. Despite this the car featured an extremely skinny sidepod profile, possibly from enjoying the more longitudinal layout of the Ferrari power plant.. It is now understood that the team will run a 'B Spec' model after the official launch with considerable aerodynamic changes. One can view this week as a shakedown and attempt to integrate their power unit. A gearbox problem bought day one to a premature end after some steady pace. Vestappen stopped on track on day two, but was able to go on to complete a decent 121 laps.<br />
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<b>Manor</b><br />
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The new MRT05 broke cover on Monday morning with young Mercedes protege Pascal Wehrlein ending the day 9th fastest . With a Mercedes power unit and Williams developed rear end the F1 minnows have big hopes for 2016. Wehrlein had to return to the pits after just 8 laps due to a late delivery of parts, but was back out to complete 54 laps. Day two ended with a respectable time of 1.25.925, just over 3 seconds off Vettel's best.<br />
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<tr><td class="tr-caption" style="text-align: center;">The MRT05 on track</td></tr>
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<b>Session Times</b><br />
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<b>Monday</b><br />
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1. Sebastian Vettel Germany Ferrari-Ferrari 66 laps 1m 24.939s<br />
2. Lewis Hamilton Britain Mercedes-Mercedes 137 laps 1m 25.409s<br />
3. Daniel Ricciardo Australia Red Bull-TAG-Heuer 65 laps1m 26.044s<br />
4. Valtteri Bottas Finland Williams-Mercedes 52 laps 1m 26.091s<br />
5. Carlos Sainz Spain Toro Rosso-Ferrari 55 laps 1m 27.180s<br />
7. Marcus Ericsson Sweden Sauber-Ferrari 71 laps 1m 27.555s<br />
6. Jenson Button Britain McLaren-Honda 63 laps 1m 27.691s<br />
8. Romain Grosjean France Haas-Ferrari 18 laps 1m 28.399s<br />
9. Alfonso Celis Mexico Force India-Mercedes 38 laps 1m 29.406s<br />
10. Pascal Wehrlein Germany Manor-Mercedes 30 laps 1m 29.591s<br />
11. Jolyon Palmer Britain Renault-Renault 21 laps 1m 31.351s<br />
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<b>Tuesday</b><br />
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1. Sebastian Vettel Germany Ferrari-Ferrari 126 laps 1m 22.810s<br />
2. Daniel Ricciardo Australia Red Bull-TAG-Heuer 112 laps 1m 23.525s<br />
3. Sergio Perez Mexico Force India-Mercedes 101 laps 1m 23.650s<br />
4. Nico Rosberg Germany Mercedes-Mercedes 172 laps 1m 24.867s<br />
5. Marcus Ericsson Sweden Sauber-Ferrari 108 laps 1m 25.237*<br />
6. Esteban Gutierrez Mexico Haas-Ferrari 79 laps 1m 25.524s<br />
7. Valtteri Bottas Finland Williams-Mercedes 134 laps 1m 25.648s<br />
8. Pascal Wehrlein Germany MRT-Mercedes 71 laps 1m 25.925s<br />
9. Fernando Alonso Spain McLaren-Honda 119 laps 1m 26.082s<br />
10. Jolyon Palmer Britain Renault-Renault 42 laps 1m 26.189s<br />
11. Max Verstappen Netherlands Toro Rosso-Ferrari 121 laps 1m 26.539s </div>
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DmanF1http://www.blogger.com/profile/17447477329643934091noreply@blogger.com0tag:blogger.com,1999:blog-2444871937911861036.post-76683584122738358882016-02-22T01:17:00.002-08:002016-02-22T01:20:15.489-08:00Mercedes W07 Unveiled <br />
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<a href="http://cdn.images.autosport.com/editorial/1456042165.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://cdn.images.autosport.com/editorial/1456042165.jpg" height="266" width="400" /></a></div>
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<a href="http://images.scribblelive.com/2016/2/22/3f55f59e-be59-4980-acad-8e6c9e5efbc3_800.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" src="http://images.scribblelive.com/2016/2/22/3f55f59e-be59-4980-acad-8e6c9e5efbc3_800.jpg" height="150" width="200" /></a>Although a few sneaky peaks were revealed from a 2 lap Silverstone test conducted on Friday, the first rendered images of the new car were published online yesterday. This morning the world press got to have a look themselves as the wraps came off the car in the Barcelona pit lane. Day 1 of testing lies ahead...<br />
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Wanting to evolve last year's highly successful W06 there are a few obvious visual changes. The most striking is the large airbox above the car. The central inlet will be feeding the engine's turbo compressor for combustion, but its the side inlets which are of interest. Mercedes has experimented with two separate inlets in previous years in a bid to provide extra cooling. It is likely that at least one of these provides additional cold air to the radiators and the ERS cooler, allowing the W07 to enjoy smaller sidepod openings than last year. Its also could be cooling the gearbox oil radiator. All the additional plumbing required for this big airbox means the engine cover is bit more bulbous.<br />
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<tr><td style="text-align: center;"><a href="http://f1tcdn.net/gallery/var/resizes/2016/mercedes-f1w07-launch/airbox.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="http://f1tcdn.net/gallery/var/resizes/2016/mercedes-f1w07-launch/airbox.jpg" height="261" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">That airbox!</td></tr>
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A clear vanity panel sits in between the front axle behind the nose suggesting either easy access for mechanics or an 'S duct' system. The first shots of the car testing this morning don't seem to show and S duct outlet but the car likely has the facility for one - they tested this system at the end of last year.<br />
This could be enjoying a renaissance among teams in 2016, speeding up air flow and increasing aerodynamic performance.<br />
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As stated previous the large airbox allows the sidepod openings to be smaller and feature a deep undercut to improve air flow to the important rear diffuser. There are a few notable details and 'slots' cut into rear floor to direct air away from the turbulent rear wheels. As with every car revealed so far there are a pair of additional waste gate outlets either side of the main exhaust, this time located tightly together. This may help keep the turbulent gases from interfering with the rear wing.<br />
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As the car hits the track this morning we will keep you posted..DmanF1http://www.blogger.com/profile/17447477329643934091noreply@blogger.com0tag:blogger.com,1999:blog-2444871937911861036.post-49956695673053232782016-02-21T13:41:00.001-08:002016-02-22T12:04:49.316-08:00Brief Analysis - 2016 Car Launches So FarThe season is fast approaching and sedate online car launches are hitting the headlines. Gone have the days of spice girls and crowds at swanky venues, today's F1 climate seems to only pay for computer enhanced backdrops and awkward pauses.<br />
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<b>Ferrari SF-16H</b><br />
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Maurizio Arrivabene presented the 'SF-16H' in what looked like a dreary cold corner of a Maranello warehouse. A few fans with dodgy haircuts put questions to senior team members and drivers, at one point James Allison looking genuinely amused.<br />
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<tr><td class="tr-caption" style="text-align: center;">Someone should have turned the heating on</td></tr>
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The car wore a quite revolutionary red and white livery, similar to that of their 1993 car. The feedback from fans online seemed positive but I think it looks a little too busy with amount of sponsor decals. It's V6 engine has half the cylinders of the 1993 challenger but considerably more power. As engines are the dominant factor in modern F1 Ferrari are keen to claw back the gap to the Mercedes teams. With 3 wins Ferrari were the only other team to win a race, and although confidently beating top rival Merc customer team Williams, they couldn't hold a torch up to Mercedes.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjUOb6EkqXeyMVIL-Pg76DNZLgMrbMlJicMPyhkrf57bKw_-L-HEJFHeJt359jTpH6lwXH9yvwW5VdnxuLG18Dq4mPP95XFqn9DKIyn4lxUUg7F6PUWoU-U29PsWcLlK8JLUolk4Skqp7A/s1600/haircuts.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjUOb6EkqXeyMVIL-Pg76DNZLgMrbMlJicMPyhkrf57bKw_-L-HEJFHeJt359jTpH6lwXH9yvwW5VdnxuLG18Dq4mPP95XFqn9DKIyn4lxUUg7F6PUWoU-U29PsWcLlK8JLUolk4Skqp7A/s400/haircuts.jpg" width="380" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Fans with dodgy haircuts amused James Allison and Maurizio Arrivabene </td></tr>
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In an effort to increase power this years engine features two intercoolers placed in the path of cool air in the left sidepod and above the fuel tank, replacing just one in the tight confines between the banks of the engine. This not only allows better cooling of intake air and increased performance, but the freeing up of space allows the engine to feature variable inlet trumpets. This system also run by Mercedes offers more precise control of that cooler compressed air to mix with fuel and therefore increased efficiency. The MGU-K motor is now conventionally relocated to the left side of the engine instead of behind, allowing a thinner rear end and tight coke bottle shape. All this is quite a departure from the 2015 layout and the most revolutionary part of the new car.<br />
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<tr><td style="text-align: center;"><a href="http://cdn-6.motorsport.com/images/mgl/2QdoqpP0/s8/f1-giorgio-piola-technical-analysis-2016-ferrari-2015-and-2016-comparison-2.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="http://cdn-6.motorsport.com/images/mgl/2QdoqpP0/s8/f1-giorgio-piola-technical-analysis-2016-ferrari-2015-and-2016-comparison-2.jpg" height="213" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Relocation of components thanks to Giorgio Piola</td></tr>
