http://argent.fia.com/web/fia-public.nsf/C...pdf?Openelement

Ca mic sumar
- KERS (adica niscai ceva tehnologie hibrida)
- slicks (adica netede - nu cu canale, adica pre 1998)
- masini late (200 cm vs 180 cm, adica pre 1998)
- super standard ECU (introdus din 2008)
- comunicatii radio boxe-piloti necodificate si accesibile tuturor (acum sint codificate)
- pre-incalzirea cauciucurilor - interzisa
- cauciucurile/jantele cresc in dimenisune

KERS - Kinetic Energy Recovery System

5.2 Other means of propulsion:
5.2.1 The use of any device, other than the 2.4 litre, four stroke
engine described in 5.1 above and one KERS, to power the car, is
not permitted.
5.2.2 With the exception of one fully charged KERS, the total
amount of recoverable energy stored on the car must not exceed
300kJ. Any which may be recovered at a rate greater than 2kW
must not exceed 20kJ.
5.2.3 The maximum power, in or out, of any KERS must not
exceed 60kW.
Energy released from the KERS may not exceed 400kJ in any one
lap.
Measurements will be taken at the connection to the rear wheel
drive train.
5.2.4 Any KERS may only be capable of increasing the stored
energy whilst the car is moving on the track.
Release of power from any such system must remain under the
complete control of the driver at all times the car is on the track.
5.2.5 Cars must be fitted with homologated sensors which
provide all necessary signals to the SDR in order to verify the
requirements above are being respected.

8.2 Control electronics:
8.2.1 All components of the engine, gearbox, clutch, differential
and KERS in addition to all associated actuators must be controlled
by an Electronic Control Unit (ECU) which has been manufactured
by an FIA designated supplier to a specification determined by the
FIA.
The ECU may only be used with FIA approved software and may
only be connected to the control system wiring loom, sensors and
actuators in an manner specified by the FIA.
8.2.2 All control sensors, actuators and FIA monitoring sensors
will be specified and homologated by the FIA.
Each and every component of the control system will be sealed
and uniquely identified and their identities tracked through their life
cycle.
These components and units may not be disassembled or modified
in any way and seals and identifiers must remain intact and legible.
8.2.3 The control system wiring loom connectivity will be
specified by the FIA.
8.2.4 Pneumatic valve pressure may only be controlled via a
passive mechanical regulator or from the ECU and its operation will
be monitored by the ECU.
8.2.5 The car hydraulic system will be monitored by the ECU.
8.2.6 The ECU will be designed to run from a car system
supply voltage of 12V nominal provided by a homologated voltage
regulator.

8.7 Driver radio:
Any voice radio communication system between car and pits must
be stand-alone and must not transmit or receive other data. All
such communications must be open and accessible to both the FIA
and, where appropriate, broadcasters.
Only the following connections to the voice communication system
are permitted :
- power ;
- push-to-talk line ;
- audio to and from the driver’s helmet ;
- control lines to reduce the audio level fed to the driver when the
engine is off

12.4 Wheel dimensions:
12.4.1 Complete wheel width must lie between 345mm and
365mm when fitted to the front of the car and between 440mm to
460mm when fitted to the rear.
12.4.2 Complete wheel diameter must not exceed 670mm when
fitted to the front of the car and 710mm when fitted to the rear.
12.4.3 Complete wheel width and diameter will be measured
horizontally at axle height, with the wheel held in a vertical position
and when fitted with new tyres inflated to 1.4 bar.
12.4.4 Wheel bead diameter must lie between 354mm and
358mm.

3.3 Overall width:
The overall width of the car, including complete wheels and when
measured at the front and rear wheel centre lines, may not be less
than1980mm and must not exceed 2000mm with the steered
wheels in the straight ahead position. Overall width will be
measured when the car is fitted with tyres inflated to 1.4 bar.

As fi vrut sa citez regulamentul pt. aerodinamica - lucru care ma intereseaza foarte mult insa limbajul este prea tehnic. In sumar - vor reduce aerodinamica - si conform unor alte websiteuri criteriul va fi bazat pe niste sabloane prin care trebuie sa intre masina - si orice ariputze, aripioare, aripuletze, cornitze, si alte chestii care sint visul ud al fiecarui inginer aerodinamic care e platit cu milioane de dolari anual...vor dispare. URAAA ! Masinile au devenit urite. Probabil mult mai aerodinamice si mai stabile comparat cu masinile cca 1991-1994 DAR totusi prea multe adausuri "aerodinamice". Ultimele masini "curate" au fost in 2002 dupa care FIA a decis sa schimbe regulile ca sa pedepseasca Ferrari. Am masinutele chiar in fata mea...aripa pe fata s-a inaltat, aia pe spate s-a lungit si a pierdut elemente, si pierzind eficienta aerodinamica au aparut tot felul de alte suprafete inclinate cu rol de "downforce" pe lateralele masinii, pe linga radiatoare etc. SA DISPARA !

