a u pm ferrari nagrade: live streaming!

Ferrari je napisao/la:Dobro pa ko je očekivao predstavljanje bolida danas?
Nema šanse...

Ljudi su možda očekivali novi livery sa prošlogodišnjim bolidom (jer se iz one slike dobro vidi prednje i zadnje krilo sa prošlogodišnje specifikacije)

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Odgovor iz Mclarena


P.S evo vam datum predstavlja bolida od Mclarena za početnu stranicu

Ferrari je prošao kreš-testove. Naime probao je cijelu paletu noseva kako bi imali više solucija (vrlo vjerovatno produkt istraživanja u Haasovom tunelu). Novi Ferrarijev nos biti će nešto drukčiji nego što smo viđali, recimo da će biti nekakav križanac Mercedesovog i onog na Toro Rossu. Izvor: Omnicorse

Ekskluzivno.. Ferrari će korisiti bijelu boju na svom bolidu za 2016 godinu, u maniri Laudinog 312T modela i manje uspješnog F93A. To također naglašava povezanost sa brendom Philip Morris, kao u stara vremena.

Evo i prevedonog teksta f1analisitecnica.com:

EXCLUSIVE: Ferrari livery with white - red in 2016

Pending the presentation of the new Ferrari, project number 667, which will take place on February 19 via streaming on the official website, we continue to give you information, but this time little techniques that could make some fans happy.

Ferrari will use a livery very different from that of past years , as it will be used on the car body and on the bonnet , the white ( in the old style Philip Morris), which lacked the Maranello car from the 1993 season.

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hypothesis livery created by @ kappa224

For Ferrari, this decisive change of course, is an important sign of breaking with the latest livery used since it will return to use a color that has brought huge success in the era Lauda with the 312T and the 312T2 but also several disappointments with the F93A which has managed to position just three times on the podium but not to victory (Alesi 2nd at Monza, 3rd in Monte Carlo - Berger 3rd Hungary).

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Photo Wikipedia - Ferrari 312T

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Photo Wikipedia - Ferrari 312T2

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Photo Wikipedia - Ferrari F93A

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Neki od izjava i videa sa zadnjih Pirelli testova na stazi Paul Ricard:
[youtube]https://www.youtube.com/watch?v=TbHgxPOK1IU[/youtube]
[youtube]https://www.youtube.com/watch?v=OWnb2XJYAfc[/youtube]
[youtube]https://www.youtube.com/watch?v=iTdOaVtQAEI[/youtube]

Eto sad će taj gornji bijeli dio biti u "tonu" sa Vettelovom kacigom

C'è qualcuno parla italiano?
https://twitter.com/Gianludale27/status/692440762567499777 ______________



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Sebastian Vettel:

We know that the gap with Mercedes last season was large before we closed it... Something has changed and we will see how things are after testing, but we shouldn’t make proclamations at this time. We don’t need our president to tell us we must win in Australia, as that is something we should already know. We all want that.

Ovako "drastično" (kad je u pitanju Ferrari) mjenjanje livreje biti će ugodno iznenađenje, valjda.... Doduše ja bih ipak volio vidjeti crveni bolid sa crnim krilima.
No ono što je bitno je bolid broj 1 na gridu, pa se nadam da sve ide ka tom smjeru. Jedva čekam prezentaciju bolida i prva testiranja.

Ice, možda je ovo najbliže očekivanom:

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Pa ne bi bilo loše ovako.... <3

Ovo bijelo oko glave i ispred vozača je ogavno!
Previše je tu bijele meni se čini, bijelo to, bijelo iznad glave, bijela krila... Izgleda ko lanjska Marusija...
Ja bi ovakav Ferrari:

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Bilo bi dobro kad bi maknuli malo crne boje te dodali više bijele.

Pa dobro.... Ferrari sa crnim krilima je nešto posebno! Ali i ovo što prenose da će Ferrari unijeti malo bijele boje nije loše. Volio bih vidjeti kako će ta bijela sa zelenom izgledati. U bojama talijanske zastave. A najavljuju da će i prednje i zadnje krilo u potpunosti biti crveno.

