[Viper05]

ionatan, on 31 March 2012 - 12:56, said:

. Si acum stai sa te intrebi cine era cel cu lipsa de viziune in lumea curselor F1, motoristul sau carosierul?

mai mult ca sigur cei care se ocupau de sasiu.daca te uiti pe grila vei vedea masini in top care impart aceleasi mototare cu cei din mijlocul plutonului sau chiar din spatele plutonului, ceea ce ma face sa cred ca nu motorul e prima piese care face masina competitiva, de departe

[andubalauru]

Bala, on 22 February 2012 - 12:22, said:

se pot pune si ceva detalii tehnice: motor (putere, cilindri, cuplu), mase, dimensiuni, limitari date de regulament legate de partea tehnica, solutii tehnice ?

Ar fi intersant :popcorn:

http://www.autoblog....la-one-in-2012/

[ionatan]

Datele de la cateva echipe:

Red BULL RB8:

Chassis: Composite monocoque structure, designed and built in-house, Carrying the Rrenault V8 engine as fully stressed member
Transmission: S seven-speed gearbox, longitudinally mounted with hydraulic system for power shift and clutch operation. AP racing clutch
Wheels: OZ Racing, Front: 12.0in x 13in diam., Rrear: 13.7in x 13in diam.
Tyres: Pirelli
Suspension:
Front: Aluminium alloy uprights, carbon-composite double wishbone with springs and anti-roll bar, Multimatic dampers
Rear: alloy uprights, double wishbone with springs and anti-roll bar, dampers
Brakes: Brembo calipers, Brembo carbon discs and pads
Electctronics: FIA (MESL) standard control unit
Fuel: Total Group

Renault Engine RS27-2012
Number off cylinders: 8
Capacity: 2400cc
Max rpm: 18,000 rpm
Number off valves: 32
Vee angle: 90 degrees
Power output: not disclosed
Engine constructction: Cylinder block in cast aluminium
Engine management: FIA (MESL) (standard contro unit TAG10B
Oil:Total Group
Weight: FIA minimum weight of 95kg


McLaren MP4-27:

Chassis
Monocoque McLaren-moulded carbonfibre composite incorporating front and

side impact structures
Front suspension Inboard torsion bar/damper system operated by pushrod and bell

crank with a double wishbone arrangement
Rear suspension Inboard torsion bar/damper system operated by pullrod and bell

crank with a double wishbone arrangement
Electronics McLaren Electronic Systems. Including chassis control, engine

control, data acquisition, dashboard, alternator, sensors, data

analysis and telemetry.
Bodywork Carbon-fibre composite. Separate engine cover, sidepods and

floor. Structural nose with integral front wing

Driver-operated drag reduction system
Tyres Pirelli P Zero
Radio Kenwood
Race wheels Enkei
Brake callipers Akebono
Master cylinders Akebono
Batteries GS Yuasa Corporation
Steering McLaren power-assisted
Instruments McLaren Electronic Systems
Paint solutions AkzoNobel Car Refinishes using Sikkens products

Engine
Type Mercedes-Benz FO 108Z
Capacity 2.4 litres
Cylinders 8
Maximum rpm 18,000
Bank angle 90°
Piston bore maximum 98mm
Number of valves 32
Fuel ExxonMobil High Performance Unleaded (5.75% bio fuel)
Spark plugs NGK racing spark plugs specially designed for Formula 1
Lubricants Mobil 1 – combining greater performance, protection and cooling

with increased economy and lower emissions
Weight 95kg (minimum FIA regulation weight)
KERS Hybrid
Type Mercedes-Benz
e-Motor Engine-mounted electrical motor/generator
ESS Integrated energy storage cells and power electronics
Power 60 kW

Transmission
Gearbox McLaren-moulded carbon-fibre composite

Integral rear impact structure
Gears Seven forward and one reverse
Gear selection McLaren seamless shift, hand-operated
Clutch Carbon/carbon, hand-operated
Lubricants Mobil

Ferrari F2012:

Chassis
Carbon-fibre and honeycomb composite structure
Gearbox: Ferrari longitudinal gearbox
Differential: Limited-slip differential
Command: Semiautomatic sequential electronically controlled gearbox – quick shift
Number of gears: 7 +Reverse
Brakes: Brembo ventilated carbon-fibre disc brakes
Suspension: Independent suspension, pull-rod activated torsion springs front and rear
Weight with water, lubricant and driver: 640 kg
OZ Wheels (front and rear): 13"