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Another significant step is the reversion back to the conventional push-rod suspension set up at the front of the car. Ferrari have pioneered their 'pull-rod' system for the last four years which can potentially offer better aerodynamic performance at the cost of suspension quality. But abandoning this and making the front end more positive and drivable will favour both Vettel and Raikonnen especially. Both drivers enjoy planting the nose into a corner and rotating the rear around with the throttle.<br />
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What looks like a vanity panel sitting on top of the nose and in line with the front axle looks like it may be hiding an 'S Duct' system. Pioneered by Ferrari in 2008 this allows air from under the nose to be channelled to the top of the car, speeding airflow up in the process and increasing downforce. Mercedes tested their car with this concept at the end of 2015 and what looks like an outlet on the nose was taped over at their 'TV demonstation' this week at Silverstone. <br />
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All of this seems an ambitious effort to produce something revolutionary and take the fight to Mercedes. As testing starts tomorrow we may begin to get some indications if these key features are reliably working in unison together to produce a stellar package.<br />
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<b>McLaren MP4-31</b><br />
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2015 was a hugely disappointing year for the Woking squad and their new Honda partnership. Specifying a challenging 'size zero' engine layout Honda failed to meet it with a competitive or reliable engine. Not even able to deploy enough harvested energy down a long straight the car was at a significant disadvantage. And that was while it was running.<br />
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Rumours in the Spanish press suggest that the Honda is significantly more powerful but lacking in reliability. Whether these are reliable in themselves time will tell. There is no bones about this being a hugely important season, with very vocal critic and star driver Fernando Alonso likely to jump ship if things continue down the same path.<br />
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Looking at the rear of the car the McLaren continues with its 'size zero' philosophy for its Honda power unit. While the Japanese are known for not turning back, a bigger turbine for this year's power unit should help solve turbo performance issues. The rest of the car is visually very similar to last year with conventional push rod suspension. The rear mounting points of the top wishbones have been moved lower and steering arm repositioned. This suggests a quest for further aero gains. The car retains an S Duct nose and a blown front axle as shared with the Ferrari. At the rear with its new for 2016 'waste gate exhausts' to improve sound, the central exhaust is intersected by the rear wing mount. This acts to stabilise the wake of hot exhaust gases exiting the engine.<br />
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All this tinkering will be in vain unless that power unit has turned a significant corner.<br />
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<b>Renault RS16</b><br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjDOIsbBp61ymFK3-Qbc71WGU-3o8XALfvqGRnjABlvOZUFWILxEYTuofP2X9JCclD3ycsnEDISVZtIrqsomv-TCvJulu_L861BNQ0inX8GcNvpCbBuyg4y1ZN6_vcu60VEDBzhe5wLhVI/s1600/rs16.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="206" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjDOIsbBp61ymFK3-Qbc71WGU-3o8XALfvqGRnjABlvOZUFWILxEYTuofP2X9JCclD3ycsnEDISVZtIrqsomv-TCvJulu_L861BNQ0inX8GcNvpCbBuyg4y1ZN6_vcu60VEDBzhe5wLhVI/s400/rs16.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The striking livery of the RS16</td></tr>
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Is this the year were team Enstone escape the shadow of financial woes and lack of development under the new guise of Renault? With an all new driver line up and renewed relationship with French manufacturer its could be time to turn over a new leaf.<br />
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A striking black and yellow livery adorned the RS16. However technical director Nick Chester and managing director Cybil Abiteboul were quick to point out that this was simply a livery car and therefore not a representation reality. Therefore we will have to wait until testing to take notice of any potential innovations.<br />
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<b>Red Bull Livery Launch</b><br />
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<tr><td style="text-align: center;"><a href="http://planetf1.com/wp-content/uploads/2016/02/44c1022.6666666666666x767__origin__0x0_Red_Bull_livery_launch_Daniel_Ricciardo-952x714.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="http://planetf1.com/wp-content/uploads/2016/02/44c1022.6666666666666x767__origin__0x0_Red_Bull_livery_launch_Daniel_Ricciardo-952x714.jpg" height="300" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The matt red of the paint scheme will certainly offset Ricciardo's huge white teeth.</td></tr>
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Red Bull went through the trouble of actually having an event in London, however it also wasn't really a car launch. Last years chassis was rolled out to display a new striking livery for next year. The strong matt colours have won me over but it won't make the car faster unfortunately. In limbo with an engine contract team principle Chistian Horner has already played down the teams chances this season, expecting a 'less competitive' first half. Using Renault engines re badged under their sponsor's name as 'Tag' the team has yet to confirm what engine will be in the back in 2017. After being hugely critical of Renault last year they may want to still coax this relationship back into fruition. But will Renault want their flag flied by this customer team or the works team?<br />
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The highly rated Ilmor engineering will be assisting Red Bull with engine development. However the statement from Christian Horner seems to indicate this development will be initially slow compared to Renault's own project.<br />
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<b>Williams FW38</b><br />
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The Grove outfit unveiled its 2016 challenger on Friday through its social media channels. The car again looked similar to last year but with a few clear visual features. The sidepods and engine cover are reshaped suggesting new packaging demands for their Mercedes power plant.<br />
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Last year saw the team slip from second to third in the championship. Chief Technical Officer and Williams legend Pat Symonds was quick to explain this year's aim. "It is no secret that the low speed performance of the FW37 didn’t match its high speed performance so a lot of time was spent looking into why this was and subsequently making changes, which we hope will improve the situation."<br />
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As well as poor slow speed performance, last years car struggled in the rain. A revised front suspension set up suggests the team trying to combat this. Some details to the floor of the car, with some details around the leading edge and flicks around the rear wheels should help maximise air flow performance.<br />
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We look forward to the first test this week at Barcelona. Stay tuned!<br />
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<br />DmanF1http://www.blogger.com/profile/17447477329643934091noreply@blogger.com0tag:blogger.com,1999:blog-2444871937911861036.post-2471214599293482012016-02-06T17:46:00.000-08:002016-02-08T10:13:33.605-08:00Talking Turbines - The Lotus 56B<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjtT4uFaO9Vpf3Y18QeMxJdB67Me5e-zOWBlH4lGQqmzPShYKx4vG5z-VFaxtI6QFeFUq0bNeILh0hWII1lpuUH1k92CIV-eT95VLp7iYpSdsX7ezd9dMBQGsCD8HTrrnIch46faJKQ3WQ/s1600/16_QKxV_31.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="265" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjtT4uFaO9Vpf3Y18QeMxJdB67Me5e-zOWBlH4lGQqmzPShYKx4vG5z-VFaxtI6QFeFUq0bNeILh0hWII1lpuUH1k92CIV-eT95VLp7iYpSdsX7ezd9dMBQGsCD8HTrrnIch46faJKQ3WQ/s400/16_QKxV_31.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Emerson Fittipaldi at Monza 1971</td></tr>
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'Pratt and Whitney', two names synonomous with the world of aviation for producing engines. Yet in 1971 the cutting edge Lotus team married a such an engine to a Formula 1 car. The result was the gas turbined Lotus 56B, a radical approach to speed whose journey and development proved bitter sweet.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg39pRURnfqPcruaDjBXQiG9PXs5oUXlrr3q0Q2D8krgIhogUvUFlAhtBEFSQKz0Gqkpn2PJkTDYTuEDs0PhCaLkjuk3GuVrf1Nd7WLAV_jdp9lklkwrAPck1KuyR8fO_hM8kTAq08VuxY/s1600/jet1.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="134" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg39pRURnfqPcruaDjBXQiG9PXs5oUXlrr3q0Q2D8krgIhogUvUFlAhtBEFSQKz0Gqkpn2PJkTDYTuEDs0PhCaLkjuk3GuVrf1Nd7WLAV_jdp9lklkwrAPck1KuyR8fO_hM8kTAq08VuxY/s200/jet1.jpg" width="200" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The 1949/50 'Rover Jet 1</td></tr>