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Daaaaa....mistoooooo......foarte tare frate, numai lucruri bune as zice.....speram sa ramana in picioare toate astea pana in 2009.....probabil si masinile vor fi mai rapide, in ciuda celor care militeaza cu disperare pt. acel "slow down" al masinilor de F1! Vrem sa inceapa circuuuuuuuu.......URAAAAAAA......

man , ia uitativa ce spune tata Bernie pe aci:

http://www.itv-f1.com/news_article.aspx?id=42020

sunt de acord ca o victorie trebuie rasplatita mai mult.

brilliant. shooting himself in the foot again. ce-o sa se faca in ultimele 4-5 etape ale campionatului, cind cel din fruntea clasamentului general o sa aiba mai multe victorii decit curse ramase, ca sa mentina interesul curselor? o sa aduca niste dansatoare imbracate in alb, ca niste electrocasnice de bucatarie?... this guy continues to amaze me.

Eu zic ca citit si el pana la urma ce scriam noi pe aici de mai mult timp.... in sfarsit. 2 puncte avantaj pentru victorie e bataie de batjocora.
Ideea asta a lui e putin extrema, insa e clar ca punctajul trebuie sa incite trasul la victorie si nu loc caldut in primii 4. Trebuie ca riscul si trasaul la victorie sa merite... iar abandonul sa nu mai fie chiar un dezastru. Acum e un risc inutil sa tragi la victorie, daca iti iese castigi doua puncte prapadite, daca faci o prostie sau suprasoliciti masina si crapa cursa viitoare pierzi 8.

citeva alte ppoze
http://www.legacygt.com/forums/showthread....744#post1897744

http://www.bleacherreport.com/articles/280...ake-Formula-One

Graham Rahal says finishing in 15th place “isn’t cool.“ Marco Andretti’s still wary of the sport’s politics after his father’s disastrous 1993 season. Danica, Helio, are Dixie are all committed to American ovals for the foreseeable future, as opposed to the European road courses of Formula One.This season is much different for the Indy Racing League.

As opposed to 2007, when the series' two top drivers’ departures made the biggest headlines of the season, the IRL finds itself in a much more comfortable position in 2008, especially against Formula One. With the sudden ability to retain all of its drivers, the league appears poised to build a solid foundation of drivers and teams that may last 10 years down the road.

The reunification of the IndyCar Series and the Champ Car World Series this season, as well as the continued domination of Ferrari and McLaren in Formula One, hint that the top American open-wheel racing series may soon claim superiority over its more expensive European counterpart.Many Formula One supporters will scoff at the mere notion of any open-wheel series ever overtaking the FIA’s longtime crown jewel. Only Formula One boasts the best drivers in the world, they might say, and any driver who can’t make it in the series just isn’t committed enough to run the best cars in the world.

How can a series based around a budget of $3 million compete with a racing industry that boasts billions of dollars worth of technology?The answer is simple: The IndyCar Series provides actual competition.

Forget Max Mosley’s sex scandal and any other matters of racing politics across the pond; they’ve been discussed at great length already. Formula One has been little more than a parade for the past decade or so, with the only question being which Ferrari or McLaren driver would take the top spot on the podium (Fernando Alonso being the lone notable exception).

Michael Schumacher won five consecutive championships from 2000 to 2004. The last constructor to win a race besides Ferrari or McLaren was Renault: with Alonso driving, the team won the Japanese Grand Prix on October 8, 2006. That was 20 months ago.In the 12 IndyCar Series seasons that have been completed since the series’ first race in 1996, only one driver has won multiple championships: Sam Hornish Jr. won in 2001 and 2002 with Panther Racing, and again in 2006 with Penske Racing. Counting the history of Champ Car as well, since 1996, 18 drivers have won major open wheel championships in the United States.

In that same period of time, six drivers have won Formula One championships. Three of those drivers won more than one, with Schumacher‘s five the mark to beat.

It’s not rocket science that domination does not make for good racing, and neither do parades. This is exactly why the IRL—despite taking its knocks from the viewing public for years—puts out a better on-track product than Formula One does at this point.

