Ferrari: FIA nám poje..la preteky. O čo išlo? FIA pred štartom upozornila všetky tímy, že musia štartovať na „mokrých“ pneumatikách. Ferrari vraj e-mail s upozornením dostalo až 7 minút po štarte, keď už mali obaja piloti obuté intermediálky. Traťoví komisári ich pod hrozbou diskvalifikácie prinútili v prvých kolách prezuť monoposty.

MP4-22 napísal:kua nechcel by som zaplatit 250 eur a sedet niekde v zime a dazdi a pozerat jak formulky kruzia za sefetycarom

Race start procedure
38.17 Only in the following cases will any variation in the start procedure be allowed :
a) If it starts to rain after the three minute signal but before the race is started and, in the opinion of the race director teams should be given the opportunity to change tyres, the abort lights will be shown on the Line and the starting procedure will begin again at the ten minute point.
b) If the start of the race is imminent and, in the opinion of the race director, the volume of water on the track is such that it cannot be negotiated safely even on wet-weather tyres, the abort lights will be shown on the Line and information concerning the likely delay will be displayed on the timing monitors. Once the start time is known at least ten minutes warning will be given.
c) If the race is started behind the safety car, Article 40.16 will apply.

Safety car
40.16 In exceptional circumstances the race may be started behind the safety car. In this case, at any time before the one minute signal its orange lights will be turned on. This is the signal to the drivers that the race will be started behind the safety car. When the green lights are illuminated the safety car will leave the grid with all cars following in grid order no more than 5 car lengths apart. There will be no formation lap and race will start when the green lights are illuminated.
Overtaking, during the first lap only, is permitted if a car is delayed when leaving its grid position and cars behind cannot avoid passing it without unduly delaying the remainder of the field. In this case, drivers may only overtake to re-establish the original starting order.
Any driver who is delayed leaving the grid may not overtake another moving car if he was stationary after the remainder of the cars had crossed the Line, and must form up at the back of the line of cars behind the safety car. If more than one driver is affected, they must form up at the back of the field in the order they left the grid.
Either of the penalties under Articles 16.3a) or b) will be imposed on any driver who, in the opinion of the Stewards, unnecessarily overtook another car during the first lap.

Then, with the final safety car, I was behind Lewis and Mark and exiting turn 13, I looked to the right and saw Lewis going really slowly, I don't know why, but I thought he had a problem. Probably he was heating his brakes.

Then, by the time I looked forward again, I was already in the back of Mark's car and I think he had also reacted to Lewis.

Prezident Ferrari Luca di Montezemolo sa po VC Japonska oprel do stewartov. Bossovi z Maranella vadí fakt, že jeho tím nedostal načas informáciu o nutnosti prezuť pneumatiky a doplatil na to povinnými pitstopmi v úvode pretekov.

"Bol to veľmi neprofesionálny prístup, za ktorý očakávame ospravedlnenie," hovorí di Montezemolo.

"Naši piloti odjazdili v náročných podmienkach dobré preteky. Tento výsledok ma samozrejme nepotešil, ale mal som dlhý rozhovor so Jeanom Todtom. Voľba pneumatík bola riskom, ktorý bol ale vykonaný bez toho, aby sme tušili rozhodnutie a príkaz FIA."

"Bol to negatívny aspekt a ja čakám, že sa nám stewarti ospravedlnia. Výrazne nás totiž poškodili. Bez nariadenia FIA by odštartovali na intermediálkach aj ostatné tímy. V rozhodnutia Ferrari mám ale plnú dôveru," dodal Talian.

Prezident Ferrari Luca di Montezemolo tvrdí, že ak aj získa Lewis Hamilton majstrovský titul, tak to bude len vďaka informáciám z Ferrari.

"Stále tvrdím, že bolo veľkou chybou nepotrestať za špionážnu aféru aj pilotov McLarenu," tvrdí Talian.

"Ak Hamilton získa titul, tak to bude vďaka Ferrari, pretože jeho auto je plné informácií z Ferrari."

McLaren dostal za špionáž pokutu vo výške 100 miliónov dolárov a bol vyradený z Pohára konštruktérov. Jeho piloti ale potrestaní neboli.

McLaren dostal pokutu $50.000

zveřejněno 07. 09. 2007

Jako by problémů kolem týmu McLaren nebylo dost, tým včera dostal od stewardů FIA pokutu 50.000 dolarů za porušení článku 16.1.2 technických pravidel při Grand Prix Maďarska.

McLaren v závodě v Maďarsku použil novou odlehčenou převodovku, která však před závodem neprošla crash testem, což nařizuje právě článek 16.1.2 technických pravidel i přesto, že nebylo třeba měnit konstrukci vozu.

V něm stojí: "Každá významná úprava jakékoliv testované struktury vyžaduje, aby upravený díl podstoupil nový test." Slovo "významná" v tomto případě hraje stěžejní roli.