Engine
Type: 056
Number of cylinders: 8
Cylinder block in sand cast aluminium: V 90°
Number of valves: 32
Pneumatic distribution
Total displacement: 2398 cm3
Piston bore: 98 mm
Weight: >95 kg
Electronic injection and ignition
Fuel: Shell V-Power
Lubricant: Shell Helix Ultra

Mercedes AMG F1 W103:


Chassis
Construction: Moulded carbon fibre and honeycomb composite structure
Suspension: Wishbone and pushrod/pullrod activated torsion springs and rockers
Dampers: Penske
Wheels: BBS forged magnesium
Tyres: Pirelli
Brakes: Brembo calipers
Brake discs/pads: Carbon/Carbon
Steering: Power assisted rack and pinion
Steering wheel: Carbon fibre construction
Electronics: FIA standard ECU and FIA homologated electronic and electrical system
Transmission:
Gearbox: Seven speed unit with cast aluminium maincase
Gear selection: Sequential, semi-automatic, hydraulic activation
Clutch: Carbon plate

Dimensions:
Overall length: 4800mm
Overall height: 950mm
Overall width: 1800mm

Engine
Type: Mercedes-Benz FO108Z
Capacity: 2.4 litres
Cylinders: 8
Maximum rpm: 18,000 (maximum FIA regulation)
Bank angle : 90°
Piston bore : 98mm (maximum FIA regulation)
No of valves: 32
Weight: 95kg (minimum FIA regulation weight)

Lotus E20


Chassis: Moulded carbon fibre and aluminium honeycomb composite monocoque, manufactured by Lotus F1 Team and designed for maximum strength with minimum weight. RS27-2012 V8 engine installed as a fully-stressed member.
Front Suspension: Carbon fibre top and bottom wishbones operate an inboard rocker via a pushrod system. This is connected to a torsion bar and damper units which are mounted inside the front of the monocoque. Aluminium uprights and OZ machined magnesium wheels.
Rear suspension: Carbon fibre top and bottom wishbones with pull rod operated torsion springs and transverse-mounted damper units mounted in the top of the gearbox casing. Aluminium uprights and OZ machined magnesium wheels.
Transmission: Seven-speed semi-automatic titanium gearbox with reverse gear. “Quickshift” system in operation to maximise speed of gearshifts.
Fuel system: Kevlar-reinforced rubber fuel cell by ATL.
Cooling system: Separate oil and water radiators located in the car’s sidepods and cooled using airflow from the car’s forward motion.
Electrical: MES-Microsoft Standard Electronic Control Unit.
Braking system: Carbon discs and pads. Calipers by AP Racing. Master cylinders by AP racing and Brembo.
Cockpit: Removable driver’s seat made of anatomically formed carbon composite, with six-point or eight-point harness seat belt by OMP Racing. Steering wheel integrates gear change, clutch paddles, and rear wing adjuster.
KERS: Motor generator unit driving into front of engine with batteries as an energy store. Motor Generator supplied by Renault Sport F1. Electronic control unit by Magneti-Marelli.

Dimensions:
Front track: 1450 mm
Rear track: 1400 mm
Overall Length: 5038 mm
Overall height: 950 mm
Overall width: 1800 mm
Overall weight: 640 kg, with driver, cameras and ballast

Engine
Configuration: 2.4l v8
No of cylinders: 8
No of valves: 32
Displacement: 2400 cc
Weight: 95kg
V angle: 90°
Rpm: 18,000
Fuel: TOTAL
Oil: TOTAL
Power output: 750 bhp
Spark plugs: semi surface discharge
Ignition system: high energy inductive
Pistons: aluminium alloy
Engine block: aluminium alloy
Crankshaft: Nitrided alloy steel with tungsten alloy counterweights
Connecting rods: titanium alloy
Throttle system: 8 butterflies

Force INDIA VJM05

Chassis
Carbon fibre composite monocoque with Zylon legality side anti-intrusion panels.
Front suspension: Aluminium uprights with carbon fibre composite wishbones, trackrod and pushrod. Inboard chassis mounted torsion springs, dampers and anti-roll bar assembly.
Rear suspensionŞ Aluminium uprights with carbon fibre composite wishbones, trackrod and pullrod. Inboard gearbox mounted torsion springs, dampers and anti-roll bar assembly.
Wheel base: 3500mm
Front track: 1480mm
Rear track: 1440mm
Overall height: 950mm
Overall length: 5100mm
Overall weight: 640kg (with driver, by regulations)
Wheels: BBS forged wheels to Sahara Force India specification