Even before the unification with Champ Car, bringing the decade-plus schism to a merciful end, the on-track product was more entertaining, and more drivers had a chance to win races. At least nine teams—both Penske cars, both Ganassi cars, all four Andretti-Green cars, and Panther Racing’s lone entry—found their way into victory lane between 2005 and 2007.

Accounting for the fact that two drivers, Dan Wheldon and Marco Andretti, scored victories in Andretti-Green’s No. 26, a total of ten drivers accounted for these wins. For reference, the IRL had an average of 18 cars each of those years.

Meanwhile, 10 Champ Car drivers found their way into victory circles with six teams during that time frame—Sebastien Bourdais, Oriol Servia, and Bruno Junqueira with Newman/Haas/Lanigan Racing; Nelson Philippe and Robert Doornbos with Minardi Team USA; Paul Tracy and A.J. Allmendinger with Forsythe Racing; Cristiano da Matta with PKV Racing; Justin Wilson with RuSport; and Will Power with Walker Racing. For reference, Champ Car also had about 18 cars per race in each of those years.Accounting for the fact that Servia and Junqueira shared a car in 2005, 18 different entries and 20 different drivers won the 48 IRL races and 41 Champ Car races contested in the last three years. Adding Rahal, Danica Patrick, and Ryan Briscoe this season, 23 drivers have won the 96 races put on in total.

In that same time frame, eight drivers have won 54 Formula One Grands Prix: Fernando Alonso, Jenson Button, Giancarlo Fisichella, Lewis Hamilton, Felipe Massa, Juan Pablo Montoya, Kimi Raikkonen, and Michael Schumacher.

As Raikkonen replaced Schumacher at Ferrari and Alonso replaced Raikkonen at McLaren, those 54 wins have only occurred in seven different cars. Button’s win with Honda at the 2006 Hungarian Grand Prix was the only race of those 54 not to feature a Ferrari, McLaren, or Renault driver on the top step of the podium. After six races in 2008, no driver or team has added his name to this list.Eight drivers in 60 races with four different teams; 23 drivers in 96 races with ten different teams.

The numbers don’t lie.

But are those numbers skewed by the fact that two open-wheel series existed in the United States at the time? Absolutely. One cannot assume that had the Champ Car World Series and Indy Racing league run a combined 18-race schedule in those three years, a total of 23 different drivers would have won races—although many of them would certainly have come close. (To mention the winners is to speak nothing of the drivers who have come close to victory. Vitor Meira, Tristan Gommendy, Dan Clarke, and Scott Sharp most readily come to mind.)

Yet of those 23 winners, the only defections have been Hornish, Allmendinger, and Dario Franchitti to NASCAR, and Bourdais to Formula One. Philippe, Doornbos, and Tracy are all actively seeking rides in the unified series. Da Matta is an exception to the rule - after nearly being killed by a collision with a deer in a 2006 testing accident, he is racing sports cars for Bob Stallings Motorsports.

That still leaves 15 different race winners from the past three years, out of 27 entries. Subtract Enrique Bernoldi, Jaime Camara, Jay Howard, Mario Moraes, and E.J. Viso-the series’ five true rookies this season - from the equation, and the tally is 15 out of 22 experienced drivers with wins in the past three seasons.Only eight of Formula One’s 22 current drivers have ever even won races - forget the past three years. Although the sport goes through drivers like a baby through diapers sometimes, shuffling out consistency and experience for youth and quickness, it should be noted that only three of this season’s drivers were not in the series’ paddock last year.

Which series sounds more competitive to you?

If Formula One fans are not dismayed by the fact that IndyCar Series racing offers more drivers and teams a chance to win races, they also have the Champ Car unification story to consider. With 10 drivers and six teams having switched series for this season, the IndyCar Series has two distinct marketing advantages: one, that American open-wheel racing can finally define a single true champion; and two, that they can play up any major gains by Champ Car drivers in the new series, with Rahal’s win in his first start at St. Petersburg only the first big story.

Watching the Champ Car teams get accustomed to (and perhaps one day dominate) the ovals of the IndyCar Series is an occurrence many fans can look forward to. By 2011, when new cars and engines are introduced, both Champ Car and IndyCar teams should be on even footing.The facts don’t lie. IndyCar racing is simply a more competitive and more entertaining form of open wheel racing than Formula One at this point, and it appears destined to continue on its upward swing for a very long time.