McLaren o změně převodovky informoval FIA až ve čtvrtek před závodem na Hungaroringu. Crash test na převodovce neprovedli, protože změny nepovažovali za významné. Podle FIA je však výklad slova „významný“ subjektivní a je třeba jej správně vyhodnotit. FIA McLaren požádala o dodání technické dokumentace k nové převodovce, kde budou uvedeny veškeré provedené změny. Tým podklady dodal až před Grand Prix Turecka, načež byl FIA upozorněn, že nová převodovka vyžaduje dle technických pravidel nový crash test. McLaren z toho důvodu při závodě v Istanbulu použil původní verzi převodovky.

McLaren nyní s novou převodovkou crash test podstoupil a úspěšně prošel. Ačkoliv komisaři FIA potvrzují, že auto bylo při závodě v Maďarsku legální, změny dle nich byl natolik významné, že tým měl podstoupit crash test před použitím nové převodovky. Tým tak byl shledán vinným z porušení článku 16.1.2 technických pravidel a pokutován částkou $50.000.

Kdyby McLaren nepřišel o body do poháru konstruktérů již za aféru v boxech při kvalifikaci, je možné, že by o ně přišel i v rámci tohoto trestu.

Komunikačná nehoda: FIA sa ospravedlnila Ferrari


Kristián Matula - 30.09.2007 - FORMULE1 - News


Po afére okolo neskorého upovedomenia stajne Ferrari vo veci nariadenia týkajúceho sa pneumatík sa FIA Talianom ospravedlnila

Tím Ferrari bol po dnešných turbulentných pretekoch vo Fudži nahnevaný na vedenie pretekov, pretože na základe jeho rozhodnutia museli byť Kimi Räikkönen a Felipe Massa počas safety-car fázy v úvode Veľkej ceny Japonska povolaní na povinnú zastávku v boxoch, a to za účelom výmeny intermediálok za pneumatiky do silného dažďa. Kvôli zlým poveternostným podmienkam boli totiž povinne predpísané tzv. mokré pneumatiky.

Avšak oznámenie o tomto opatrení vo forme e-mailu dorazilo do laptopu športového šéfa Ferrari Stefana Domenicaliho až sedem minút po štarte pretekov - a keby neboli bývali povolali Taliani svoje obe monoposty k výmene pnaumatík, boli by z pretekov diskvalifikované prostredníctvom vyvesenia čiernej vlajky. A tak sa prepadli až na samý koniec štartového pola, a v hre nebola pre Räikkönena na konci viac ako tretia priečka.

Vedenie pretekov sa po prešetrení tejto udalosti Ferrari ospravedlnilo a vzalo na vedomie, že e-mail dorazil skutočne neskoro. Okrem toho vyjadrilo poľutovanie, že upovedomenie nebolo realizované ako zvyčajne prostredníctvom e-mailu a písomne za pomoci kuriéra, pretože za takých okolností by nebolo nikdy mohlo dôjsť k tomutu incidentu.

Keby sa mali stratené body zrejme v dôsledku šlendriánstva FIA na záver sezóny postarať o rozdiel v jazdeckom šampionáte, hnev z Maranella by bol istotne veľký. Červení nemajú tak či tak na výber a ostáva im akurát tak pregĺgať a mlčať...

Zdroj: Motorsport-Total

t0m4s3 napísal:K moznemu odchod Alonsa sa staviam skepticky. Na jednu stranu je zrejme, ze on s Hamiltonom v jednom time byt nedokaze a zrejme by to nedokazalo viac jazdcov, ak by mali realnu sancu bojovat o titul a mali takto vyrovnaneho kolegu v stajni. Na druhu stranu jazdecke schopnosti Alonsovi nikto upriet nemoze a preto je jasne, ze kvalitativne si McLaren moze iba pohorsit :-/

Tyre Talk: Extreme Wet Races, Spa and Formula One


Formula One heads to the hills of the Ardennes for the Belgian Grand Prix, held at Spa Francorchamps, a location where Bridgestone’s range of wet weather tyres stand a strong chance of coming into play.

Over the years there have been many wet races at Spa, with the local climate creating a breeding ground for precipitation, and with the longest circuit on the F1 calendar, it’s quite possible to have rain at one end of the track and blue skies at the other.

When the track does get wet, Bridgestone has two types of wet weather tyre, the ‘wet’ and the ‘extreme wet’ Bridgestone Potenza. These two tyres look very different from each other, with the extreme tyre featuring deeper grooves and having a greater resemblance to the tread patterns of road tyres.

Whilst the wet tyre is capable of displacing in the region of 34 litres per second per car, the extreme wet can displace almost double this at 61 litres per second, with these figures dependant on the speed travelled and amount of water on the track. It’s not just the tread on the tyre which differs from the dry tyre. A wet track means a cooler track, so the operating temperature of the wet tyres is much lower. Whilst a dry tyre works in an operating range of 80-110 degrees Celsius, the wet tyre operating range is approximately 65 degrees Celsius.

“The compounds for our wet tyres are completely different from the compounds we use for dry tyres,” explains Hirohide Hamashima, Director of Bridgestone Motorsport Tyre Development.