Engine supplier: Mercedes AMG High Performance Powertrains V8 2.4litre
KERS: Mercedes AMG High Performance Powertrains
Transmission: McLaren Racing 7-speed, semi-automatic, ‘e-shift’
Lubricants: Mobil 1 products
Spark plugs: NGK
Clutch: AP Racing carbon clutch
Tyres: Pirelli
Brake system: AP Racing
Brake material: Brembo
Dampers: Penske

Sauber C31

Chassis: carbon-fibre monocoque
Front suspension: upper and lower wishbones, inboard springs and dampers (Sachs Race Engineering) actuated by pushrods
Rear suspension: upper and lower wishbones, inboard springs and dampers (Sachs Race Engineering) actuated by pullrods
Brakes: six-piston brake callipers (Brembo), carbon-fibre pads and discs (Brembo)
Transmission: Ferrari 7-speed quick-shift carbon gearbox, longitudinally mounted, carbon-fibre clutch
Chassis electronics: MES
KERS: Ferrari
Steering wheel: Sauber F1 Team
Tyres: Pirelli
Wheels: OZ
Dimensions
Length: 5.195 mm
Width: 1.800 mm
Height: 1.000 mm
Ttrack width, front: 1.495 mm
Track width, rear: 1.410 mm
Weight: 640 kg (incl. driver, tank empty)

Ferrari 056 Motor
Type: naturally aspirated V8, 90° cylinder angle
Engine block: sand-cast aluminium
Valves / valve train: 32 / pneumatic
Displacement: 2,398 ccm
Bore: 98 mm
Weight: >95 kg
Electronic injection and ignition

Williams FW34

Chassis construction: Monocoque construction Laminated from carbon epoxy and honeycomb composite structure, surpassing FIA impact and strength requirements
Front suspension: Carbon fibre double wishbone arrangement, with composite toelink and pushrod activated springs and anti-roll bar
Rear suspension: Double wishbone and pullrod activated springs and anti-roll bar
Transmission: Williams F1 seven speed seamless sequential semi-automatic shift plus reverse gear. Gear selection electro-hydraulically actuated
Clutch: Carbon multi-plate
Dampers: Williams F1
Wheels: RAYS forged magnesium
Tyres: Pirelli, Fronts: 325mm wide, Rears: 375mm wide
Brake system: AP 6 piston callipers all round, carbon discs and pads
Steering: Williams F1 power assisted rack and pinion
Fuel system: ATL Kevlar-reinforced rubber bladder
Electronic systems: FIA SECU standard electronic control unit
Cooling system: Aluminium Oil, Water, KERS, and gearbox radiators Cockpit: Driver six point safety harness with 75mm shoulder straps & HANS system, removable anatomically formed carbon fibre seat covered in Alcantara
Motive power: Renault 2.4L V8, 90° V angle engine, pneumatic valve train. Fuel and lubricants by Total. High energy inductive ignition system. Engine materials include block and pistons in aluminium alloy, crankshaft in Nitrided alloy steel with tungsten alloy counterweights, connecting rods in titanium alloy.

Dimensions & weight
Weight: FIA Minimum
Wheelbase: FIA Maximum
Overall length: 5000mm
Overall height: 950mm
Overall width: 1800mm

[d-rive]

Poll-ul e inutil.
Rezultatul e super evident.
CIne nu voteaza din simpatie pentru o anumita echipa si voteaza doar dupa gust estet, atunci nu are cum sa iasa altceva decat McLaren care e o frumusete de masina comparativ cu ratzele celelalte.

[DSF]

Mi se parea la fel de interesant sportul asta (F1) ca golful. N-am vazut nici o cursa completa in viata mea. La cate restrictii au la motoare , unde e inovarea si noile tehnologii (care sa-si faca loc in productia de automobile clasice ) ? Mai au putin si stabilesc prezervativul offcial al F1, ca sa nu existe diferente de concentrare si libido intre piloti :devil:

[d-rive]

Pai totul e comercial in ziua de azi. O spun in sens negativ.
Trebuie sa fie spectacol si incasari. Cam la asta se rezuma totul.

O mai dau ei cotita cum ca exista limitari pentru siguranta pilotilor.

