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Eto kad sam lijen, uz to što sam zaboravanF1NAC je napisao/la:to je bilo i na proslom bolidu .gringo73 je napisao/la:[ http://img846.imageshack.us/img846/6263/311qlbc.jpg ]
Šta je ovo ispod reklame CLEAR? Tu bi se trebao vidit onaj 'tray', ali kao da je "zatvroeno"...jesu ovdje stavljali još nešto ili nešto čudno izgleda? Forza je stavio veću sliku pa se bolje vidi.
Gringo73 evo ovaj te usmjeri na njihovu stranicu http://www.lotusf1team.com/-News-.htmlGary Anderson BBC Formula 1 technical analyst
The Lotus is probably the nicest-looking ugly duckling so far. Although it still has the lumps on either side of the top of the chassis, at least the top surface slopes down gradually. At the back of the car, the exhaust pipes look like a bit of an after-thought - they just pop out of the engine cover. Although they are pointing at the side of the endplates underneath the rear wing, they are a long way back so their effect will be limited. I wouldn't be surprised to see a change there even before the car runs. One potential area of difficulty is under the driver's legs - there is a very long splitter in the gap between the underside of the chassis down to what is known as the 'tea tray' - where the floor runs forward. This splitter will separate the airflow to the two sides of the car well, but this sort of design can be problematic when the car is going around corners. That's because the car then is sliding at an angle compared to the airflow, and you can get separation of the airflow, which affects the aerodynamics negatively.
ESPNF1
It's been confirmed, Lotus are packing up and heading home for the week. Team says it makes more sense to work on the car issue in Enstone.
Lotus has pulled out of the Barcelona test with immediate effect as a result of the problems it encountered with its chassis this morning.
The team has decided to abandon running in order to fully understand the problem with the chassis that manifested itself on chassis 2, which ran for the first time today.
This is despite chassis 1 completing the full Jerez test two weeks ago. The team said the problem requires modification to both chassis.
The car completed 1788 km of testing at Jerez, but the problem manifested itself at the higher-speed Barcelona configuration.
"Before we were due to fly chassis E20-01 out to Barcelona in replacement of chassis E20-02 - damaged this morning - we ran a series of simulations at the factory based on the data provided by our brief running on track today," said technical director James Allison.
"As a result, we were able to identify an area which requires some additional work. It will be more productive for us to carry out these modifications to both chassis at Enstone rather than send E20-01 out to this week's test. We'll put the right measures in place and we will be able to fix the problem before next week."
Team boss Eric Boullier added: "Not running this week has been a tough decision to take, but we feel that our choice is the right one. On the positive side, we have quickly identified the issue with the chassis and our design office has already devised a solution. We will be present at next week's test in Barcelona.
"We draw faith from the fact that the E20 was quick out of the box in Jerez and showed its reliability there. We have a lot of work ahead of us over the next week but everyone at Enstone is ready for this challenge."
Ovo djeluje ozbiljno. Prva reakcija je bila da će ovu šasiju lansirat za Enstone, i da prva dolazi na stazu...i onda ništa. Izgleda da je problem malo veći. Ili je samo kompliciarn da bi se tako brzo riješio...za 7 dana opet testiranje, valjda će to riješit.Forza je napisao/la:ESPNF1
It's been confirmed, Lotus are packing up and heading home for the week. Team says it makes more sense to work on the car issue in Enstone.
Lotus has pulled out of the Barcelona test with immediate effect as a result of the problems it encountered with its chassis this morning.
....
Analysis: mounting issue to blame for Lotus's chassis problems?
By Edd Straw
Tuesday, February 21st 2012, 19:08 GMT
AUTOSPORT's technical correspondent Gary Anderson believes that the high lateral loads experienced at Barcelona played a key part in revealing the chassis fault that forced Lotus to abandon this week's test.
Lotus ditched plans to run chassis 1 in place of the new monoque that ran briefly at Barcelona before Romain Grosjean complained of a 'strange' feeling.
Speaking to AUTOSPORT about the Lotus situation, Anderson said: "The aerodynamic loads on the car are higher in Barcelona than in Jerez, so that could explain why the problem didn't manifest itself at Jerez.
"Reading between the lines, I would say it was likely to be something to do with a mount rather than the front suspension, as if it was a suspension problem you could have a good go at patching it up at the track with a glue injection and fastenings to hold it in situ.
"The fact that Lotus has pulled out of the whole test rather than going back to the factory to patch it up and then run later in the week suggests it's a serious problem. Unless it is something that is too severe to fix so quickly or that you need to produce new parts to solve."
Anderson believes that the confirmation that Lotus also detected a potential problem that will require modifications to chassis 1, which completed almost 1,000 miles of testing at Jerez two weeks ago, supports the hypothesis that it is related to an attachment.
"Lotus wasn't as quick on the final day of that test, though, so maybe there was a little deterioration," he said.