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If your unsure what a gas turbine is your probably not alone. Quite simply its an engine which uses the rush of high speed hot burning 'gas' to spin a turbine. The jet engine on a commercial airliner is a form of gas turbine. However rather than propelling itself with fast exiting gas known as 'thrust', a spinning turbine can rotate a shaft for drive. In this form your will find these packing a punch in helicopters and turbo prop aircraft. Some saw the potential of these relatively compact, lightweight and powerful engines to power a road car.<br />
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Rover had been experimenting with gas turbined cars, producing 'JET1' in 1949. After further development and prototypes they paired up with BRM to enter the Le Mans 24 hours in '63 and '65. A best place of 8th showed some promise and potential.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg-K6yr2_nDYi4PXcOXssAhyMo00ftf6CtKF9DsaMJHonroZs88KAImidKs2vEOKYS2sUaak5vTjxkO80ypX5gducf5-3DQmfR_RGbaCIooqnTvjlMPdFqowsqwbxik3rSMUmxvLLp24vo/s1600/1965_rover_brm_gas_turbine.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="180" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg-K6yr2_nDYi4PXcOXssAhyMo00ftf6CtKF9DsaMJHonroZs88KAImidKs2vEOKYS2sUaak5vTjxkO80ypX5gducf5-3DQmfR_RGbaCIooqnTvjlMPdFqowsqwbxik3rSMUmxvLLp24vo/s320/1965_rover_brm_gas_turbine.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">1965 Rover-BRM Le Mans entry</td></tr>
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Across the pond American Ken Wallis approached motoring legend Carol Shelby, attempting to drum up interest and backing for a gas turbine racer. His idea was laughed off but he had better luck with Andy Granatelli of the STP oil corporation. With financial backing a car was to be produced for the great Indianapolis 500. The STP-Paxton Turbocar known as 'Silent Sam' would debut the gas turbine at Indianapolis. The metallic rumble of a piston engine was replaced with a jet like 'woosh'. Unusually the Pratt and Whitney ST6 engine was mounted side by side with the driver. It also featured four wheel drive, simplified by the fact the car didn't need a clutch or gearbox. At its debut at at the 1967 Indianapolis 500 the car took a commanding lead. With just eight laps remaining the car retired with a transmission bearing failure. Although not scoring points the car had demonstrated unmatched pace with its relatively compact and powerful power plant. The governing body feared dominance and wanted to reduce the performance advantages. For the following year air restrictor plates were to be fitted to gas tubine entries.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi3sEf29mu_LZVncX695sqYRZaL2F4pPFsoEICpBgq-blroAf-Q8F51OaO07xEb6cJAN9IkVnadd8cqQYkCtJL_4dtBgZcfrm-FFQ2LWW7GFtEmyrvQXLdBIOR4N9vZko92FMv2xBxi2fM/s1600/hill-lotu-56-good-2013.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto; text-align: center;"><img border="0" height="133" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi3sEf29mu_LZVncX695sqYRZaL2F4pPFsoEICpBgq-blroAf-Q8F51OaO07xEb6cJAN9IkVnadd8cqQYkCtJL_4dtBgZcfrm-FFQ2LWW7GFtEmyrvQXLdBIOR4N9vZko92FMv2xBxi2fM/s200/hill-lotu-56-good-2013.jpg" width="200" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Like Father Like Son: Damon Hill driving his Dad's 59</td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi2volo7ywxb4R6elESNjbqiEl2Lh5vty9G16az4tY5waMdI0jbNNG2KBwD4ifYdPlllBEgL8YN6_OG51-VMtrwcEtuvf1xVbYtqaRDKu9i6UpBquLTnaOGpgYrpXOF647q5GBetMM2Z1E/s1600/silentsam.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="157" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi2volo7ywxb4R6elESNjbqiEl2Lh5vty9G16az4tY5waMdI0jbNNG2KBwD4ifYdPlllBEgL8YN6_OG51-VMtrwcEtuvf1xVbYtqaRDKu9i6UpBquLTnaOGpgYrpXOF647q5GBetMM2Z1E/s200/silentsam.jpg" width="200" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The 'Silent Sam' with its side by side engine layout</td></tr>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi2volo7ywxb4R6elESNjbqiEl2Lh5vty9G16az4tY5waMdI0jbNNG2KBwD4ifYdPlllBEgL8YN6_OG51-VMtrwcEtuvf1xVbYtqaRDKu9i6UpBquLTnaOGpgYrpXOF647q5GBetMM2Z1E/s1600/silentsam.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em; text-align: center;"></a><br />
The potential was recognised by Colin Chapman's legendary Team Lotus, a team always pushing the boundaries of engineering technology. Impressed with the British outfit's proven track record the STP oil corporation duly supplied sponsorship money. Andy Granatelli worked alongside Colin Chapman and Lotus designer Maurice Philippe to produce a contender. The same Pratt and Whitney ST6 engines were supplied with some small modifications. With Team Lotus' creative chassis design and resources the result was a much more sophisticated effort than 'Silent Sam'. It featured a low slung nose to give the car an aerodynamic 'wedge' shape. Coupled with the Lotus ethos of keeping overall weight to an absolute minimum the design clawed back the lost ground from the air restrictor plate.<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiEvtzxdYaLQlBtkJfU7nlK1sk5Yuvorcm44ZQkLxVgDht6ciBsOpn9cZxnUX2y60WqLdA8uGLDBPjaSIJsQrn6a1Oco7QEQ7X3zfJruLLtCzVJWBZMByhiWqxk7TWOvl7rXq7hlU9MXG4/s1600/Screen-Shot-2014-12-04-at-11.20.27-AM.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="136" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiEvtzxdYaLQlBtkJfU7nlK1sk5Yuvorcm44ZQkLxVgDht6ciBsOpn9cZxnUX2y60WqLdA8uGLDBPjaSIJsQrn6a1Oco7QEQ7X3zfJruLLtCzVJWBZMByhiWqxk7TWOvl7rXq7hlU9MXG4/s400/Screen-Shot-2014-12-04-at-11.20.27-AM.png" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Graham Hill at the 'Brick Yard', aka Indianapolis</td></tr>
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Entering the 1968 Indianapolis 500 with four cars the project was to star the phenomenal talent of Jim Clark. The double Formula 1 World Champion had already won the famous race in 1965 and was teamed with the equally successful Graham Hill. Sadly Clark was killed in a Formula 2 race at Hockenheim that year and was replaced by Mike Spence. The tragedy was to be further compounded before the race began. The car proved competitive in practice when Spence set the fastest average speed of 169.55 mph. However when misjudging the entry to the first corner his car smashed into the unforgiving concrete wall. The right front wheel entered the cockpit and left the 31 year old with fatal head injuries. The three remaining cars of Graham Hill, Joe Leonard and Art Pollard entered the race. Pollard was the last team car remaining and with a few laps to go narrowly missed out on victory, retiring from the lead with fuel pump failure. The 'Silent Sam' STP-Paxton entry had missed the grid after a previous crash in qualifying. It seemed only a matter of time before a gas turbine powered car was going to take victory at Indy. Unfortunately a new raft of rules from the governing body would make this form of propulsion uncompetitive.<br />
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<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://www.formula1.com/content/fom-website/en/championship/drivers/hall-of-fame/Emerson_Fittipaldi/_jcr_content/featureContent/manual_gallery/image3.img.640.medium.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="213" src="https://www.formula1.com/content/fom-website/en/championship/drivers/hall-of-fame/Emerson_Fittipaldi/_jcr_content/featureContent/manual_gallery/image3.img.640.medium.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Fittipaldi in the 56B</td></tr>
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Colin Chapman had intended the 56 to also compete in Formula One, and Lotus developed the modified 56B. The gas turbine produced approximately 600hp, which was around 175 hp more than its piston engined rivals. Once the turbine reached optimal rotation the acceleration was unmatched. Furthermore no gearbox was required or a bulky cooling system. The engine had less moving parts which made it potentially more reliable. Four wheel drive grip made the car superior in wet weather. However there were significant disadvantages. Primarily the gas turbine was very thirsty, with the stop start nature of a Grand Prix racing requiring extra fuel capacity. Heavy tanks stored 280 litres in the sidepods. The gas turbine engine also suffered from hugely unresponsive lag. Forget your primitive turbo cars of the 80's, here waiting three seconds for the power after hitting the throttle was quite normal. Engine braking was non existent and the throttle was also unresponsive when backing off, pushing the car further into the corner. A hefty inboard braking system was required to handle the extra requirements. Suddenly what seemed minor hurdles at Indianapolis were becoming big obstacles to the 1971 Formula One campaign.<br />
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The car debuted at the non-championship Race of Champions at Brands Hatch that March. Emerson Fittipaldi qualified 7th but retired with suspension failure. The same problem plagued the car at the next two non-championship meetings, but Fittipaldi managed 3rd place in the final heat. What was becoming apparent was the four wheel drive made the 56B untouchable in wet conditions. However in the dry this system would have produced undesirable understeer making driving this strange car even more of a challenge. According to Fittipaldi it was "very difficult to drive. Very very difficult. We knew we would have to do a lot of development on that car to make it competitive, but it never gave good results."<br />
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<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj0Zy6uA4vUJNUEw2SvoMsAtCI457yz4zXGwQyet96UX8ymI_a3PbcwQniIowBP_Je0RLUv8d6VgjyHWICIfZ6kRpLBk-g1r9oMExGF6t77pJNdvIvREV876nCxnBXc6WAzO5IJA0cx5is/s1600/lotus_56b___p_w_gas_turbine__monza_1971__by_f1_history-d5eh6zc.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="205" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj0Zy6uA4vUJNUEw2SvoMsAtCI457yz4zXGwQyet96UX8ymI_a3PbcwQniIowBP_Je0RLUv8d6VgjyHWICIfZ6kRpLBk-g1r9oMExGF6t77pJNdvIvREV876nCxnBXc6WAzO5IJA0cx5is/s320/lotus_56b___p_w_gas_turbine__monza_1971__by_f1_history-d5eh6zc.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Pratt and Whitney ST6 in the back of the 56B, Monza</td></tr>
