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Indikar sezona 2017


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#16 Rad-oh-yeah?

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Posted 13 October 2016 - 15:03

- Nakon transfera Sebastijana Bordea u ekipu DCR, gazda Dejl Kojn je doveo i njegovog bivseg inzenjera iz nekadasnje ekipe Njumen/Has Krejga Hemptona sa kojim je Borde uzeo cetiri titule u CCWS Indikar seriji u godinama rascepa.


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#17 Rad-oh-yeah?

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Posted 14 October 2016 - 14:32

- Kao sto je najavljivano, tim EjDzej Fojta prelazi u tabor Sevroleta (nakon sto je Ganasi presao na Hondu), i za sezonu 2017. ce imati kompletno novu vozacku postavu. Ne zna se jos ko ce voziti (u opticaju su imena poput Montoje, Dejlija, Munjoza) ali se sigurno zna da se ni Sato ni Hoksvort ne vracaju u tim. Sto se tice Takuma-sana koji i dalje ima podrsku Honde, govori se o mogucem angazmanu u cetvrtom Andretijevom ili trecem Kojnovom bolidu - i jedna i druga ekipa traze vozaca sa sponzorstvom, i ako ga ne nadju nece ni voziti te bolide osim za Indi 500.


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#18 Rad-oh-yeah?

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Posted 14 October 2016 - 14:37

Par fotki sa testiranja na Gejtveju:

 

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#19 Rad-oh-yeah?

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Posted 16 October 2016 - 18:15

- Andreti potvrdio cetiri bolida za kompletnu narednu sezonu. Za sada su sigurni Marko Andreti, Hanter-Rej i Rosi, za cetvrti bolid se jos trazi vozac. Prethodnih sezona tu je bio Karlos Munjoz ali on navodno razmatra ponude nekih drugih timova.


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#20 Rad-oh-yeah?

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Posted 18 October 2016 - 03:49

- Nepotvrdjene glasine kazu da Andreti pregovara sa Kevinom Magnusenom za cetvrti bolid, za slucaj da ne produzi saradnju sa Renoom u F1. Navodno Honda bi finansirala sve, u zelji da sklopi sto jacu vozacku postavu i tako prekine dominaciju Sevroleta.


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#21 Rad-oh-yeah?

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Posted 18 October 2016 - 15:02

- Magnusen je na svom tviter nalogu porekao pregovore sa Andretijem.


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#22 Rad-oh-yeah?

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Posted 18 October 2016 - 15:05

Montoja i Barikelo sa familijama, vikend karting zabava:

 

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#23 Rad-oh-yeah?

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Posted 21 October 2016 - 12:39

- Najnovije neproverene glasine kazu Karlos Munjoz, kome Andreti trazi pare za mesto u cetvrtom bolidu ekipe, prelazi kod EjDzej Fojta da vozi za platu (u isto vreme ovo znaci i prelazak sa Honde na favorizovani Sevrolet, ali takodje i prelazak iz jedne od tri najjace Indikar ekipe u jednu od najslabijih), dok bi u Andreti dosao Sato Takuma-san, uz pomoc Honde, jer Honda zeli Japanca u Indikaru iz marketinskih razloga.


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#24 Rad-oh-yeah?

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Posted 24 October 2016 - 12:14


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#25 Rad-oh-yeah?

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Posted 24 October 2016 - 21:37

- Mihail Aljosin ostaje u ekipi SPM za sezonu 2017, zvanicno potvrdjeno!


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#26 Rad-oh-yeah?

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Posted 26 October 2016 - 12:53

O novom aeropaketu za 2018:
 

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INDYCAR: Champ Car-style bodywork set for 2018
Tuesday, 25 October 2016
Marshall Pruett / Images by LAT


The Verizon IndyCar Series will take a page from the days of CART and Champ Car when its 2018 universal bodywork arrives.

The plan put in motion by IndyCar president of competition Jay Frye and colleague Tino Belli, who oversees the series' aerodynamic development, will fit the Dallara DW12 chassis with all-new bodywork that severs any ties to the Indy Racing League-inspired shape that debuted in 1997. The DW12 chassis will make use of the new body kit from 2018-2020.

