Moderatori/ce: F1NAC,Zweki,Scuderia,Cuky,47,gringo73
Eto prilike već u Kini da startaju sa 4-5-6 pozicije.Cuky je napisao/la:mislim da bi za Ferrari najbolje bilo da se vrate startanju sa 4-5-6 pozicije. Kad su tako u sredini Q3 ekipe onda imaju nekakav poticaj krenuti naprijed na startu, a kad su već na početku naprijed onda zabrljaju
Znači Alonso je na pole-u u Shangaju?F2004_the_best_ever je napisao/la: Eto prilike već u Kini da startaju sa 4-5-6 pozicije.
Ovo već spada u gatanje,pa se u to ne upuštam kao ti.vidc je napisao/la:ako alonsu zafali 10-15 bodova koje je po svemu sudeći mogao uzeti u maleziji onda će se brojati ova utrka i sigurno će ući u računicu nakon podvlačenja crte. ova utrka je jednako bitna kao i zadnja,isti broj bodova se dijeli.
ili će opet biti da je alonsa sjebao ferrari a da je on odvozio savršenu sezonu.prošle godine je iskoristio svaku moguću priliku da osvoji maksimalan broj bodova. ove godine je već jednu jako dobru propustio
Ništa se još ne može znati o brzini F138 jer ove dvije utrke nisu bile relevantne.Toon je napisao/la:Na svoju veliku žalost moram pesimistično priznati da sam poprilično tužan i razočaran jer imam osjećaj da je je ovogodišnji bolid Ferrarija jako dobar...mogli bi puno toga ove godine osvojiti pa mi nema druge nego se nadati da će imati što više pehova, sudara i loših taktičkih odluka jer inače ne bu dobro ova sezona završila - ŠMRC!
... Ne razumijem... Pokazivali su dobru formu tijekom testiranja, sad su konkurentni na svim kvalifikacijama, u utrkama isto tako. Bila je kiša, pa šta? Uvjeti su bili jednaki za sve. Nije Ferrari vozio na kišnim gumama, a svi ostali na slickovima pa da nemamo uvid u brzine.F2004_the_best_ever je napisao/la: Znači morat ćemo da sačekati neke normalne suhe kvalifikacije i utrku pa da imamo bolji uvid u brzinu F138.
Pa ja sam napisao da moramo sačekati normalne suhe kvalifikacije i utrku da vidimo brzinu F138.Schumy.d je napisao/la: Ne razumijem... Pokazivali su dobru formu tijekom testiranja, sad su konkurentni na svim kvalifikacijama, u utrkama isto tako. Bila je kiša, pa šta? Uvjeti su bili jednaki za sve. Nije Ferrari vozio na kišnim gumama, a svi ostali na slickovima pa da nemamo uvid u brzine.
A i tko kaže da na suhom Ferrari neće biti još bolji?
Zašto?F2004_the_best_ever je napisao/la: Pa ja sam napisao da moramo sačekati normalne suhe kvalifikacije i utrku da vidimo brzinu F138.
Po kiši je i F2012 bio dobar. a znamo da je po suhom bio spor.Schumy.d je napisao/la:Zašto?F2004_the_best_ever je napisao/la: Pa ja sam napisao da moramo sačekati normalne suhe kvalifikacije i utrku da vidimo brzinu F138.
Pa po svim testiranjima, dosadašnjim kvalifikacijama i utrkama bih rekao da nemamo razloga za neku veliku zabrinutost, barem šta se bolida tiče.F2004_the_best_ever je napisao/la: Po kiši je i F2012 bio dobar. a znamo da je po suhom bio spor.
Ferrari F138 Nose Slot
[ http://scarbsf1.com/blog1/wp-content/up ... sehole.jpg ]
In the latter part of testing at Jerez the Ferrari F138 appeared with a slot under the nose cone. In adopting a nose slot, Ferrari have followed other teams’ recent developments in this area. Contrary to much rumouring the slot is a relatively simple aerodynamic solution to improve the air flow under the raised section of chassis.
