The Australian Grand Prix of 2009 has again become an unexpected spectacle during which Button proved the most consistent and fastest. Rubens Barrichello finished second thanks to late crashes from Vettel and Kubica, while Trulli finishes 3th after starting from last place.
Unless they have an autoclave in the pits, they will not be doing this.dp35 wrote:This question assumes that the car's are not in parc ferme until qualifying begins, and that changes to things like diffusers are allowed.
Will some teams quickly build up new "double decker" diffusers, right in the pit garages? If so, make your predictions about who will do it.
I'm imagining the CFD programs running around the clock back at the headquarters offices, designing new parts, the engineers emailing these new designs to the mechanics at the track, and them building the new parts by hand. All of this is possible. Although this certainly would not produce the optimal combination, its quite possible that it could provide some improvement, and many teams have nothing to lose.
I disagree. We're not talking about building highly stressed parts like suspension A-frames. Small non-stressed aero parts can be EASILY built without sophisticated equipment. If I can do it in my garage, F1 teams can do it in their sleep.Agerasia wrote:Unless they have an autoclave in the pits, they will not be doing this.
This whole area is made from carbon fibre, and it's also far from not being stressed.dp35 wrote:I disagree. We're not talking about building highly stressed parts like suspension A-frames. Small non-stressed aero parts can be EASILY built without sophisticated equipment. If I can do it in my garage, F1 teams can do it in their sleep.Agerasia wrote:Unless they have an autoclave in the pits, they will not be doing this.
Its not a matter of being able to build, or more likely - modify, the parts. The challenge would be designing a part that wouldn't disturb the rest of the aero package. That's for the bright minds running the CFD models back at the home base to figure out.
IMO the difficult part is designing modifications to their existing parts quickly and effectively. The physical work is not the problem. Now I'm just curious to see which teams take a chance and do it.
I did notice a few instances were the revs increased in an 'unnatural' way, but then again my webfeed was iffyheosat wrote:BMWs looked stable but slow although they did a lot of laps.Deerfield805 wrote:I don't have a live feed. Was there any noticable KERS use? How did the BMWs look?
The Williams and BrawnGP definitely looked the fastest in terms of their stability and ride. Everyone else looked a bit of a mess.
Hamilton had 3 track excursions!
As usual i noticed that different tone on the merc engines, but the one on the brawn had a particular low note, not sure if it was exhaust or rev related. Perhaps Ross wants to win the championships and also do it with say only 6 engines, then rub that against everyone's facesmeves wrote:
Oh I forgot to add, does anyone know if anyone has been running reduced revs through these sessions. It's rumoured that teams are running reduced revs by up to 1000rpm, to save their engines due to the new engine rules for this year.
I think, if anything, letting the center spoon dump directly onto this splitter would have made a huge increase in front downforce...modbaraban wrote:Don't forget that all cars used to have a huge 'central spoon' out there. That area was optimized for its performance (F2008 nosecone hole being the extreme example). Now that the central section of the wing is neutral thay try to use that area somehow.Conceptual wrote:I'm simply stunned that this hasn't been around for a few years now...