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Dave Walker almost look set to take victory at the Dutch Grand Prix at Zandvoort. Utilising the superior grip of 4 wheel drive in the wet, he carved his way through the field only to spin out. Another retirement followed at the hands of Reine Wisell at the British Grand Prix, this time with mechanical issues. The Lotus 56B's final championship outing at Monza with Emerson Fittipaldi scored a mediocre 8th. At the front Peter Gethin, Ronnie Peterson and François Cevert enjoyed the closest finish in Formula 1 history. A lap down Fittipaldi tried desperately to hussle the over weight and understeering 56B towards a good result but the hot weather hindered the performance of the gas turbine engine. The season ended with no wins even though the conventionally powered Lotus 72 was still being used that season. With resources being poured into the gas turbine car the team feared its proven Lotus 72 was becoming neglected. Coupled with Emerson Fittipaldi's lack if patience with the project, the 56B was shelved at the end of the year. The car was entered that year for one last race, an F5000 event at Hockenheim where Fittipaldi placed an impressive 2nd. The following year the Lotus 72 would go on to win the Formula 1 World Championship. The gas turbine wouldn't be pursued in Formula 1 again. This was overshadowed by a certain paranoia that any expensive development road would be pointless if the technology was outlawed. The sole Lotus 56B in existence has been restored and remains under the ownership of Team Lotus [below].<br />
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<i> <b>"I think this was a blind alley because if we had eventually become successful with it, it would promptly have been banned and then a great deal of money would have been wasted. It happened before at Indy, where the four-wheel drive turbine cars were banned as soon as they started to be successful. Unfortunately the innovator in motor racing is often penalised the moment he produces something of benefit to himself and which makes his cars go faster than those of other competitors. If I could have been sure of at least two year's stability, I would have carried on with developing it, because the turbine is a very good converter of torque. What was wrong with it in Grand is that we ran it with four-wheel drive. If we had built a two-wheel-drive turbine I think that with its smoothness, its very high torque at low rpm and the power it was capable of producing under the formula equivalence, it woukd have been very competitive." -Colin Chapman, Team Lotus</b></i><br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhBwsKvh3EUwp1ATno6zOwbX1lGKnWAlZ4h9VfdVX3bPLyRUcmYQpz7gRZKdFWUI-1-gJmgXMkHApKkTf-Qb0qa__SX22oKdbWMzoFkt8ePqUkhvTCBe6dsqjm6JjvBbWb87ZNthu8M_R0/s1600/12573943_1026838260687813_4278190195220861559_n.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="296" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhBwsKvh3EUwp1ATno6zOwbX1lGKnWAlZ4h9VfdVX3bPLyRUcmYQpz7gRZKdFWUI-1-gJmgXMkHApKkTf-Qb0qa__SX22oKdbWMzoFkt8ePqUkhvTCBe6dsqjm6JjvBbWb87ZNthu8M_R0/s400/12573943_1026838260687813_4278190195220861559_n.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="font-size: 13.333333969116211px;">The sole remaining Lotus 56B at Autosport International 2016<br />
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<br />DmanF1http://www.blogger.com/profile/17447477329643934091noreply@blogger.com0tag:blogger.com,1999:blog-2444871937911861036.post-78289814361967541312015-07-19T13:48:00.003-07:002018-02-11T13:51:19.602-08:00Back to the Future – How Ground Effect could save modern F1<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://www.lotustalk.com/forums/attachments/f3/85670d1216012957-newbie-here-lotus-79-question-pic-attached-17zv4.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://www.lotustalk.com/forums/attachments/f3/85670d1216012957-newbie-here-lotus-79-question-pic-attached-17zv4.jpg" height="183" width="320"></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Sometimes the answers can come from the past..</td></tr>
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What should an F1 car be? Ask most fans and they would tell
you the fastest circuit race cars on the planet. They should have a degree of
difficulty to drive that allows talent to shine through. They must have a purity
in design and driving experience that reflects the pinnacle of motorsport. The
racing spectacle should be as entertaining as possible whilst the sport being
at the forefront of technology to keep the manufacturers involved. This balancing act and ideal vision of the
sport has become somewhat eroded. Yet look into the sports past and you will
find a technology that could re address this balance and bring the spark back
the audiences are currently longing.<o:p></o:p></div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiqMmGNTJiWZ63zyT1__QCor5slCOoZchMrDzK08eHFdPLhm2_LtPeE5Q-zTP8-fjKF9rIRRoit-39ryUWd8p_cgSBIPcWzpWzKEIRndI1czDB9XFm5puxOAAuFxTz876HyjG6JeL-zY1sz/s1600/d_reinhard_mc_15_3241.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="133" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiqMmGNTJiWZ63zyT1__QCor5slCOoZchMrDzK08eHFdPLhm2_LtPeE5Q-zTP8-fjKF9rIRRoit-39ryUWd8p_cgSBIPcWzpWzKEIRndI1czDB9XFm5puxOAAuFxTz876HyjG6JeL-zY1sz/s1600/d_reinhard_mc_15_3241.jpg" width="200" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Still tail happy at low speed</td></tr>
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What are the modern turbo F1 cars like to drive? Certainly
they are not the turbo charged monsters we saw in the 1980s era. Many including
me fantasised of ridiculously powerful cars squirming sideways and forcing the
drivers to wrestle them into submission. Even with recent rules restricting
downforce, modern cars have so much more grip than their 1980s counterparts. They
feel glued to the road and more refined compared to rocket propelled shopping
trolleys. At slow speed the back end will still squirm under the huge torque of
the turbo engine breaking traction. But throw the car into a bend at speed and
the front wing and complex rear diffuser will produce a huge amount of
downforce making the car feel stable and planted. That’s right, modern F1 although recently
dominated by engines is still all about downforce. Back
in the 1980s teams were dominated by engineers, today the design teams are
guided by aerodynamicists. HNDs have made way for Aeronautical degrees as reluctant
poster boy Adrian Newey proved with success that every aspect of the car should
be optimised for aero efficiency. Now aerodynamicists
lead the design direction of the car. <o:p></o:p></div>
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<tr><td style="text-align: center;"><a href="http://mercf1fans.com/wp-content/uploads/2015/04/Mercedes-Formel-1-GP-China-Shanghai-9-April-2015-fotoshowBigImage-ef0078d9-856093.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://mercf1fans.com/wp-content/uploads/2015/04/Mercedes-Formel-1-GP-China-Shanghai-9-April-2015-fotoshowBigImage-ef0078d9-856093.jpg" height="133" width="200"></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Complex modern front wings</td></tr>
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There is one single component on an F1 car that generates
around a third of this downforce. It is the front wing. By means of hugely
complex winglets and end plates these wings also play a vital role in channelling
air around the disruptive tyres and under the car. As rule changes evolved this
component has become the holy grail of car design. You might find your F1 nerd trying to impress by attempting to explain the latest wing upgrade that he has read in Scarb's blog or Autosport magazine. The truth is such is the complexity you truly need an Aeronautical degree to really understand the design direction of front wings. Teams plough millions into developing
them which individually cost alone around £100,000. Think of this when
Maldonado love taps his next opponent and comes into the pits for a new one.<o:p></o:p></div>
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<tr><td style="text-align: center;"><a href="http://www.formula1-dictionary.net/Images/adjustable_wing_dirty_air.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://www.formula1-dictionary.net/Images/adjustable_wing_dirty_air.jpg" height="65" width="200"></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">'Dirty Air' phenomenon</td></tr>
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The serious problem with this hugely complex piece of carbon
fibre is overtaking. When chasing another driver you may hear a radio
transmission complaint about ‘dirty air’ or losing time tucked up behind an
opponent. Once a following car gets close behind a car in front it enjoys the
advantage of a hole in the air being punched open. This is great down the straights as the hole generated by the opponent allows it to ‘slipstream’ behind and gain an advantage from less drag. However, approach a corner under braking and enter a bend and this lack of air doesn’t allow the front wing to work. The air flow it does receive has already been shaped and manipulated by the car in front so doesn’t flow as it should. This ‘dirty air’ reduces front end grip and produces understeer, meaning the car doesn’t want to turn into the corner. Continue to
try and close the gap and overtake and this understeer produces unnecessary front
tyre wear and can rapidly snowball during a race when tyre wear is all
important. Cue drivers backing off and saving their tyres and accepting the
position they are in. This is caustic to racing and a sad reality of modern F1.
