Merely two days before the start of winter testing at Jerez, Scuderia Ferrari has unveiled its new car online, displaying a clear evolution of its predecessor while featuring a long and pointy nose.
That is what happened and say thanks to FRY and Nickf1316 wrote:Hope this is not a consequence of them starting the 2015 car 'late' as has been reported.
Unbelievable that they would not start it very early; was clear 2014 was a write off from very early on.
What kind of help they got with current suspension setup , it would be better if they change mid season (if the omnicorse article is true) than waiting until end of season .wesley123 wrote:Would require a change on the tub, but why would they?
Wasn't that one of the issues with the previous car?Crucial_Xtreme wrote:OmniCorse reports the 2015 car will retain the front pull rod suspension.
http://www.omnicorse.it/magazine/45443/ ... o-del-2015
And? I couldn't care less what other teams are using. If RoGro wouldn't have wrecked Fernando in Spa or Kimi and Fernando wouldn't have hit each other in Japan in 2012 Fernando would have won the WDC with the front pull rod suspension. So obviously it's not the problem many want to make it out to be.lkm9719 wrote:
hope that is not true as it is not a good sample as no team is using this concept
Softer braking
"We have had issues with losing brake-by-wire, and the driver ends up on his own. The pedal has a very different feel when that happens – it is much softer than you expect it to be. More significantly, the brake bias shifts substantially.
If you come into a corner with a BBW failure, you’ll get a wake-up call."
It also creates a challenge for the caliper manufacturers such as AP, Brembo and Akebono, who have to develop systems to aid the braking effort at the rear, negating the need for the driver to constantly alter the brake bias, and also contributing in preventing rear lock-up.
The arrival of BBW in F1 means that now the only things the driver controls mechanically are the steering angle of the front wheels, and the pressure applied to the front brakes. Every other system on the car is now drive by-wire. This, say some, reduces the challenge for drivers, but increases it for engineers.
If it was better why wouldn't they incorporate it from the beginning?Harsha wrote:What kind of help they got with current suspension setup , it would be better if they change mid season (if the omnicorse article is true) than waiting until end of season .wesley123 wrote:Would require a change on the tub, but why would they?
Not really these days. With the build programme of a V8 era chassis it was about 16 weeks from sign off to fire up, these new V6 era chassis the mechanics have requested an extra 2 weeks in order to get the chassis built and fired up before the car hits a track. This means the sign off is now no longer mid September (week after Monza usually) but late August/early September (Week between Spa & Monza) in order to maximise the time the chassis has in the race bays to get all its looms and gubbins installed as the V6s have so much to install, also the fact there is also a little more to install in the car when manufacturing the car now like the leg protection panels.timbo wrote:Seen the report that 666 passed crash-test.
Does anyone else think that crash test news come unusually early this season (not only Ferrari but others too)?
First of all Thanks for some infodiffuser wrote:on Omnicourse...when it's written by Giorgio I believe it. I don't know this Franco.
The whole year we've been told that James Allison was designing the F15T. Now all of a sudden it was Tobazis and Fry?
Sounds like blame deflection to me.