That initiative will replace the overhead air intake with a low, sleek engine cover; twin-turbocharged engines from Chevy and Honda (and any new manufacturers that enter the series) will be fed from new intake scoops integrated into the sidepods.

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The DW12's current appearance (above), with an overabundance of wings and rear-mounted pieces, will also be simplified with universal bodywork that relies on a new and more powerful underwing that shifts a greater percentage of downforce production below the car.

With the new, full-width underwing in place, it will be covered by more traditional sidepods that extend outward from the sides of the cockpit to fill most of the void behind the front tires. The "sponsor blocker" devices – the floor-mounted units designed to prohibit the interlocking of wheels – would no longer be required with full-width sidepods.

The rear wheel guards are expected to go from full-time use to only being retained for superspeedways, and even then, they will be smaller and less visually intrusive.

Altogether, the current aero kits, which will continue in 2017 under a development freeze, will be traded for something that takes the DW12 closer to a Panoz DP01 (pictured, top [Simon Pagenaud] and below [Sebastien Bourdais] in 2007) than anything we've seen since Champ Car folded.

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"This process really started last April and we're vetting a lot of different looks and possibilities," Frye told RACER. "We've given a list of criteria of the cosmetic looks of the car we want and the performance criteria. We'll be modeling those versions and working on a timeline to start track testing the car before we go race it in 2018.

"We want to move most of the downforce to the bottom, get rid of a lot of the topside parts and pieces, and we're looking to maybe get rid of the rear wheel pods."

Frye says there are parallels between IndyCar's approach to the universal kit and the recent spate of retro-themed muscle cars.

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"If you take today's Camaro, it looks kind of like the Camaro from the 1960s but it has the big motor, all the electronics, and everything that gives it the retro look but with modern technology," he said. "There's probably some balance in there for what we're looking for with the universal kit. We've taken photos of the Indy cars from the last couple of decades, done side-by-side comparisons on what we like and don't like, and then we've taken some of those ideas to our partners, our manufacturers, and gotten their feedback on what might work on that [retro-modern] theme."

From a technical standpoint, Belli says the move to a more muscular look with the DW12 in 2018 should improve engine performance while increasing the car's visual appeal.

"We want the low engine cover just because we want the car to look more like a traditional Indy car from the '90s," he told Racecar Engineering. "The whole [overhead] airbox thing is really left over from a normally aspirated engine, which we had had for so long. It's good at creating positive pressure so the turbos work less hard, but it isn't the only option available, so we will be moving the [turbo] inlets to the sidepods.

"That will also make the plumbing shorter. So right now you take the air and you've got the pipe down in there – and then it goes back up and there's a lot of pipework and complexity where they are going to put the turbo inlets in the side pods. [We're] making it shorter, lighter and lower. But the advantage of that, it makes the engine cover look a lot more sleek. We want a sleek, low, wide look."

Is that what the fans want, too? Readers' comments here could provide some evidence...


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#27 Rad-oh-yeah?

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Posted 26 October 2016 - 17:15

he spec Dallara DW12 chassis will be used through the 2020 Verizon IndyCar Series season, and could be replaced by an all-new chassis the following year.

According to IndyCar president of competition Jay Frye, the DW12 will bridge the series' move from custom aero kits produced by Chevy and Honda through the new-for-2018 universal aero kit that will be used by every engine manufacturer.

"If you look at it in years, in 2017 the kits are frozen, and then there will be another program in 2018, 2019, and 2020 with the universal kit, so in 2021, you could do something drastically different with the chassis," Frye told RACER.

The DW12 made its debut in 2012 (pictured) when IndyCar switched to a turbocharged engine formula. In its original guise, spec bodywork was used from 2012-2014 before the DW12 underwent a significant visual update when the series introduced aero kits in 2015. Once the universal bodywork appears for 2018, the DW12 will race while featuring its third distinctive styling makeover.

Providing a three-year period of stability for teams (and manufacturers) with the universal kit is another driving factor behind extending the life of the DW12.