Kako god, samo da bude pakleno brz! Lako se da naviknuti na boju, i još uz perfomanse, boja se neće ni primjetiti. Bitno je samo jedno!
<3

Ma to je stvar osobnog ukusa.. osobno mi je najljepši Ferrari onaj mali Laudin 312T/2 (neračunajući ono prednje krilo iz tog vremena), uživo pravi mali ljepotan.. odiše talijanskim dizajnom. Uživo je još ljepši. Predpostavljam da pucaju na to ove godine. crna mi nikako nije legla niti u jednoj Ferrarijevoj verziji.

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(edit, bolji prijevod na engleski)

Nešto ozbiljnija tematike.. neke od promjena na novoj Ferrarijevoj mašini sa temeljitim objašnjenjima mehanike, odnosa i preoblematike. Jedna od bitnijih stvari je da se u Ferrariju još muče oko nekih problema u radu novog agregata, i to nikakako bezazlenim, ...a vremena je sve manje, kako kaže autor.

FERRARI 2016: important changes to the Power Unit

After the anticipation of Omnicorse about the secrets that will be present in the combustion chamber of the power unit that will be mounted on the Ferrari 2016, we also want to tell you what to F1ANALISITECNICA few weeks we arrived ear.

As announced over a month ago, the air-water type intercooler (located until last season inside the "V" of the internal combustion engine) will be placed in a completely different position than in past seasons, following the Mercedes philosophy. This shift will allow Maranello engineers first to insert in the V the MGU-H electric motor, but also and above all to use the croissants or variable intake trumpets (in 2015 lacked space)

This technical feature is widely used especially in high-performance engines, and will help the Maranello engineers to properly take advantage of the inertia of the gas column and the pressure waves present in the intake ducts. This involves a better efficacy in the aspiration as well as a better filling of the combustion chamber, necessary if you want to increase the endothermic unit combustion efficiency.

The intake ducts thanks to a mechanical mechanism but electrically controlled will then adapt to the length of predetermined values ​​during the tests carried out at the counter. Thanks to the lift or the lowering of croissants trying in fact to remain always at the point of best efficiency of the internal combustion engine. The aspiration to work "conducted short" (with the trumpets in SMEs) when the rotations of the internal combustion engine will be very high and the reason is easily explained; the time that the pressure wave has available to reach the end of the conduit that is, the trumpet, then be reflected, and then get to the valve is very small, while will stretch to improve the engine performance in smaller schemes (suction conduit long).

Another important novelty that will track Ferrari will be located inside of the combustion engine, more precisely in the combustion chamber. As we wrote about a week ago, the secret of the high efficiency of the engine combustion Mercedes which impacts positively on hybrid sitemi, is the use of an advanced version of DiesOtto, that the German giant introduced back in 2007 to Frankfurt Motor Show.

Briefly, how does this "new" basic types "(also more specifically called HCCI)) engine? When the motor is to run at full load it simply acts like a regular gasoline, with spark that triggers the combustion of the mixture air- petrol and a combustion "homogeneous." however, when the engine has to operate at partial loads, combustion occurs spontaneously by increasing the compression ratio as a simple diesel engine, which as we said before, has improved efficiency.

One on which Ferrari have worked hard over the winter is the search for the self-ignition in the combustion chamber, so try to make his own as an endothermic Diesel. Ferrari increasing the compression ratio were able to arrive at a pressure in the combustion chamber next to 200 bar (very high value but still not close to the value achieved by Mercedes). But what does it involve? The self-ignition as already mentioned, but also an important increase in the efficiency of the engine since it manages to have a PME, mean effective pressure, greater that leads to a higher specific power.

As I mentioned in regard to the Power Unit Mercedes, the secret lies in being able to raise the ignition intervention rod driven ie when the engine switches to operate as a "classic petrol." Unless it takes advantage of that type of operation and less engine efficiency endothermic collapses towards more classic values. Mercedes, for example, has for years that we are working, and month after month is failing to optimize this stage, continuing to find CV (increases the specific power) and to obtain above all always lower specific fuel consumption, fundamental in modern Formula 1.