"Barcelona is a very different challenge. There was a pretty vicious bump around the start finish line in the past, so it's possible this has caused a problem. Alternatively, it could be the long right-hander at Turn 3, where there is a huge amount of torsional stress on the chassis.
"It could also be that chassis 1 was used for the torsion and bending tests that a team would do and then chassis 2 did the crash tests. But as you wouldn't push to the absolute limit to see how stiff the car was, the problem might have been hidden on chassis one."
Lotus plans to make modifications to chassis 1 and chassis 2 to allow it to continue testing in the second Barcelona test that kicks off on March 1.
The team has not confirmed where exactly the problem on the chassis is, but one theory Anderson has is that it is related to the engine mounts.
"The mounts will be a solid insertion and could be made of carbon fibre, machined aluminium, titanium, all sorts of things. It's basically to give a solid fastening," he said.
"It's the kind of thing that you can fix, ideally back at the factory in a controlled environment. But you could do that in one day so if they aren't going to run this week, it suggests that they maybe need to do more than just inject glue and put fasteners in. So it could be a more dramatic problem and maybe it will need new chassis.
"Chassis 3 would likely be on its way for Melbourne and might be at the point in the manufacturing process where you could integrate the fix properly. If they did that, it's possible that Lotus might have to have that chassis and one patched up one for Melbourne as it's a tight turnaround to build a fourth chassis if it hasn't started."
Anderson adds that he feels the problem is more likely to be a manufacturing fault than a design error.
He also backed the team's decision to pull out of the test.
"The engine specification and the mount positions won't have changed with the Renault engine, so I doubt if there's a design error," he said. "There's no point in re-inventing the wheel so it's likely to be the same.
"If it is the engine mounts, then I would have thought that either an error in the material or with the bonding or something like that has caught them out instead. But if it's, for example, a glue problem, then what starts as a small problem could become a big one because there might be 50 inserts all over the chassis.
"The problem isn't a huge safety issue, but if the car feels strange, as Romain Grosjean says it did, then it's only going to get worse.
"It's a dramatic enough problem to wipe the test out, so it's going to be interesting to see what happens from here."
RT @OskariSaari: Lotus confirmed to me they are seeking permission from other teams to use 3 days they wont drive in BCN in a private test.
James Allison: We’re back on trackJames, what happened to the E20 in Barcelona last week?
We arrived in Barcelona with a brand new chassis, the E20-02. We completed installation laps on Tuesday morning then Romain left the pits for his first run of the day. As soon as he touched the brakes before turn 1 on his first flying lap, he felt that something was wrong. He told us on the radio that he was aborting that run and returning straight to the pits.
What did you discover when the car got back to the garage?
We saw immediately that we had a problem with the mounting of the upper front wishbone rear arm.
What were your thoughts at that time?
We were using chassis 02 for the first time, so our initial reaction was to consider the possibility of a manufacturing issue affecting that particular chassis. We made the decision to take chassis 01 - which had run successfully in Jerez - from the UK to Barcelona. Before we sent it, we launched an investigation programme at Enstone to ensure there was no risk of a similar issue. Unfortunately, our investigations concluded that there was a possibility of the same problem reoccurring. We then decided, quite reluctantly, to cancel the test and make the necessary changes to both our chassis before running again.
How did the factory react?
It's been an intense few days, but I have to say that everybody has completed their tasks in tremendous fashion. On the first day back at the factory, I spoke to the entire Enstone personnel and clearly explained what happened. Everybody understood that the situation was unfortunate, but under control. We designed the new parts, manufactured them, and fitted them to the chassis. We then completed the necessary tests satisfactorily and the chassis left for Spain.
Are you confident about the repair?
Yes.
Does it mean that the chassis is now heavier than before?
Yes, but we’re only talking about 1kg, which is manageable. It won’t have any significant impact on handling or performance.
Did the chassis have to pass a new crash test?
No. It wasn’t necessary.
Which chassis will the team use this week?
We’ll use chassis 01 this week, while chassis 02 will be used as a spare from now on. We’re currently finishing chassis 03, with the new design implemented.
The team missed four days of testing. Is it a big setback?
Of course, missing four days of testing is not ideal. We need mileage at this stage of the year, as does any other team. That said, there are reasons to remain optimistic. First of all, we completed many trouble-free laps in Jerez and gained a good understanding of the car. Also, some of the small issues we identified in Jerez needed to be fixed, and the parts were not available last week. On Thursday, the car will run with all the required redesigned parts. We’re looking forward to being back on track.
--------------------------------------------------------> KLIKLotus is hoping to sit down with Mercedes and the FIA ahead of the Australian Grand Prix to try and end the controversy over its rival's DRS-activated F-duct.