The Indianapolis 500 undeniably is a legitimate race again, despite years of claims from purists that series owner Tony George tainted the race by creating the IRL to feature it.

Drivers are excited to compete in the new series, with many of them no longer even considering NASCAR offers. Fans are excited to see all of their favorite stars competing in the same place again. Perhaps most of all, executives are excited for the series’ future prospects, with many projecting an eminent boom for the series—more sponsors, more chassis and engine manufacturers, more teams and drivers, more races in more locations.Truth be told, it’s only a matter of time before Formula One fans grow tired of the sport’s politics and parades and shift their allegiances to the Indy Racing League.

Things are different now.

Am citit astzi , in AMS, despre KERS si se pare ca singurii care au luat-o pe aratura sunt RENAULT.

Adica se interzic chestiile alea eletrice care incalzesc cauciucurile sau se elimina tura de incalzire?

Daca e prima varianta, schimbarile de pneuri vor fi f interesante

poze de la bmw din 2006. muzeul bmw iunie 2008


se vede progresul de la masina ta din anii 1990. placi multiple, carbonul folosit, etc. si dimensiuni mai mici de o palma

si pt ca nu mai ma lasa sa editez bag inca o poza

Pt inceput, un proiect ambitios insa ne-aprobat. interesant este ca FW15 a fost considerata masina de F1 cea mai avansata tehnologic a tuturor timpurilor.

1993 Williams-Renault FW15 CVT (Continuously Variable Transmission)
http://www.youtube.com/watch?v=x3UpBKXMRto

FW15
http://www.youtube.com/watch?v=iPD01rbUEUk...feature=related
http://www.youtube.com/watch?v=sjbc1tmKi6g...feature=related
suspensia activa - wow

de unde se asteptau sa fie electrifiante, se pare ca primele teste de kers facute pe circuit pentru bmw f1 team au fost de-a dreptul socante. abia astept sa inceapa si ferrari sa testeze kers-u lor, sa vad dup-aia cum ii sta parul lui kimi

Ultimul articlo din RACECAR ENGINEERING avea un articol meserias despre regulile din 2009. Revista e misto, website-ul cam lasa de dorit, si oricum nu are articolul acela inca:
http://www.racecar-engineering.com/articles/1/f1.html

Echipele din Formula 1 vor sa salveze planeta: lupta pentru a combate poluarea si vor sa adopte tehnologia ECO

Echipele participante in Formula 1 si-au manifestat intentia sa adopte o noua tehnologie, pentru a reduce consumul de combustibil si a lupta pentru combaterea poluarii. In cadrul unui seminar, reprezentantii celor de la Honda si BMW au vorbit despre impactul pe care il vor avea aceste masuri, Felipe Massa si Kimi Raikkonen militand pentru salvarea mediului inconjurator.

"Tehnologiile ecologice sunt viitorul Formulei 1 si trebuie sa ne asiguram ca acesta va fi viitorul si pe drumurile noastre", a spus Felipe Massa. "Sportul ar putea fi un model daca s-ar implementa aceste tehnologii si am putea salva niste vieti, poate chiar am salva planeta", a declarat si Raikkonen. Monoposturile de Formula 1 emit o cantitate de gaze cu efect de sera de zece ori mai mare decat o masina normala si consuma 70 de litri de combustibil la 100 de kilometri.

Deocamdata, trei echipe ar putea sa dispara din anul 2010, Marele Circ urmand sa alinieze numai 14 monoposturi pe viitor din cauza crizei financiare. Una dintre posibilele solutii pentru rezolvarea problemelor financiare ar putea fi reducerea costurilor pentru cutiile de viteze si motoare, cele care costa aproximativ 30 de milioane de euro pe an pentru fiecare echipa implicata in Formula 1.

sursa

asta mai e cum mai e, dar daca fia o baga pe aia cu 2 motoare pe sezon, nu ma mai uit la formula 1 cica asta se vrea ca un fel de ajutor pentru echipele noi... dar mie nu-mi pasa de astfel de echipe, pentru ca cine nu-si permite, nu are decat sa nu intre in f1... ca zice el ca asa se vor reduce costurile cu 90%, in 2 ani... sa-mi fie cu iertare, dar asta nu mai iese la pensie (ca sa nu zic altceva mai urat) ?

http://f1.gpupdate.net/en/news/2008/10/09/...1-engine-plans/

Spunea o persoana implicata direct in acest sport (nu dau nume pentru ca nu sunt sigur despre cine e vorba) ca masina care se dezmembreaza dupa ce a trecut linia de sosire este cea mai buna masina de f1.

pai, oana, ala e un rau mult mai mic decit cealalta idee pe care o au - acelasi motor pentru toata lumea. un singur motor pe sezon si cu sanctiuni de cite ori il schimbi e mult mai competitiv decit motorul comun tuturor... sincer sa fiu chiar agreez ideea aia, si-ar fi si usor de impus. asa cum au reusit sa mute pe toata lumea de la un motor pe cursa la un motor la doua curse, asa ii pot muta si la un motor pe sezon.