The slow reacting FIA are aware of this and have tried to band aid the racing
with DRS zones to artificially boost the chasing driver. In 2009 ‘tea tray’
style wide front wings were bought in to channel air around the outside of the
front tyres thus attempting to make the front wings less sensitive to dirty
air. Although we saw plenty of overtaking in the following years this was down
to new high-degradation Pirelli tyre compounds and the introduction of DRS. The
front wings were still very sensitive to dirty air and increasing their size
had only increased cornering speed. They were soon shortened in 2014.<br />
<o:p></o:p></div>
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<tr><td style="text-align: center;"><a href="http://www.formula1-dictionary.net/Images/ground_effect_lotus79b.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://www.formula1-dictionary.net/Images/ground_effect_lotus79b.jpg" height="182" width="320"></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Ground effect 'Venturi' tunnels</td></tr>
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If you asked an alien to design a fast single seater racer
using earth’s technology, would it have a large and highly important, expensive
and complex front wing? No and far from it. To find the most natural, simple
way of a car producing high amounts of downforce with as little cost and drag
as possible you have to go back in time to 1977. Legendary Lotus founder Colin
Chapman had been studying aerodynamics at the British jet fighter manufacturer De
Havilland. Aerodynamics had already come to importance over 10 years ago when ‘wings’
appeared on racing cars. Wings are in fact upside down aircraft wings. Instead
of producing lift the wing produces downforce, pushing the car into the ground
and producing grip and speed. Colin was further inspired by fluid dynamics and how
they worked on De Havilland’s ‘Mosquito’ fighter aircraft. He came to realise
that the underside of the car could be profiled into a curve, similar to a wing
face. Plastic brushes and later rubber around the edge of the cars floor
created ‘skirts’ which stopped air interfering with this large area of low
pressure. The ‘Venturi’ affect as it is called would basically turn the entire
car into a wing, sucking it to the ground. His ideas were relayed back to his
designers Peter Wright, Martin Ogilve, Tony Rudd and Ralph Bellamy. Penned as
the ‘Lotus 78’, a new car was born out of these ideas and principles. The front
wing was small and skinny and all that was required to address balance and
allow the underside of the car to work optimally. Sculptured after many hours in Imperial
College London’s wind tunnel, the result was in my eyes the most beautiful car
to ever grace a racing circuit. </div>
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<o:p></o:p></div>
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://peterwindsor.files.wordpress.com/2012/03/78hol012.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="266" src="https://peterwindsor.files.wordpress.com/2012/03/78hol012.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Lotus 79 changed motorsport forever</td></tr>
</tbody></table>
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Introduced for the Argentinian Grand Prix in 1977 the benefits
were obvious and the cornering speeds were phenomenal. Unfortunately the grip
was being generated so far forward in the car that a huge rear wing was
required to keep the back end in check. This meant the car suffered on the
straights with drag. This coupled with an underpowered and over worked Cosworth
DFV it wasn’t enough to top the season and the team finished the constructors
championship 2<sup>nd</sup>. Efforts went into reducing the rear wing size and
tendency to oversteer for the new much more rounded '79'. That went on to win 9 of the 15
races and won the World Championship with Mario Andretti. A successful year was marred by the death of the
talented team mate Ronnie Peterson, succumbing to injuries sustained from an
off-line pile up at the Italian Grand Prix. It would prove to be Team Lotus’
last World Championship and it wasn’t long until the rest of the field cottoned
onto the advantages of ground effect. However many teams did not have the
budget for wind tunnel testing and the results were crude applications often
with undesirable side effects. Disturbances in the airflow under the car would
cause cars to ‘porpoise’ or rock back and forth. This could often be violent
and was particularly uncomfortable for the driver as the cars had to be run on
rock hard suspension to maximise efficiency. At times the cars could lose their
ground effect and grip in an instant with scary results. <o:p></o:p></div>
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‘<i>To be honest, there
was no such thing as cornering technique in the ground effect era. “Cornering” was a euphemism for rape practised
on the driver. . . When you came into a corner you had to hit the accelerator
as hard as you possibly could, build up speed as quickly as possible and, when
things became unstuck, bite the bullet and give it even more. In a ground
effect car, reaching the limit was synonymous with spinning out.</i>’ – Niki Lauda<o:p></o:p></div>
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<tr><td style="text-align: center;"><a href="https://upload.wikimedia.org/wikipedia/commons/7/7c/Arnoux's_crash_at_1982_Dutch_Grand_Prix.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="211" src="https://upload.wikimedia.org/wikipedia/commons/7/7c/Arnoux's_crash_at_1982_Dutch_Grand_Prix.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">1982 proved a dangerous season</td></tr>
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FISA were worried with cornering speeds and teams
experimenting with ground effect with very little aerodynamic knowledge. Skirts
could break sending cars off the track at high speeds. Patrick Depailler was
killed testing for the German Grand Prix in 1980. While the accident was blamed
on suspension failure and poor guard rails the car was travelling at
significant velocity at the high speed Ostkurve, thanks to ground effect. The
following year skirts were banned by FISA but teams had other ideas such was
the advantage. Skirts that dropped out on circuit but retracted to hide from scrutineering
were developed and FISA lifted the ban in 1982. Cars continued to have
accidents at very high speeds with legend Gilles Villeneuve losing his life at
Zolder in Belgium. Although not the cause of Villeneuve’s death, again the high
speed of the cars played a factor. Turbo engines were beginning to appear in F1
and were looking to make a scary combination. Villeneuve’s team mate Didier Pironi
suffered a horrific crash at the German Grand Prix were the ground effect of
the cars in front had thrown up a fog like mist from the wet race track.
Unsighted Pironi smashed into the back of Alain Prost’s Renault severely
injuring his legs, surviving but ending his career. Across the pond Gordon Smiley lost his life in an horrific high speed accident in his ground effect car at the Indy 500. FISA had enough and made a
flat under tray under cars which effectively banned ground effect from Formula
One. While it continued <o:p></o:p></div>
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Today in principle we still have ground effect but at a very
restricted level, with the diffuser at the rear of the car. Bring back unrestricted
ground effect with today’s understanding of aerodymanics would result in the
drivers having to wear G suits – the cornering speeds would be ridiculous and
highly dangerous. However remove the complex over body aerodynamics and the over
reliance on the front wing and you have the potential for some great racing.