“Wet tyres need to operate in a different working range. The wet tyre is designed to work when there is water present, and this means the compound is different. A compound made for dry weather use would not work to the best of its performance capabilities in the wet. An example of why the compounds are different can be seen by looking at tank tape. This works very well when used on a dry surface, but is much less effective if you try to stick it to a wet surface.

“The second area that is different is that there is a tread pattern on our wet tyres. This is designed by combining both human knowledge and computer simulation. Our hydro simulation supercomputer helps a lot here as there are many types of wet tyre tread pattern. If we didn’t have our hydro simulations we couldn’t evaluate all of them, as it would take too long.”

Once a wet tyre has been designed and been through computer simulations, the difficult thing is being able to test these tyres in the type of conditions they would encounter in a race.

“Wet tyres are to my mind the most difficult ones to develop,” says Kees van de Grint, Bridgestone Motorsport Head of Track Engineering Operations. “One of the factors making development difficult is being able to test in real life conditions.

“With a dry tyre, if you want to test it in hot conditions you can find a hot place in the world, or if you want to test it in cooler conditions you can also find an appropriate place, but to find a circuit where nature will simulate on demand the conditions of a wet track is impossible.

“You can artificially wet the track with sprinklers or water lorries, but the track temperature will not correlate to the conditions as the outside temperature would be unrealistic for rain conditions, and this makes developing the compound’s working range difficult.”

However, by using the hydro simulation programme, Bridgestone is able to evaluate a vast number of possible wet tyre variations and narrow the options down dramatically. This in turn means that, although getting consistent on track wet conditions for wet tyre comparisons is difficult, when genuine wet weather testing is possible, there is a greater chance of testing these fewer types of tyre specifications within a shorter time frame and therefore possibly in the same weather conditions. This allows Bridgestone to gather very effective wet weather comparison data.

Over the course of a race however, weather conditions are often variable and when to use the correct tyre can and will make the difference between being a hero, or going to zero.

“Designing and testing the wet tyres is one factor, but in wet race conditions making the correct call on when to use which tyre is crucial,” confirms van de Grint.

“For the teams and drivers it’s all about finding the sweet spot of matching the tyre choice to the conditions, with the conditions being a consistently moving target. Making the right call can mean a race winning performance.

“When a driver is in the optimum situation of the tyre being perfectly matched to the conditions, he will look very impressive on track. When he is just inside the window of using the correct tyre he will be going well. However, when he is just outside the window of using the correct tyre, he will be nowhere.”

A wet race is an instance where team strategists really earn their money.

“Just when you think you have made the correct choice, the window changes because there’s either more rain or the rain stops. This means the whole situation changes again and the driver who was quick is suddenly not quick anymore, or a driver who was slow is suddenly fast.”

As if that wasn’t difficult enough, tracks react differently when rain is added. “You also have to keep in consideration the type of tarmac, the drainage of the circuit, how quickly it dries out and how susceptible it is to standing water.”

In addition to all the theory, testing and experience, the driver plays a very important role when it gets wet.

“I remember one race where, from a theoretical point of view, the drivers should have been on the extreme wet tyres, but the drainage of the circuit was that good that one driver felt that the wet tyre could cope,” explains van de Grint. “When that driver left the pits I was shaking my head, thinking ‘there goes a brave man’. However he was absolutely correct and was flying in the conditions.”

It’s not just making the correct tyre choice for the conditions, but also making the correct choice of tyre pressure within the range that Bridgestone gives to teams.

“Finding the optimum tyre pressures in the wet is also a very difficult story as these also depend on the conditions,” says van de Grint. “In simple terms you need a bit more pressure to keep the grooves open for good drainage if there’s a lot of water, but if there is less water then this will overheat the tyre.”

All in all, wet tyre performance in race conditions is far from an exact science, but something which has provided Formula One with some very exciting races over the years.

“To make the correct decision in the wet relies on experience and frankly a bit of luck,” says van de Grint. ”Sometimes two plus two does not equal four and you have to improvise!”

Mark Webber mal v Japonsku veľkú šancu na zisk druhého pódia v tejto sezóne. Počas výjazdu safety car ho ale zo zadu odstrelil Sebastian Vettel. Mladého Nemca stewarti dodatočne potrestali, ale to už Austrálčanovi body nevráti.

"Stalo sa to počas zahrievania pneumatík," hovorí Webber. "Samozrejme, že gumy sa zahrievajú ľahšie ak vediete a máte všetko pod kontrolou. Ja som si bol ale istý, že do Hamiltona nenarazím, pretože som radšej volil inú stopu. Radšej sa totiž pohnem na stranu, ako by som mal skončiť v jeho aute."

"Vettel to ale očividne podcenil. Musím povedať, že to bol silný náraz. V tej chvíli sa určite sústredil na niečo úplne iné. Trochu sa zasníval a naše tímy to stálo veľa bodov."

Bezprostredne po pretekoch ešte Mark so Sebastianom o incidente nehovoril.

"Teraz musíme navštíviť komisárov. Ak by bol veľkým chlapom, tak by som mu niečo povedal, ale s malým chlapcom..."

http://www.f1.sk/clanok23665.htm