Treaba cu motorul unicat (ma rog, nu neaparat ca un singur motor pt fiecare echipa) - asa cum il inteleg eu - adica mult mai standardizat decit este acum - este o idee si buna si rea. Buna pt ca intr-adevar poate reduce costurile...rea pt ca anuleaza una din aspectele fundamentale ale sportului: inovatia tehnica (adica ce progres si diferente pot fi intre motoare cind toata lumea are voie doar motoare V8 de 2.4 L cu inghiul de 90 de grade 4 supape, doar aluminiu, cu bujiile de la aia, aprinderea de la ailalti, ECU unic etc etc etc)

Cam asa ar arata masinile in 2009. Aripa pe fata cred ca este 2008 dar aripa pe spate e clar diferita, ingusta, si inalta.
Later edit - uite si o aripa pe fata.

Cam asa va arata F2009: aripa fata mai joasa si mai lata, eleronul spate mai inalt si ingust, fara deflectoare si alte apendice aerodinamice in zona centrala a masinii. Astfel se vor reduce tulburentele in spatele masinii si depasirile vor fi mai usoare, teoretic.



In prezent este foarte dificil de pilotat cand esti la mai putin de o secunda de masina din fata. Pentru ca iti scade apasarea aerodinamica accelerezi mai usor si atingi o viteza maxima mai mare pe liniile drepte decat masina din fata, dar in acelasi timp iti scade forta de franare si trebuie sa franezi mai devreme, iar pe viraje masina are un comportament puternic subvirator, obligandu-te sa abordezi virajele cu viteza mai mica.

Banuiesc ca acesta este KERS de la Ferrari. Masina are o gilma pe partea dreapta si un semn de soc electric !

kers-u nu era acelasi pentru toata lumea? un singur producator?...

OT: f1anatic, te-ar deranja daca te-as ruga, in calitatea si suprematia ta de supermoderator, sa iei posturile tehnice din topicul asta care se vroia a fi destinat discutiilor despre transferuri, si sa le muti, io stiu, la locul lor? in "salata" de exemplu?... si daca se poate, incearca sa iei o bita si sa le atragi atentia celor care posteaza off-topic.

BMW Sauber F1.08B adaptata pentru regulamentul din 2009:



Daca masinile vechi mi se pareau ca arata slick and cool, astea arata silly and lame.

Mie imi plac mai mult decit cele din ultimii ani cu tot felul de aripioare si ariputze si alea alea. Dar aripa pe spate ar fi trebuit sa fie mai ingusta (aici ma refer la panourile verticlae)-(vedere laterala) si la fel de lata cit a fost pina acum (vedere frontala). Iar aripa pe fata...well...mai ingusta - la fel de lata ca inainte. Dar repet, prefer aceste masini pt ca arata mult mai simplu, mai curate.

E doar o chestie de obisnuinta......ca si cu nevasta bruneta/satena, care se vopseste blonda pt. prima oara.....o vreme bietul barbat nu-si revine, in fiecare dimineata are impresia ca se trezeste langa alta femeie..... Intotdeauna schimbarile de look uimesc la inceput, dar apoi totul reintra in normal....iar io-s de acord cu ce spunea si bro.....prea de tot incarcate cu fel de fel de "aripioare si ariputze si alea alea" au devenit ultimele masini....forma reala/curata a masinii era obturata de multitudinea de artificii aerodinamice, care, sincer vorbind, nu stiu cat au ajutat.....ma refer din punctul nostru de vedere, nu al lor..... Prima poza e tare....daca as fi vazut-o acum un an, as fi jurat ca-i mesterita in Photoshop.... Dar asta e.....io unu accept orice forma a masinii, chiar si de calorifer, dar sa fie spectacol si depasiri in fiecare tura a cursei!!!