Limitations, be it on tyre compound and some clever restrictions on the ground
affect area would bring the cornering speeds down to acceptable levels. This
wouldn’t be the highly explosive twitchy cars of old. Ground effect can now be
applied with modern safety standards. The band aid of DRS would be redundant
and even road cars would benefit from the most efficient way of producing grip in
this age of efficiency.<o:p></o:p></div>
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Now it looks like the F1 circus is starting to see sense, with
proposals for ground affect for 2017 up for discussion by the Strategy
Group. Jenson Button supports the
notion, “if you’re going to work with downforce it should come from the floor
rather than the wings, because you can race closer and fight, and you don’t
have as much dirty air from the wings for the car following,” <o:p></o:p></div>
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Let’s hope the proposal makes some serious inroads. In 2012
the idea of ground affect was thrown out the window with teams stating their
worry over costs. The reality was the dominant and powerful teams in the sport
at the time, namely Redbull and Ferrari, didn’t want the pecking order shaken
up by a fundamental redesign. You can be ensured after this initial investment
the costs of development would be slashed . Bring it back I say…<o:p></o:p></div>
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<tr><td style="text-align: center;"><a href="http://www.formula1-dictionary.net/Images/ground_effect_lotus_%2091_1982_french_gp_elio_de_angelis.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://www.formula1-dictionary.net/Images/ground_effect_lotus_%2091_1982_french_gp_elio_de_angelis.jpg" height="299" width="400"></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Elio De Angelis at the French Grand Prix 1982</td></tr>
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DmanF1http://www.blogger.com/profile/17447477329643934091noreply@blogger.com1tag:blogger.com,1999:blog-2444871937911861036.post-77338555934648298182015-07-19T13:16:00.001-07:002015-07-19T13:16:36.490-07:00R.I.P Jules Bianchi<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi8AaoLygEh1Cjw7ZWs5unrUDUfLoRITQgVDJoZduriExL69e7aG3ctJ4Ijc1PEfQtBJNwexrB6eVLBjef-ZzHVq7gri7-l2oBQQRikd9NXy7MtBshGBh2P3KNjx9N-YalneVbnnXFxLcU/s1600/Jules_Bianchi_2012-3.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi8AaoLygEh1Cjw7ZWs5unrUDUfLoRITQgVDJoZduriExL69e7aG3ctJ4Ijc1PEfQtBJNwexrB6eVLBjef-ZzHVq7gri7-l2oBQQRikd9NXy7MtBshGBh2P3KNjx9N-YalneVbnnXFxLcU/s320/Jules_Bianchi_2012-3.jpg" width="231" /></a></div>
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R.I.P Jules Bianchi 1989-2015. Such as tragic end to a young life and talent.DmanF1http://www.blogger.com/profile/17447477329643934091noreply@blogger.com0tag:blogger.com,1999:blog-2444871937911861036.post-33373878995306348132015-06-14T10:28:00.004-07:002015-06-15T04:53:57.086-07:00Motorsport Justice at Le Mans - Hulkenberg, Tandy and Bamber bring Porsche victory<br />
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<tr><td style="text-align: center;"><a href="http://i.telegraph.co.uk/multimedia/archive/03341/Porsche-1-and-2_3341033k.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="http://i.telegraph.co.uk/multimedia/archive/03341/Porsche-1-and-2_3341033k.jpg" height="249" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="font-size: 13.333333969116211px; text-align: center;">The #19 and #18 Porsche cross the line</td></tr>
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The motorsport Gods cast light at Le Mans this weekend. A trio of drivers who hadn't been gifted with the opportunities or money of their compatriots shared the seat of the winning Porsche 919, bringing the manufacturer its first top class win in 17 years. Nico Hulkenberg, who many believe has never had a car in F1 capable of delivering the results his skills deserve, took the chequered flag to a sell out crowd at le circuit de la Sarthe . But if it wasn't for the stellar performance of British driver Nick Tandy and kiwi Earl Bamber this record wouldn't have been possible.<br />
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<tr><td class="tr-caption" style="font-size: 13.333333969116211px; text-align: center;">Porsche's first win in 17 years</td></tr>
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The win granted Nick Tandy the honour of the first British winner at Le Mans since 2003. Nick began his climb to the top of motorsport by following his older brother's Joe route into the unconventional working-class world of Mini Stox racing. Both himself and Joe enjoyed success winning National and regional races and titles. Progressing onto Formula Ford Nick's talent was further recognised, but more often than not a lack of money bought performance handicaps. To his aid his brother Joe with a fresh engineering degree formed 'Joe Tandy Racing' and produced competitive cars for his brother in Formula Ford and F3. Unfortunately the good times were about to come crashing down when Joe driving a BMW 5 series collided with a van at a junction in Bedfordshire. It proved fatal for both himself and his to-be brother in law in the passenger seat. Nick vowed to continue on and 18 days after the incident scored the team's first win in F3 with a dominant performance at Rockingham. An opportunity to race in the German Porsche Carrera Cup lured him to sports cars, scoring 2nd place in his first race with no testing experience. Success followed and in 2013 he was signed to the Porsche factory team. His performances and loyalty to the Porsche family won him his drive this year in the third Porsche 919 Le Mans racer.<br />
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<tr><td style="text-align: center;"><a href="http://i23.servimg.com/u/f23/12/93/90/57/imgp0049.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="http://i23.servimg.com/u/f23/12/93/90/57/imgp0049.jpg" height="186" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Nick Tandy began his racing in MiniStox</td></tr>
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Of course many of you will be aware of the predicament of F1 racer Nico Hulkenberg. Highly rated by many in the sport, Nico lost his opportunity for a top team contract to Kimi Raikonnen for the 2014 season. His lap times in comparison to team mates speak for themselves, but Ferrari favoured their previous World Champion Kimi. For me and many that was not a wise decision. On his good days the popular bad boy of F1 Kimi has amazing talent, but since getting battered by his team mate Massa in 2008 has become a bit of a spent force. To Ferrari however a driver consistently able to challenge their lead man Vettel wouldn't be welcome.<br />
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Nico continues to campaign on in F1 driving the inferior machinery that is the Force India. Although this huge Le Mans win will further raise his stock value in the sport, could it entice him to race in sports cars full time? With Formula One being slagged off left right and center on social media with Mercedes domination, quiet engines and boring races of recent a factory drive with Porsche seems tempting.<br />
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<tr><td class="tr-caption" style="text-align: center;">Will 'Hulk' be tempted out of F1?</td></tr>
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An exciting Le Mans this year has only raised the World Endurance Championship's profile and that unbeatable winning feeling might have stirred something inside Hulkenberg. No one wants to spend their years racing mid field machinery in F1 so could this be a tipping point?<br />
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And lets not forget the third driver of the winning car, New Zealand's young Earl Bamber. Coming through the ranks of the expensive world of single seater racing on a tight budget, the kiwi took the same decision as Tandy to move to the comparatively cheaper world of sports car racing. Winning the Porsche Carrera Cup Asia in his first season in 2013 proved his credentials and another year of Porsche racing followed. Signed up as a works factory driver for Porsche this year at the age of 24, he was gifted given the opportunity to race at Le Mans this year with Hulkenberg and Tandy in the #19 Porche 919. His good friend and fellow New Zealander Brendon Hartley drove the lead Porsche 919 #17 car this year with Mark Webber and Timo Bernhard.<br />
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<tr><td style="text-align: center;"><a href="http://www.24h-lemans.com/wpphpFichiers/1/1/ressources/Image/actualites/2015/fia-world-endurance-championship/races/prologue/piste_vendredi/17PORSCHETEAMDEUPORSCHE919LMP1HYBRIDTIMOBERNHARDDEUMARKWEBBERAUSBRENDONHARTLEYNZL-VSA_WEC_PRO15_GR8R6379_l.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="http://www.24h-lemans.com/wpphpFichiers/1/1/ressources/Image/actualites/2015/fia-world-endurance-championship/races/prologue/piste_vendredi/17PORSCHETEAMDEUPORSCHE919LMP1HYBRIDTIMOBERNHARDDEUMARKWEBBERAUSBRENDONHARTLEYNZL-VSA_WEC_PRO15_GR8R6379_l.jpg" height="213" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Sun rises at Le Mans</td></tr>
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At what of Mark Webber, the man favoured to lead Porsche to victory this weekend at Le Mans? During the evening young kiwi Brendon Hartley made the a mistake of not slowing down enough under double yellows in the new 'slow zone' and so the #17 Porsche was penalised with a one minute penalty. This was left for Webber to serve after jumping into the seat shortly after. This took the car out of the race and some very quick laps by Nick Tandy in the #19 Porsche bought his car into contention. The chasing #7 Audi lost its bodywork requiring pit repairs and the only other threat from the team's #9 car ended when a front driveshaft required changing. Earlier in the race Loic Duval's #8 Audi had also suffered bodywork damage when clashing with battling GT cars on the circuit, costing 2 minutes and bringing it out of the battle at the front. This would be the first time the German marque had lost Le Mans since 2009, after a dominating run of 12 wins in the last 15 races.<br />