Nose box aero issues
[ http://scarbsf1.com/blog1/wp-content/up ... rofile.jpg ]
The nose and the raised section of chassis it attaches to creates several issues for the aerodynamicists. Firstly the nose box forms a blockage in between the front wheels and reduces the flow that can pass in the gap between the wheels. Secondly the very high nose\bulkhead designs that are almost universal this year create a high pressure region under the nose\chassis that is effectively creating lift, thus working against the downforce.
[ http://scarbsf1.com/blog1/wp-content/up ... undary.jpg ]
- Boundary layer (yellow) builds up as flow passes under the nose
Lastly the nose and chassis present some of the longest flattest sections of bodywork on the car (floor excepted) and thus a boundary layer builds up along these surfaces and can create issues with separating flow. A boundary layer is the airflow that is effectively stuck to the car; whereas the main flow is passing over the car. As the bodywork surface continues more airflow sticks and the boundary gets thicker. As the boundary later is not moving (relative to the car) it is providing no aerodynamic benefit and simply causes flow separation and aero issues downstream. It appears the nose slot is a solution to resolve these issues, which one of these creates the greater problem for the cars performance, is debatable, but a small aero gain can be had by easing this issues.
Nose slots
[ http://scarbsf1.com/blog1/wp-content/up ... seSLot.jpg ]
- The RB7′s slot\duct is formed by the layers of bodywork under the chassis
As long as two seasons ago, Red Bull also exploited a slot under their nose, its design was more discrete and even when the letter box slot at the top of their nose last year was introduced, the under nose slot largely went unnoticed. Thus the RB7 had a slot created at the intersection between the chassis and nose box. Rather than a slot being formed in the nose box shape, the slot was formed by a layer of bodywork being added below the chassis. The small duct formed by this panel lead back to the front axle line, where it entered a small recess moulded inside the monocoque. This recess was about the size of large paperback book and sported exit vents into the footwell area of the monocoque. I suspect this area housed the FIA timing transponder, but probably not much else, due to its small size. The cooling effect was probably of some benefit, although other teams do not see the need for specifically cooling the transponder.
[ http://scarbsf1.com/blog1/wp-content/up ... y_hole.jpg ]
- The under nose slot reduces boundary and pressure, by venting into the cockpit
In fact the benefit of the slot was the effect on the cars external airflow. As air passes under the nose, pressure and a boundary layer would start to build up. The airflow would then be split by the slot\duct airflow adjacent to the noses surface, air would enter the duct, skimming off the boundary layer in the, process. As the duct is also divergent it would reduce the air pressure under the nose at its entry, by the high pressure region venting into the slot. The off body airflow, that is the moving stream of air a few millimetres away from the bodywork and thus clear of the boundary layer, would pass over the slot and the reattach to the under surface of the raised chassis. This flow is moving faster and is at a lower pressure than the flow closely attached to the nose cone. Thus this flow will have more energy to work on aero devices downstream. By splitting the boundary layer and off-body flows at the slot, the preceding nose cone can be shallower, thus reducing the blockage it creates between the front wheels. This simple slot effectively negates the three negative aero effects presented by the nose box.
F138 Solution
[ http://scarbsf1.com/blog1/wp-content/up ... sehole.jpg ]
Ferrari solution is very similar to Red Bulls slot, but the slot is formed in the nose box itself. Legally the slot might be far forward enough to be considered the driver cooling slot, if so it will be restricted in inlet size. Or if the slot is behind the FIA defined A-A bulkhead line, then it will not be considered part of the nose box and has total freedom on inlet size.
The slot is mated to a corresponding opening in the monocoque, this appears to feed into the footwell area, I doubt that its purpose is to be ducted for aero effect elsewhere on the car (i.e. DRS) or cool anything that isn’t already inside the cockpit (i.e. KERS). The air most likely cools the driver from the ambient heat and the heat created by the power steering rack and electronics boxes.
This is a simple and effective solution, as the front bulkhead on the monocoque needs the slot made into it; it’s not something that can be easily copied in 2013.