"One of the main goals of this program is to get another [engine manufacturer] to come in, and with the new universal kits on the way – it helps that initiative," Fry said. "And at the same time, we want everyone in our paddock to have a decent period of time with the universal bodywork before we make another change, so 2021 would be the next window for something that's possible on the chassis side."

The DW12 tub has received numerous updates since it went into production. Additional Zylon side impact material was added in 2012 after a pair of crashes involving Sebastien Bourdais at Sonoma and Justin Wilson at Fontana resulted in the sides of the cockpit cracking or collapsing when struck at a high rate of speed. The top of each DW12 cockpit was also strengthened during the update process. And with the pending installation of windscreens in late 2017 or early 2018, the venerable Italian chassis is scheduled to undergo at least one more substantial update before a new design is commissioned.

Provided the DW12 is replaced at the end of 2020, it will retire after nine years in service.


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#28 Rad-oh-yeah?

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Posted 29 October 2016 - 21:52

- Od sezone 2017. Indikar cirkusu se pridruzuje jos jedna serija - Mazda MX5 kup.


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#29 Rad-oh-yeah?

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Posted 31 October 2016 - 20:41

- Sato Takuma-san ce ove sezone voziti za Andreti Autosport u njihovom bolidu #26 koji je u sezoni 2016. vozio Karlos Munjoz, zvanicno je potvrdjeno. Kako stvari stoje, Munjoz ce na Satovo staro mesto u Fojtov bolid #14. Tim EjDzej Fojta ove sezone prelazi u tabor Sevroleta, a Sato je miljenik Honde kojoj je interesantan zbog fanova u Japanu.


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#30 Rad-oh-yeah?

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Posted 31 October 2016 - 21:13

Driving demands force different training regimens for INDYCAR vs. F1
By Jeff Pappone | Published: Oct 30, 2016

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Whether you're driving in the Verizon IndyCar Series or Formula One, the mechanics of being lightning quick are pretty much the same: throttle, brake, turn, accelerate (repeat as necessary).

Although the tremendous athletic demands on the drivers are also comparable, a few differences make switching from F1 to an Indy car not as plug-and-play as many think. Alexander Rossi and Max Chilton, both 25, were Verizon IndyCar Series rookies in 2016, but their lengthy European open-wheel backgrounds that included time in the F1 paddock provide them the ideal perspective to discuss those distinctions.

“The thing about an Indy car that surprised me the first time I drove it — and I guess it shouldn't have — but a lot of people don't realize that an Indy car actually makes quite a lot more downforce than an F1 car,” said Rossi, the No. 98 Andretti-Herta Autosport Honda driver who won the 100th Running of the Indianapolis 500 presented by PennGrade Motor Oil and collected Sunoco Rookie of the Year honors for both that prized race and the season as a whole.

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“The cornering capabilities, even though the car is heavier and has less horsepower, is comparable to an F1 car, if not probably higher.”

With Verizon IndyCar Series regulations not allowing power steering, the Indy car puts much more stress on a driver’s wrists, arms and shoulders than an F1 racer when the aerodynamic load piles on and dramatically increases the effort needed to turn the car.

In response to the particular demands of driving his Honda, Rossi adjusted the mix of his training regime this year. It also helped that, unlike in F1, Verizon IndyCar Series minimum car weight regulations do not include the driver in the calculation. Instead, INDYCAR follows an equivalency formula of 185 pounds – the combination of driver weight with added metal ballast – so each car carries the same weight and lighter drivers don’t have an advantage over their taller, heavier competitors.

“F1 very much focused on the weight and because of my height (6 feet, 1 inch) that was always the main focus for me,” said Rossi, the Californian who has been a reserve driver with F1's Manor Racing since 2014, made five starts with the team in 2015 and still serves as a reserve driver in 2016.

I'd say 80 percent of my training was cardio and 20 percent was strength in F1, and now it's probably 60 to 70 percent strength and the rest cardio. With (no) power steering and the lateral forces we experience (in Indy cars), you need to have the upper body strength.

Essentially, Rossi shifted the cardio levels he developed for F1 to a maintenance program to allow more pure strength training to respond to the increased physical demands of INDYCAR. Rossi adjusted his workout routine after his first oval race in Phoenix in April and feels he's had the right fitness balance since the change.