Nu foarte diferita de B194 din 1994

Urate,frumoase fie ele cum or fi dar ce ziceti de intentia lui Bernie de a da pilotilor medalii si a face clasamentul mondial pe medalii la piloti si pe puncte la constructori. Aceasta propunere se va discuta pe 12 dec 2008 ( conform F1live).

mie sa-mi explice cineva la ce-s bune cutiile alea de pantofi de la capatul aripii din fata de pe bmw.

formula 1 nu e salon auto. asa cum nu ma intereseaza asa de tare daca au interfata pentru ipod si oglinzi reglabile in functie de greutatea soferului, asa nu ma intereseaza nici splendoarea formei lor. orice forma supla e negata from the get go, pentru ca au rotile p-afara.

Waw, n-am mai vazut macheta care sa aibe reprodusa pana si acea minicamera de pe aripa din spate!!! Misto! Dar lipseste pilotul..... Ce scara e? 1:24? Io am McLaren-ul lui Mika din 2000, scara 1:18, cu pilotul inaintru, cu mainile pe volan, se invarte volanul cu rotile!!!

Din partea mea poa sa le dea Bernica si cate-o vila de lux castigatorilor, numa sa vad depasiri in fiecare tura, precum am mai spus!!!

Pai.....cutiile alea de pantofi cred io ca ajuta in curbe, ca intra in ele aer destul de mult si mai reduce subvirarea....zic si io in prostia mea, daca tot ai cerut o explicatie.....nu dati cu paru.... Oricum mie mi-a placut ce spunea Kubica despre ele: "The front wing is too wide .... I am curious to see how many (wings) will be flying at the first race in Australia"

mh. nu tzine ai vazut vreodata un avion impingind frinele aerodinamice? sint ca niste flap-uri pe aripa portanta, care se ridica-n sus. sint folosite foarte rar, doar atunci cind vrei sa faci avionul sa "cada" mai repede, ca bolovanul, fara sa maresti viteza, si pentru ca nu ai loc sa faci manevre stinga-dreapta. asa mi se pare ca arata cutiile de pantofi de care ziceam: sint ca niste frine aerodinamice permanente. probabil ca vroiau sa masoare ceva cu ele.

eu de-asta zic ca nici un clasament din teste nu e convingator, pentru ca de multe ori echipele se concentreaza pe anumite chestii pe care le au de facut, si nu totdeauna vin cu motorul ala de ultimul racnet - folosesc si ei motoare care le-au mai alergat.

Na pai noi aici oricum dam doar cu presupusu.....clar ca is niste frane aerodinamice, tot eleronu este de altfel, dar sa ne gandim cand e mai mare rezistenta opusa de ele, cand aerul intra din fata sau cand intra {mai} din lateral? Mie mi se pare ca la atacul lateral al aerului este lovita o suprafata mai mare de material..... Pune tu chiar o cutie de pantofi de forma aia si sufla aer intai pe latime (suprafata mica) si apoi pe lungime (suprafata mare, fundul cutiei), sa vezi in care situatie va fi cutia impinsa mai repede.....dar sa nu intram acuma in detalii prea adanci, ca n-are rost.....

Alea sint parte din eleroanele reglabile pe fata (aripa pe fata) pe care le poate ajusta pilotul.

Hmmm.....io tare-as fi curios mai exact care parti din toata aripa aia le poate ajusta pilotul din mers!!! Bro, ce-ai zis tu e doar o banuiala sau stii sigur ca asa e? Si-acuma ma mai umfla rasul cand privesc pozele si-mi amintesc de expresia "cutie de pantofi" ......ce imaginatie dom'le....prea tare.....

Cica butonul BOOST ar da un surplus de putere de ~ 80 CP.....e ceva si aia.....peste 10% din puterea normala a motorului!!!

Bustu' adica Boost-ul nu este chestia asta KERS care e valabila exact 6.7 secunde de nebuneala pe tur ? Ar trebui sa nu limiteze treaba asta. Parerea mea.

Butonul de care vorbesti este cel ce foloseste energia acumulata de KERS si poate fi folosita un timp limitat din cauza capacitatii reduse a KERS care dupa folosire trebuie reincarcat la franari. Energia inmagazinata in KERS este limitata si ea la 400KJ. Astfel ca un pilot nu va putea folosi decat o data pe tur BBOST-ul si poate de doua ori pe circuite cu franari rapide.
In ce priveste reglajul eleronului fata acesta are doua pozitii care pot fi schimbate in timpul mersului.
Eu cred ca acele "cutii de pantofi" de la capatul eleronului fata sunt asa zise citite aerodinamice si au rolul de a reduce turbioanele de la capatul eleronului