The problems that must be to introduce in bringing the pressure in the combustion chamber to very high values ​​are many and important; one of the main is related to pressure peaks (especially on the cylinders) and generates mechanical stresses that the mixture inside the combustion chamber, usually not bearable by the motor above the low to medium loads. Such high values ​​of pressure are then to affect the operation of the whole endothermic units, often creating numerous vibrations ranging in greatly put under stress as well as the cylinders, also the crankcase and cylinder head.

It will be seen whether once brought to the track, the new Power Unit Ferrari will be reliable or present reliability problems. Factory unfortunately a problem they're having; and the time between now and February 22 is less and less.

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Autosport Plus

The questions Ferrari must answer

Ferrari was the only team capable of beating Mercedes in 2015, but couldn't sustain that form over the season. GARY ANDERSON considers what it will need to do if it's to challenge Mercedes more frequently

The nearer to the top of the ladder you are, the more difficult it is to take the step to the next rung. The same is true of Formula 1 car development.

When the regulations change significantly - as they did for the 2014 season and, before that, in '09 - someone always gets the jump on the others. For the current set of rules that team is Mercedes, which had, previously, underperformed after taking over the Brawn team that had so much success the last time the rules changed.

Everything points to the Mercedes power unit package being the best in the pitlane, but I have no doubt that the chassis has backed this up. The car is competitive on all types of circuit and it usually gets the best out of the tyres over one lap. It's also been as good as any other chassis with regard to degradation, so overall it's a solid all-round package that will take some beating.

If any team can do that, it has to be Ferrari. On a few occasions in 2015 it took the fight to Mercedes but didn't have the last bit of performance needed to do so consistently. So there were a few great days in Malaysia, Hungary and Singapore, but the championship was never on.

From 2014 to '15 Ferrari made up a lot of ground, finishing second in the constructors' championship after the previous year's very distant fourth. I believe most of that gain came from power unit improvements as, at the start of 2014, Mercedes caught everyone with their trousers down on that side.

During the 2015 season, Ferrari didn't really close the gap to Mercedes. Some tracks suited one chassis a little better than the other, but based on average fastest laps of the weekend, there was still about 0.8 per cent between them in terms of pace. So around a theoretical 90-second lap, that equates to 0.72s.

The Scuderia was able to spring the odd surprise in '14, but couldn't sustain a challenge against Mercedes
Ferrari will have been pretty confident about which areas needed to be worked on. It will have drilled deep into every bit of data on Mercedes from the 2015 season and compared it to its own performance. But what is key is deciding what direction to go in to close that gap.

There are still gains to be made with power unit performance, but don't underestimate how much Mercedes will be able to find in this area. Gaining ground isn't just about improving your own package, it's about improving as much as your rivals and then improving some more on top.

On the chassis side, if you are lacking overall downforce do you decide to push ahead and find some more at the expense of aero sensitivity?

If you don't feel the drivers are able to use that downforce to the maximum, do you then try to reduce the sensitivity and give the driver a more consistent package?

Do you work more on centre-of-pressure shift with steering or yaw and try to make it work more for you when you need it?

These are just a few of the many questions technical director James Allison will have had to find answers for. Once that's done, he will put together a specification for the new car and it is then up to everyone in their individual departments to pull together and achieve that objective.

This spec is a living thing that evolves, but it must be in place before the previous year's August break. If it is achieved too early, then the targets can be reviewed, but from that point the direction is defined and it is all about optimising a concept.

The big problem is that if you just keep doing what you have done previously, then you will probably end up with the same inherent problems.

Every year you have to look deeper at how and what you research. No team understands 100 per cent of what makes a racing car fast and sometimes you can luck in. But normally, you luck out.

Ferrari is the only team to have persisted with long nose
Let's say that frontrunning team 'x' understands 80 per cent of what it takes to make a car fast. That means it doesn't understand 20 per cent. One year that team lucks in and doesn't make any mistakes in that 20 per cent area. But the next year, a mistake is made and the team lucks out and the car does not perform as it should.

