They are sponsor logos.type056 wrote:What are these on endplate.
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Team: Pat Fry (TD), Nikolas Tombazis (CD), Stefano Domenicali (MD)
Drivers: Fernando Alonso (5), Felipe Massa (6)
They are sponsor logos.type056 wrote:What are these on endplate.
FakeAlonso wrote:It looks they are still struggling with the off throttle exhaust gases that makes the car unstable as it exists the corner.Lorenzo_Bandini wrote:No traction at all.
Federico wrote:They are sponsor logos.type056 wrote:What are these on endplate.
I'm going to give you the benefit of the doubt and assume that was a joke... =D>
That's not such good news if that is in fact true.Raptor22 wrote: No they're struggling with a general lack of mechanical grip at the front. The Pull rod is not working for them. They simply cannot get it to ride the bumps and provide enough cornering grip. They are playing around with the rear to get some balance and consistency.
Rumour in the pit is that the heavily revised car will ditch the pull rod front. i.e. they making a new tub and front suspension.
Fernando Alonso: “It is always a pleasure to be back at a Grand Prix after the winter break: everyone is out on track together and there’s the crowd, so it is always a nice feeling. It was a bit complicated trying to work through the programme we had planned for this Friday because of the weather. Therefore there is still a bit of work to do tomorrow before qualifying, but I think the others are in a similar position. I am reasonably satisfied with the car: the initial feeling as to its balance is positive. However, we have not done the usual comparison between the two types of tyre, because we ran mainly on the intermediates and the Mediums and these seem to be behaving quite well, as far as degradation is concerned. It was important to have everything working perfectly – from the KERS to the engine, from the power steering to the gearbox and everything else, as is always the case on the opening day of the season – and that’s how it went. There’s no point looking at the time sheet from today with a view to making predictions for qualifying. Tomorrow I expect to see a very mixed up grid because there are so many teams that have done a good job over the winter. We will try and do our best, putting together the best elements we have tried in the past weeks, including a few details we brought here. However, my opinion has not changed: we wait for tomorrow to see where we are compared to the others. But if I was to give some sort of opinion on the day, I would say it’s been positive. We did the important things, the balance is good and the car responds well to changes.”
Felipe Massa: “After over three months, finally we are back to what we drivers like best, namely racing. However, today was a rather difficult first day back, because we could not do as many laps as we had planned. The rain complicated matters in both the first and the second session. In the first one, I also went off track, which cost me a bit of time: as I was braking, I got the left rear wheel on the grass and the car took off on its own, only stopping in the gravel on the escape road. In the second session, the rain meant the track was wet for a long time and only towards the end was I able to fit the dry tyres. All things considered, it wasn’t really possible to understand much as to where we are compared to the others. I did too few laps to say if the car has changed since the last day of the Barcelona test. Tomorrow afternoon, in qualifying we will all run in the same conditions so we will finally understand something!”
Pat Fry: “Today was even harder than usual to interpret because of the weather. The track conditions changed very rapidly, making it very difficult to work through the programme we had set ourselves. Furthermore, as this is the first race, we chose to save a handful of kilometres on the engine. The opportunity to use one of the sets of tyres available today in the third session, will allow us to recover at least part of the programme tomorrow. Honestly, it’s impossible to give any sort of assessment of the performance of the F2012 and on the prospects for this weekend. We had said we must wait until tomorrow’s qualifying to know more, so you need to be patient for a further 24 hours! We too are very curious to know where we stand compared to the competition…”
I think this is an F-duct solution. Three slot on the endplate. From another view visible the rear wing endplates much wider than the usual. Interesting...beelsebob wrote:Federico wrote:They are sponsor logos.type056 wrote:What are these on endplate.
It certainly didn't look like it was all working as it should. Perhaps it's a fast enough car it's just on a knife edge so looks like it's handling poorly, but the McLaren, Redbull and Mercedes all looked a lot more at home.Lorenzo_Bandini wrote:Very strange comment by all the team... i saw the car very twitchy with no traction, but the team seems happy with the car. Everything is fine..
It's less about drag reduction and more about balancing the car. Imagine as you are exiting a corner and wanting to activate the DRS but that drops a load of rear downforce and could make the car snap into oversteer. Being able to dump front wing downforce at the same time keeps the car in balance and gives the drivers confidence to activate the DRS earlier. This carries a speed benefit down the entire straight.f1316 wrote:Andrew Benson said the following on twitter:
"But remember none of the three teams in question - Mercedes, Red Bull and Ferrari - were running the slot-gap/new F-duct wing on Friday"
So whilst the rear wing with the slots may have been in place, doesn't look like they were using it.
I'm still struggling to understand exactly what this does. Boiled down to it's essence (so I can understand it), it is just a straight line speed boost that comes in effect when the DRS is open? Therefore is it only a boost for qualifying and less so the race?
Similarly, if you're adding more downforce because you know you can compensate for the straight line speed loss with this F-duct, are you then at a disadvantage in the race?
Apologies if this is the wrong place for this but, frankly, my interest in it is purely because Ferrari apparently has it and, ya know, I'm biased!
Ah, that's interesting, thanks for that. Nevertheless, unless I'm missing something, this is still a purely qualifying tool and doesn't actually yield any benefit in the race - save the few times they can use it to overtake.myurr wrote:It's less about drag reduction and more about balancing the car. Imagine as you are exiting a corner and wanting to activate the DRS but that drops a load of rear downforce and could make the car snap into oversteer. Being able to dump front wing downforce at the same time keeps the car in balance and gives the drivers confidence to activate the DRS earlier. This carries a speed benefit down the entire straight.f1316 wrote:Andrew Benson said the following on twitter:
"But remember none of the three teams in question - Mercedes, Red Bull and Ferrari - were running the slot-gap/new F-duct wing on Friday"
So whilst the rear wing with the slots may have been in place, doesn't look like they were using it.
I'm still struggling to understand exactly what this does. Boiled down to it's essence (so I can understand it), it is just a straight line speed boost that comes in effect when the DRS is open? Therefore is it only a boost for qualifying and less so the race?
Similarly, if you're adding more downforce because you know you can compensate for the straight line speed loss with this F-duct, are you then at a disadvantage in the race?
Apologies if this is the wrong place for this but, frankly, my interest in it is purely because Ferrari apparently has it and, ya know, I'm biased!
