My dad and I did have a giggle at Ross Brawn laughing at Montoya, thought it wasbrilliant. Only sorry that Fissi couldn't have kept the pressure on Alonso, that and Buttons miserable race are why I didn't think it was that great. Plenty of action and excitement though! Is four safety car periods a new record?What was Juan Pablo Montoya doing during the formation lap?? I really think it's a lack of focus! He did well afterwards during the race, but what was he doing there!
That's bullsh*t...he was just not focusing! Only a rookie could make a mistake like that!Ignis Fatuus wrote:What was Juan Pablo Montoya doing during the formation lap?? I really think it's a lack of focus! He did well afterwards during the race, but what was he doing there!
JPM: “There was really no grip at all and when I was going to the grid I was worried so I tried to spin the tyres as much as I could, and once I opened the throttle I was pointing in the wrong direction.”
What have I done to you?Tom wrote:Thats my race summary and the only thing left to do is congratulate Alonso and avoid Principessa for a few weeks.
finally no more flexingFerrari's front wing was the subject of much discussion at the last round in Malaysia. Onboard TV shots showed the upper profile bending downwards at speed, opening up a gap between the wing element and the nose cone, prompting many to question whether this constituted a moveable - and hence illegal - aerodynamic device. In theory this design should help push back the car's centre of aerodynamic pressure. This means the rear would run closer to the ground, increasing the available downforce created by air passing underneath. Furthermore, the front end would become slightly more understeery - and hence controllable - at high speed. Such principles are no huge secret, but only the top teams are likely to find ways of designing structures that may flex at high speed, but still pass the relevant FIA tests. Nothing illegal was found on Ferrari's car at Sepang, but for Melbourne reinforcements have been applied where the upper wing profile meets the nose (see detail), making for a more rigid connection.
An interesting, if minor, aero development spotted on the Toyota in Australia was changes to the barge boards, which sported an additional inner fence in their foremost section. This creates a channel which more effectively diverts the lower portion of the airflow, increasing the efficiency of the bottom of the car. Quick direction changes dominate the Albert Park circuit and here the revisions resulted in better stability and improved grip
Small changes for Melbourne following informal communications from the FIA post-Malaysia. The revisions are concentrated on the endplates, in the cut area just behind the flap (red arrows). This area is now bent slightly outwards, with reinforcement along the bend to restrict the flexibility of the endplate and the flap under high loads. The connecting points between the endplates and the main wing profile have also been strengthened accordingly.
It may only be an interim car, before the arrival of the team's 2006 machine later in the year, but the SA05 has already seen a fair amount of development since its debut. A double-decker front wing has been introduced in Australia. The additional upper elements are an integral part of the endplates, as on the Renault and Midland. This solution provides increased downforce with a relatively small drag penalty. A logical, straightforward change from a young team looking to quickly improve their performance.
Another team invited by the FIA to make changes to their wings prior to Australia, BMW Sauber have revised the junction of the rear wing's endplates and its main profile and flap. The shape of the elements has not changed, but the connecting points between them (areas in orange) have been reinforced to prevent any unwanted flexibility and freedom of movement between them.
For Melbourne, the team introduced a revision to the front wing design seen in Bahrain and Malaysia. The main profile is largely unchanged, but the endplates now feature an upward-curving fin (yellow and detail), which closely resembles the one adopted on last season's Sauber. This fin reduces turbulence and hence improves the airflow passing close to the front wheels. This solution is likely to be alternated with the original flat fin over the course of the season, depending on how tight and twisty the circuit. The small change may provide an overall aero efficiency gain of around three percent.
A lot of data is collected by the FIA, and subject to scrutiny. If jenson had tried such a move (I personally doubt any true competitor would willingly lift off the gas) it could be easily protested by Flavio. They would easily prove to the stewards that Jenson allowed him past.......and then we get into the murky area of defining who was wrong.Tp wrote:We know that Drivers are not allowed to overtake until they pass the Start/finish line. So why doesn't Button ease off the accelerator, so Alonso will speed pass, overtaking before the line, so he is then penalised, removing any chance of him wining.
Fernando: "He had very cold tyres in the last corner so he went a little bit off line and I was much quicker, but I didn't overtake him before the line, so I was on half-throttle on the straight in order to be side-by-side and then when we crossed the line I was on full throttle."Tp wrote:
We know that Drivers are not allowed to overtake until they pass the Start/finish line. So why doesn't Button ease off the accelerator, so Alonso will speed pass, overtaking before the line, so he is then penalised, removing any chance of him wining.
).Plus as far as I've heard, the Honda engine is supposed to be more powerfull than Renault's.