Everyone in the team pushes in the areas they normally research, but they find everything in those areas is superior to the previous year. So everyone scratches their heads until they look outside of the 80 per cent box. Suddenly, something will click and that window of risk might be reduced to 15 per cent of the car.

If I was involved with Ferrari, the first question I would be trying to answer is why it doesn't seem to get much from the shorter nose concept. Everyone else has gone in that direction and has been able to introduce this style of development mid-season. Given that changing the front crash structure is not cheap, the reward must be significant.

The front wing and nose area defines the airflow through the rest of the car. Get this right and the rest of the car will respond. Get it wrong and getting more downforce from the car will be like plucking teeth from a chicken.

I have no doubt Ferrari has looked at this area in fine detail. The one thing that can have a major influence is the pullrod front suspension. Suspension, especially at the front, is not just to hold the wheel on as it acts to manage the airflow coming off the front wing.

It would be very easy to have something wrong in this area and, in turn, not get the response from the nose concept that seems to suit everyone else.

Vettel had strong first season, and will have more influence on this year's design
It could very easily be something like this that meant it went through 2015 with that 0.8 per cent deficit to Mercedes. Ferrari did all the research, but didn't get the reward because something was overpowering the outcome.

One area where Ferrari will definitely gain is having Sebastian Vettel in his second year. Fernando Alonso's time at Ferrari was effectively over a year or even two before he eventually moved on, so as far as the chassis is concerned they will have had a much higher level of input from Vettel over 2015 than they had the previous year. So that is a definite positive.

But for all this, Mercedes will not be standing still. We hear a lot about conservative or aggressive concepts and for sure there is a difference.

Take McLaren's 'zero size' aero package. That's what I call aggressive, but if you're going to put yourself there you need to make sure you have a way out if it all goes wrong.

I think Mercedes has enough data in its sat nav to make sure it doesn't go down the wrong route. Mercedes wants a third world championship and it also knows that if it doesn't take too many risks then that is possible.

Still it can only expect the gap to those behind, led by Ferrari, to close in 2016. The regulations will be going into their third year and as we have seen from the past, the longer the regulations stay stable the closer the grid gets.

Roll on the start of the season.

Evo još neki maštoviti ideja za novu Ferrarijevu livreju:
http://www.f1analisitecnica.com/2016/01 ... ivrea.html

Meni se ova na 4. slici najviše sviđa i nadam se da će bijele boje između vozačkog kokpita i nosa biti u što manjoj mjeri (ako će biti), slično nešto kao na ovom prvom crtežu na kojem mi prednji kraj izgleda predobro.

hattrick je napisao/la:Ma to je stvar osobnog ukusa.. osobno mi je najljepši Ferrari onaj mali Laudin 312T/2 (neračunajući ono prednje krilo iz tog vremena), uživo pravi mali ljepotan.. odiše talijanskim dizajnom. Uživo je još ljepši. Predpostavljam da pucaju na to ove godine. crna mi nikako nije legla niti u jednoj Ferrarijevoj verziji.

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Ubij me , ali mislim da bolid na prvoj slici nema isto prednje krilo kao na druge dvije slike. Čini se elegantnije iz profila.

@dani
pa gore je bočna stranica u obliku trokuta, na ove druge dvije u obliku...hmm...ribe!
u biti, dosta toga je drugačije.

Dani je napisao/la: Ubij me , ali mislim da bolid na prvoj slici nema isto prednje krilo kao na druge dvije slike. Čini se elegantnije iz profila.

zekohonda je napisao/la:@dani
pa gore je bočna stranica u obliku trokuta, na ove druge dvije u obliku...hmm...ribe!
u biti, dosta toga je drugačije.

Dok recimo zadnje krilo nije isto ni na jednoj slici

..pa dečki to nisu isti bolidi.. zar nisam napisao 312T/2, što znači 312T i predhodni 312T2, no koncept je isti, radi se o evoluciji.

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Kao što znamo testiranja počinju 22.2., no Ferrari i Haas dan prije (21.2) iskoristit će 100km vožnje pod uvjetom filmskih snimanja. To je prije testova uvjek dobro kako bi dobili bolji dojam o bolidu i bolje ušli u prva testiranja. Izvor: Turrini

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