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The polesitter and third Porsche dropped down the order when Neil Jani and Romain Dumas both had a copycat lock ups bringing them off the track at the end of the long Mulsanne straight. Last year's World Endurance Champions Toyota continued to struggle with a lack of pace and were not in the same league as the Porsche and Audi cars all weekend. The best placing Toyota was the #2 of Alex Wurz, Mike Conway and Stephan Sarrazin who were able to salvage a 6th place out of Audi's issues.<br />
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<tr><td class="tr-caption" style="text-align: center;">Nissan struggled with its radical concept</td></tr>
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Nissan's radical GT-R Nismo's race was already played down as a test session rather than a challenge for glory this weekend, with the cars regularly visiting the garage to keep them going. The front wheel drive car struggled with traction out of the corners and a scary moment ensued for Exeter boy Harry Tincknell - loosing his front bodywork and lights in the darkness of night. It was the only car to cross the chequered flag, be it unclassified for being too far back.<br />
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In other classes the KCMG Oreca of Nicolas Lapierre, Richard Bradley and Matt Howson led a convincing victory in LMP2 after stopping on track at one point with reliability issues. The GT class was won by the loud roaring Chevrolet Corvette of Oliver Gavin, Tommy Milner and Jordan Taylor. Towards the end the Ferrari 458 Italia of Gianmaria Bruni took the lead only to drop to third after a heroic gearbox repair, with Italian mechanics pulling out and replacing individual gears in 45 minutes.<br />
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A historic Le Mans 24 Hours certainly bought a refreshing taste to motorsport after a few less than exciting Grand Prix races in recent months.DmanF1http://www.blogger.com/profile/17447477329643934091noreply@blogger.com0tag:blogger.com,1999:blog-2444871937911861036.post-49913797006628518452014-12-21T10:36:00.002-08:002018-11-11T00:54:07.971-08:00Isuzu and Subaru in F1During my career I have been lucky enough to be trained by Subaru and Isuzu UK. I have always had a keen interest of any involvement these manufacturers had in Formula One. In fact in the very early 90's both produced engines at the highest level of motorsport.<br />
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<b>Isuzu</b><br />
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<tr><td style="text-align: center;"><a href="http://upload.wikimedia.org/wikipedia/commons/d/d5/Isuzu_P799WE_engine_rear.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="http://upload.wikimedia.org/wikipedia/commons/d/d5/Isuzu_P799WE_engine_rear.jpg" height="267" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The last remaining P799WE on display at Tamiya, Japan</td></tr>
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Isuzu is a brand well known for its rugged diesel engines powering commercial vehicles and trucks across the globe. It certainly was not known for involvement in racing. However by chance the Japanese manufacturer had an interesting yet brief flirtation with the pinnacle of motor racing, Formula One.<br />
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American car giants General Motors have owned an ever changing stake in Isuzu since the 1970’s. This is reflected in road vehicles like the Isuzu Trooper which was also sold as the Vauxhall/Opel/Holden Monterey. Its chairman Bob Eaton was a fan of the renowned British sports car manufacturer Lotus who were in spot of financial bother. After the death of their legendary founder Colin Chapman, Lotus struggled to keep afloat and General Motors purchased shares that would end in a majority stake by the end of the 80s. This led to Lotus helping with the development of the Isuzu Piazza and Gemini road cars and the acclaimed Lotus Elan, relaunched in 1989, featuring a solid Isuzu engine and gearbox. Even stranger was the ‘Lotus’ version of the Trooper/Bighorn SUV.<br />
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<tr><td class="tr-caption" style="text-align: center;">The 2nd Lotus Elan featured an Isuzu power train</td></tr>
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On the racetrack, Team Lotus continued to campaign in the Formula One World Championship. In 1991 the team had an impressive line-up of Johnny Herbert and future World Champion Mika Hakinnen. Unfortunately the team’s car was uncompetitive and they searched for an engine partnership to raise their performance levels and finances. When the team failed to attract Honda they looked inwards and Isuzu expressed interest in producing an engine. They already had produced a V8 for a supercar concept, and a small team of only four people worked in secret to design a 3.5 litre engine to meet the then current F1 regulations.<br />
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Designated the ‘P799WE’ the stunning V12 engine produced 637hp on its first bench test. After some fettling this figure rose to an impressive 755hp. Isuzu sent an engine to Silvertone to have its first test in the back of an F1 car. On August the 2nd that year at Silverstone the it was mated into the back of <br />
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the Lotus 102 for 150 kilometres of testing. It was not a straight install however as the car was originally designed for an unreliable and heavy Lamborghini engine. In preparation the team bought a new engine cowling as well as a new bell housing and larger radiators. There were issues however fitting in the alternator, meaning the car had to turn off some electrical systems and could only run for a limited number of laps at a time. Lotus team manager Peter Collins commented that it was “my first experience that a racing engine started on the first try”.<br />
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There is no official record of the lap times at the test apart from this engineers account:<br />
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"By the way, the Lotus 102C Isuzu’s best lap time was 1:30. The same day, Senna in the McLaren Honda ran a 1:24.7 second lap and Maurício Gugelmin in the Leyton House car ran a 1:25.4 second lap. You see, the Lotus time was not the best, but Maurício Gugelmin had the first heat tires and both McLaren and Leyton House were running F1 racing gasoline. Some of the time difference is accounted for by the difference in tires and fuel. But this was the first dress rehearsal for the Isuzu, which was also carrying 80 kilogrammes of extra weight in batteries, because the car did not have an alternator. The setting was not perfect”</div>
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<tr><td style="text-align: center;"><a href="http://www1.pictures.zimbio.com/gi/FILE+In+Profile+Lotus+F1+_ep803eKU8_l.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="http://www1.pictures.zimbio.com/gi/FILE+In+Profile+Lotus+F1+_ep803eKU8_l.jpg" height="132" width="200" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Hakkinen hustling the Lotus 102</td></tr>
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Team manager Peter Collins commented in the media that he believed “it could be possible to team up for an F1 racing effort”. It seems that Lotus were impressed by Isuzu’s attempt and would be very keen on talking them into an expensive foray into the sport as an engine supplier. Unfortunately the Isuzu board of directors were not so keen. Isuzu was in the process of abandoning its road car efforts and focusing on the diesel SUV, pickup and commercial sector. F1 was ultimately brand advertisement for a manufacturer which didn’t align with the new direction of the brand. McLaren were even approached to use a road-tuned version in their awesome <a href="https://dmanf1.blogspot.com/2018/10/top-10-f1-inspired-road-cars.html">'F1' hypercar</a>. Sensing the lack of tried and tested pedigree the engine was beaten to the mantle by BMW. The single remaining P799WE now sits on display at the Tamiya headquarters in Japan and one of the four secretive employees now works for an unnamed F1 team. It seems great potential had gone to waste.<br />
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<b>Subaru</b><br />
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Back in 1989, before Colin McCrae and the Impreza, Subaru of Fuji Heavy Industries was a brand known for its popularity with farmers and certainly not motorsport. The organisation had began to campaign its Leone coupe in the World Rally Championship, but not completing a full season. With an outlook to raise the brand's motorport profile Subaru set its sights on the big-time of Formula One. <br />
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<tr><td class="tr-caption" style="text-align: center;">Carlo Chitti and the Subaru F12</td></tr>
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Rather than design in-house, it was decided to find an engine producer with experience in the sport to take the lead. The team looked to Carlo Chitti of Motori Moderni, Italy. Chitti was an aeronautical engineer who worked on the famous Shark Nose Ferrari F1 car of 1961 and also worked with Alfa Romeo in motorsport through the 70's and 80's. He had impressed with a V12 he was developing. Subaru requested an engine with its cylinders lying flat, similar in layout to its road cars. Former Japanese rally driver Yoshio Takaoka would oversee the project for Subaru. It was thought that if they won races with a flat engine layout then new customers around the world would flock to the dealerships. With a low centre of gravity a flat engine is ideal in road cars but in the world of [then] modern F1 things were quiet different. A flat engine took up valuable lower space on the car that was used to produce downforce, reducing grip. It also provided a lot of difficult design challenges. Rather than use Subaru’s huge resources back home their decision to outsource a complicated design to a small outfit would come back to bite them.<br />