SHEAR POWER – CHASSIS E20-01 RETURNS TO BASE
As the most seasoned of this year’s Lotus F1 Team chassis arrived back at its birthplace on Wednesday evening, Race Team Manager Paul Seaby talks us through what’s in store for the first of Enstone’s 2012 creations over the next few weeks
The E20-01 took a fair bruising at the Sepang International Circuit last weekend, courtesy of both the gravel trap at turn five and a collision with a certain seven-time World Champion. For this reason, Romain’s weapon of choice over the first two rounds was selected to be the subject of a series of tests over the coming weeks, as Race Team Manager Paul Seaby explains:
"We always planned to send a chassis back after the last race as we have a seven post rig test to do in the Research & Development centre, in addition to a wind shear test in America. The chassis we have back here now is Romain’s car from Malaysia, chassis E20-01. We didn’t originally intend to bring this car back, but after the events of Sepang and the damage incurred it made sense bring it back for repairs as well as getting everything else we need done.”
it’s still a good chassis, it just needs a bit of TLC
“We will still have three cars to work with at the coming races, as chassis four will replace chassis one as Romain’s race car for China and beyond. Because the seven post rig test is going to be done over the weekend, with the wind shear build directly afterwards, E20-01 will now be out of action until roughly the end of April when it will be ready to fly to the Spanish or Canadian Grand Prix if we need it. It’s not out of the system completely, it’s still a good chassis, it just needs a bit of TLC.”
Although a three week gap before round three of the championship may seem like a significant time bracket, with the chassis having only just returned to the UK and freight due to be shipped to China at the end of next week, the team must complete a rapid turnaround before heading back to Asia:
“The car will first be going to the seven post rig to simulate the upcoming races. After the issues we had during pre-season testing, this will be the first time R&D have had a chance to get their hands on it and work on setup. We’re confident we have a good idea of a solid baseline already, but you never know what you’re going to find.”
“The car arrived on Wednesday and has to be finished by Friday. It will then be on the rig until Monday, so overall we have a couple of days to get it ready. It will then be taken straight from the rig to be stripped down for the wind shear build, which we have nine working days to complete.”
Once again, while nine days may sound like a lot to rebuild a single car, preparations for the wind shear test are far from straightforward:
“The wind shear test is an aerodynamic simulation carried out at a facility in North Carolina, USA. Here we use a full scale wind tunnel, which allows us to replicate airflow over a real car to see how it behaves. It’s a very useful, controlled way of analysing the car in its current configuration to compare data with our 60% wind tunnel and CFD facility. It also provides a good opportunity to try new upgrades on the car and predict how they will perform.”
“Preparing the car for this test is quite a big task. Firstly, we have to fit hydraulic front and rear suspension which automatically alters ride height, removing the need to constantly make manual adjustments. This is a new system and will have to be pre-fitted. The car will also have a special gearbox installed which has a dummy diff allowing us to spin the wheels freely. Finally, it will be covered in electronic sensors to pick up all the data so overall it’s a lot of work, and a significant transformation from the standard car.”
With regulations dictating the amount of time and resource the team can put into car development, every second of testing time is vital. This means that not only must the car be ready as soon as it touches down in America, but so must any development packages:
“The wind shear test falls under the designated amount of testing we’re allowed to do during the course of a year. The rules allow four days of on-track aero testing, which can be exchanged for wind tunnel testing. We chose to swap all of our allotted on-track aero testing for one big hit of wind tunnel testing. We have done this in previous years and found it to be of significant benefit”
“With so few days allocated to testing, development time is a valuable resource. To get the maximum from it we pre-fit every new part we’re looking to test to make sure it can be changed over quickly. We left a certain amount of kit at the facility in America last time, so the crew has already been out there this week to make sure everything still works, our software is compatible with their software, and so on. This is important to make sure that when we arrive we can hit the ground running straight away.”
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Koliko sam ja shvatio miču se iz sponzorstva jer im je samo ime momčadi dovoljan sponzor. Ovako ce oslobodit mjesto nekoj drugoj tvrtci da moze uci u F1 i da bude glavni sponzor momčadi.damjan.cule je napisao/la:Lotus ostao bez glavnog sponzora - Lotus Group
Znači 2 godine se sa sadašnjim Caterhamom povlače po sudu, napokon dobiju to ime Lotus i sad raskid...pa ti budi pametan..
Mislim da od samog imena tima imaju koristi obje strane Lotusu je to dobra reklama, ako neko kupuje lotusa zato jer su u F1, a tim sigurno s tim imenom može lakše privuć nove sponzoreDero je napisao/la:Koliko sam ja shvatio miču se iz sponzorstva jer im je samo ime momčadi dovoljan sponzor. Ovako ce oslobodit mjesto nekoj drugoj tvrtci da moze uci u F1 i da bude glavni sponzor momčadi.damjan.cule je napisao/la:Lotus ostao bez glavnog sponzora - Lotus Group
Znači 2 godine se sa sadašnjim Caterhamom povlače po sudu, napokon dobiju to ime Lotus i sad raskid...pa ti budi pametan..
- dmarijon - dmarijon