Daca ar fi fost dupa mine. Nu as fi impus nicio restrictie tehnica. Dar niciuna.
De ce? E simplu.
Puterea mare a unui motor, de la o anumita valoare, devine inutila, mai mult incurca. Si mai sunt si alte consideratii dar sunt offtopic :p

[DSF]

Probabil o sa-si piarda usor din cota de piata (mediatizare ).
Nu stiu prea multe de F1 dar stiu ca supercarurile de azi isi au originea in inventarea mid-engine prin 50-60 in F1. La fel ca multe alte tehnologii (fibra de carbon, turbo, injectoare, sisteme electronice,aerodinamica,etc). La astia in 2012 ce n-aiba sa mai revolutioneze ca din lista aia astranomica de reguli deduc ca motoarele sunt aproximativ 95% identice iar diferentele intre piloti sunt prea mici ca sa faca cursa spectaculoasa. Parca e Cupa Dacia Logan , toti la fel doar stickerele difera de pe masini si salariile la baieti :D

[Viper05]

DSF e fix pe dos, limitarile sunt facute ca masiniile sa fie cat mai egale intre ele, dar in acelasi timp cele mai inventive echipe sa aiba acel mic atu.diferentele intre piloti se vad clar si de la o posta, webber- vettel, aloso-massa , button-hamilton and so on.

sezonul 2012 mi se pare unul din cele mai incitante sezoane din F1, cel putin pana acum

[DSF]

Nu te contrazic ca nu m-a interesat subiectul si mi se pare al dracu de plictisitor sa stau 2 ore sa vad cum se invart aia in cerc.:devil:

[Sly]

pai atunci aia din nazcar cum sunt?

bine.la americani pe langa faptul ca se invart ca boii in cerc,o fac la peste 300 la ora uneori,isi mai iau zborul,mai fac ceva buseala in lant etc

nu mai urmaresc de mult f1.mai palpitant mi se pare turul frantei la ciclism :unsure:

[ionatan]

Nu e chiar asa, ce ai vrea sa vezi ca se omoara ca chiori in cursa?

Restrictiile vin prima data pentru siguranta pilotilor si dezvoltarea tehnica vine si ea, uite numai faptul ca motoarele au cilindree mai mica si cu toate astea dezvolta putere dar mai ales performante pe circuit asemanatoare cu vechile monoposturi in 12 sau 10 cilindri cu capacitate cilindrica mai mare.

ionatan, on 03 April 2012 - 21:05, said:

Nu e chiar asa, ce ai vrea sa vezi ca se omoara ca chiori in cursa?

Restrictiile vin prima data pentru siguranta pilotilor si dezvoltarea tehnica vine din faptul ca motoarele au cilindree mai mica si cu toate astea dezvolta putere dar mai ales performante pe circuit asemanatoare cu vechile monoposturi in 12 sau 10 cilindri cu capacitate mai mare.

Referitor la ce a zis Viper card ca are dreptate, mi se pare un sezon promitalor, liderii ultimilor 2 ani nu au confirmat si momentan nu s-a vazut vre-o echipa sau monopost sa scoata capul hotarat din pluton. Pana la urma suspansul e sarea si piperul.

In alta ordine de ideii problema mare nu e la monosposturi si nici la piloti, managementul echipelor e in asa fel dictat pentru a nu risca. Practic nu dau voie pilotilor sa joace totul pe o carte. Cel mai eleocvent caz e cel din etapa precedenta cand Perez cu putin noroc putea sa ii sufle victoria lui Alonsa dar a fost temperat parinteste prin mesaje de la boxa. Le era frica de ce ar putea sa realizeze sau de faptul ca intr-o depasire ratata Perez ar putea risipi toate punctele.

This post has been edited by ionatan: 03 April 2012 - 21:14

[jon doe]

Formula 1 este competitia cu cele mai performante masini ever din perioada in care concureaza.
Intradevar, limitarile impuse de FIA sunt dintr-o incercare de a egala putin performantele, astfel incat show-ul sa fie mai interesant.
- din 2013, FIA va impune / recomanda si estetica masinilor de F1, ca sa se evite designul dezastruos, asa cum este acum
- din 2014, se va impune motoare de 1600 cmc

:)

DSF, on 03 April 2012 - 20:16, said:

Mi se parea la fel de interesant sportul asta (F1) ca golful.

Eu ma uit la F1 de 22 de ani. Nu m-am plictisit niciodata :)

This post has been edited by jon doe: 04 April 2012 - 12:00

[Viper05]

pai designul dezastros tot vina FIA este.ei s-au gandit sa coboare botul masinii, stiind clar ca multe echipe vor folosii sasiul din 2011.ce-a urmat vedem cu totii

[jon doe]

Corect, insa McLaren a aratat ca se poate si altfel :)

[jon doe]

Henri Coanda, amintit in publicatii de specialitate din luma F1 - Efectul Coanda si aportul sau la aerodinamicitate
http://totalf1.com/f...others_are_not/

This post has been edited by jon doe: 05 April 2012 - 14:30