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<tr><td class="tr-caption" style="text-align: center;">The Subaru powered Minardi M188 at Misano</td></tr>
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Famous F1 minnows Minardi showed interest and arranged a test that year at Misano, Italy. The new 'F12' engine produced a good amount of torque on test day, pulling well at the bottom of the rev range. However after 6 laps a gudgeon pin failed and sent a conrod through the crankcase. Further testing continued, but after early promise of its capabilities it was apparent that the engine was overweight. Nissan had also arranged a takeover Fuji Heavy Industries putting doubts on Subaru's commitment to the project. Minardi walked away and looked elsewhere for engines.<br />
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<tr><td class="tr-caption" style="text-align: center;">Betrand Gachot trying to get a hold on the ill mannered C3</td></tr>
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However the Nissan ownership had little affect to their ambition. A 51% stake in the struggling Scuderia Coloni F1 team of Italy was purchased. Former owner Enzo Coloni was employed as team manager and the team debts were paid off. For now the team would run a single car driven by Bertrand Gachot. With the new F12 engine that promised so much now only producing 500hp on the test bench, Subaru had come to the realisation that this engine was not competitive. Carlo Chitti was asked to begin designing a new conventional V12 engine to be ready for next season. For now a small amount of engineers at Coloni would try their best prepare a single car for races. Fitting the flat 12 into the back of their Coloni C3 was a challenge and the team had little time until the first race of the season at Phoenix, USA. Running out of time the car, engine and parts were flown over to America and the car assembled for the first time in the pit lane. The first official test however would not be on the track but in a nearby supermarket car park. The car was 140 kilogrammes overweight and sported bulky sidepods tailored around the Subaru F12. The car was in no state to post a competitive lap time and didn't get past pre-qualified. The whole weekend turned out to be an expensive car shake down.</div>
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The car continued to struggle through the next race weekends in Brazil, San Marino and Monaco but was unable to pre-qualify. Down on power the extra weight of the engine also made had made an already ill-handling car worse. By the 30th of May Subaru could not stomach any more and sacked Enzo Coloni as team boss. They also took full ownership of the team, purchasing 100% and putting its European division in charge. Unable to change the team name until next season due to regulations they continued on as Subaru Coloni, and planned to relocate in the UK. By this time Carlo Chitti had nearly finished designing the new V12 but Subaru explored other sources for next season's engine. Talk in paddock suggested the relationship was about to end. Reports suggested UK engine makers Judd were looking to supply Subaru next year. Bertrand Gachot put in a stellar performance at Mexico, beating rival EuroBrunn and Life cars in pre-qualifying. However there was still not enough pace to qualify for the race. At the following event at France the engine punched a hole in its casing, and two weeks later at Silverstone it spluttered around on only 8 of its 12 cylinders. Subaru could not endure any more and by July pulled the plug on its F1 project completely. The team was sold back to Enzo Coloni debt free but without engines or sponsors. Coloni sourced Ford engines and continued to campaign that season. They finished the year having not qualified for one race.</div>
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The whole project had been an expensive disaster that perhaps was doomed from the start. One can't help think what could have been achieved if Subaru had developed the engine completely in house on a bigger budget. Thankfully the brand had much more success in motorsport when it finally committed to a full season of the World Rally Championship in 1993, teaming up with Pro Drive. By 1995 they won the championship with Colin Mcrae, and 3 years later the popular Colin Mcrae Rally computer game for the Playstation sold out. The popularity of the Subaru brand skyrocketed and boy racers everywhere aspired to own an Impreza turbo. A legend was born...</div>
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<tr><td class="tr-caption" style="text-align: center;">The Impreza's rally sucess and appeal hit new heights </td></tr>
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DmanF1http://www.blogger.com/profile/17447477329643934091noreply@blogger.com3tag:blogger.com,1999:blog-2444871937911861036.post-63411004485696351422014-08-25T05:33:00.003-07:002014-08-25T05:37:56.769-07:00Controversy at Spa - Tensions at Mercedes Reach Boiling Point as Rosberg and Hamilton CollideIt seemed only a matter of time before the two Mercedes team mates Rosberg and Hamilton were to make controversial contact on the track. After a year of tensions building between the former karting friends and team mates, an incident indeed did occur this weekend that has seemingly sent Mercedes into disarray.<br />
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<tr><td class="tr-caption" style="text-align: center;">Rosberg's front wing end plate flies through the air after contact</td></tr>
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On only lap 2 after a nail biting start, Rosberg was lining Hamilton up for a pass at the end of the long Kemmel Straight. Enjoying the advantage of a slipstream, Rosberg positioned his car for a move around the outside of Hamilton into the right-left of Les Coombes. Rosberg knew at the time that a pass at this stage was quite critical, or he risked Lewis steaming away into the distance.<br />
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As he positioned his car on the outside of Hamilton at the corner entry, he had enough space to get the front of his car alongside. However as Hamilton took the normal racing line into the corner, Rosberg fell back slightly. Within a matter of a seconds it was obvious that a move was off the cards. For whatever reason Rosberg chose not to come off the throttle. His right front wing end plate met the right rear tyre of Hamilton causing a puncture. As Hamilton limped his car to the pits, Rosberg also headed to the pits at speed to replace his damaged front wing and recover to 2nd place. Hamilton was less fortunate, his tyre had delaminated and continuously battered the floor of the car, robbing him of downforce. After spending the majority of the race at the back of the field with no performance to chase for points, he decided to retire before the end of the race and save his engine.<br />
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An incensed Mercedes team could not believe its drivers would collide so early in the race and the team be robbed of a potential one-two, Niki Lauda and Toto Wolff calling it 'unacceptable risk'. And how can you blame their response, from a team point of view? Mercedes has allowed their drivers to race hard against each other all season, but with the absence of team orders and the driver tensions after Monaco, some could argue they only have themselves to blame.<br />
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Going into this weekend it was clear from Jean Todt that after much criticism, the FIA would be taking a less intrusive approach to on track incidents. Fans have been critical of racing incidents often ending up in penalties and a fear that such an environment is not healthy for risky over taking. But was this a racing incident? And if not have the fans and the FIA somewhat shot themselves in the foot?<br />
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What is a fact is the harsh reality that this was no way a fault of Lewis. He was fully entitled to take his racing line as per the code of conduct of motorsport. What also is a fact is that even if there was no intention, <a href="http://dmanf1.blogspot.co.uk/2014/05/finally-things-have-reached-boiling.html">as in Monaco</a>, Rosberg's actions have cost Hamilton valuable world championship points. In my mind that is unfair and unjust, and indeed why we have such rules in the first place. When it is so clear who is at fault and its cost a championship contender a race, a penalty needs to be applied and it does not classify as a racing incident.<br />
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<tr><td class="tr-caption" style="text-align: center;">Better days, karting as team mates</td></tr>
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Was Rosberg's actions intentional? It may be hard to see that Rosberg hit Hamilton with malice and calculation a-la Schumacher on Villeneuve in Jerez 1997. Hamilton later revealed on Sunday night at a post-race crisis meeting at Mercedes "<i>[Rosberg] said he did it on purpose. He said he could have avoided it. He said 'I did it to prove a point</i>".<br />
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There is a difference between intention and aggression. With the likely hood of damage to his own car, its unlikely that Rosberg 'intended' to make contact with Hamilton. However Rosberg may 'have a point' to prove by not lifting and not giving an inch to Hamilton, whatever the circumstance. Even if that circumstance means contact. With team orders now on the horizon for the two drivers as the season hots up, this inter team war flames are being fanned yet again..<br />
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<br />DmanF1http://www.blogger.com/profile/17447477329643934091noreply@blogger.com0