While some do not believe that racing drivers are athletes in a sport with tremendous physical demands, science proves them wrong.

Dr. Stephen Olvey, who served as director of medical affairs for the pioneering fulltime Indy car medical team in Championship Auto Racing Teams from 1978-2003, studied Indy car drivers a decade ago to measure the fitness requirements of racing against other sports. The study by Olvey, now an associate professor of Clinical Neurology and Neurosurgery at the University of Miami and founding fellow of the Federation Internationale de l’Automobile (FIA) Institute for Motorsports Safety, found that the oxygen needs of an Indy car driver are comparable to an elite athlete in a 1,500-meter swimming event or a marathon.

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With the increased downforce of today's Indy cars compared to a decade ago, it's likely that baseline has risen even higher since the Dallara IR-12 chassis was introduced in 2012 and aerodynamic bodywork kits added in 2015.

Chilton, the other Verizon IndyCar Series rookie with F1 experience who drove the No. 8 Gallagher Chip Ganassi Racing Chevrolet in 2016, also upped his physical game, especially when it came to his wrists and forearms. The Brit also found ovals put his upper-body strength to the test.

Short oval racing is very physically demanding, so somewhere like Iowa Speedway, you just feel your wrists and hands getting tense within 20 laps — and you have to do 300 laps — so it takes some getting used to,” said Chilton, who raced with the F1 Marussia team for two seasons beginning in 2013.

“I also have this hand exercise where I tense and load up about 20 kilograms (45 pounds) of force and practice my forearm strength.”

While there are some corners on permanent road courses where F1 drivers experience several times the force of gravity shoving them around in the cockpit, it lasts for two or three seconds per lap and then it's gone. On the other hand, the short 0.894-mile Iowa Speedway punishes Verizon IndyCar Series drivers’ bodies with high sustained pressure up to six times the force of gravity for roughly half of the 18-second lap, something that pushes the limits of even the fittest athletes.

Lateral G-forces on an oval put huge pressure on the driver's right arm and shoulder because that side of the body is constantly pressed into the seat and side of the car.


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In F1, it's a short point where you get the peak G-force; in INDYCAR, it's a huge loading, loading, loading, loading that you just can't believe,” said Chilton, who holds the record for most consecutive finishes from the start of an F1 career at 25 races. “I think a lot of F1 drivers would be shocked by the amount of G-force.”

Although he makes sure to focus on the strength needed to perform at the highest level, Rossi also quickly discovered that his cardiovascular training comes in pretty handy in an Indy car.

“The other thing that surprised me is that because you are under so much load in the corners, you can't really breathe,” Rossi said.

“The cardio has to be there as well because on the straights that you have, you need to recover the breath. In turns 1, 2, 3 and 4 of both Phoenix (International Raceway) and Iowa, you are not breathing — there's too much force, you can't do it. So you kind of hold your breath and then you need to have to have the aerobic capacity to bring your heart rate down in five or six seconds.”

Interestingly, one place where Chilton feels there's more force and less finesse in F1 is the braking, where stopping the lighter cars requires a much harder initial slam on the pedal than an Indy car. While he doesn’t doubt for a second that INDYCAR drivers have the strength to stomp an F1 pedal with sufficient force, the method of slowing the car isn’t exactly the same. 

“It's a very small difference but a driver can tell,” Chilton said.

In F1, the first hit of the brake application, you can hit it as hard as you like and it's unlikely the car will lock up unless it's wet. You get as much physical pressure straight away as you can and then feed off. You have to be slightly more finessed in INDYCAR because the car weighs more and it's easier to lock up.

 

Ovako - s obzirom da su obojica vozili Manor / Marusiju, ne cudim se da im se cini da F1 ima slabije prianjanje posto je Manor definitivno najslabiji po tom pitanju. Da su okrenuli koji krug u Mercedesu ili Red Bulu verovatno im se razlika ne bi cinila tako drasticnom.

 

Sto se tice ovog ostalog - Indi bolidi sa 1000 KS bi bili apsolutne zveri, nista drugo ja tu ne bih dirao. To bi definitivno bila formula iz snova!


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