Novosti - Arhiva

[Dani]

Silverstone od ove godine ima nove bokseve.
link

I link na ubrazni prikaz izgradnje ( kliknite na donji klip ).

[Forza]

Renault Sport reveals high fuel consumption

[-Briatore-]

Pregovori oko prijenosa u RH su riješeni, ostalo je još samo dovesti sve crno na bijelo.
Sudeći po ovome komentatori će biti Dijaković i Jergović.

http://www.glasistre.hr/sport/ostalo/vijest/335914" onclick="window.open(this.href);return false;

Kaj Jergović!!! super f1 ce nam komentirat covjek koji nezna kaj je "glavčina"

S obzirom da ti znaš šta je glavčina, najbolje da tebe uzmu.

[Ćale od Lewisa]

Plato: 'Kad čujem Hamiltona, gasim TV'
mišljenje Plata o mnogim današnjim vozačima i F1 danas općenito. Slažem se s njim.
Ipak nije lako usporedi BTCC s F1 kako on misli jer u BTCC su sasvim drugačije borbe. Tamo su pravi muški okršaji s 'laktanjem' i naguravanjem unatoč rigoroznim pravilima o kontaku, a i komunikaciju koju su razvili s rukama je prava stvar. Čak sam gledao gdje znaju pokazat rukom vozaču iza koju će obrambenu putanju zauzet ili mu počne objašnjavat neka pričeka s napadom jer on mora prvo ovog ispred preteć
Borbe su im na jednoj razini iznad F1 ja bi rekao.

[Armanini]

potpis naravno..

al nis novog nije otkrio..

sigurno da je lijepo vidjet da netko (i to englez) govori tako kontra lewisa u smislu pr managmenta..

jbga, i meni je to iritantno, neovisno kojeg vozaca pitaju za komentar i neovisno u kakvoj je sitaciji taj bolid, uvijek je ista spreha - zahvaljujem timu koji je napravio fantastican posao blabla, a vozi se na 15 mjestu.. ma ..

a nemozes bas usporedjivat borbe f1 bolida i cruzea, civica i focusa

[F1NAC]

pirelli oznacio mekse gume i s crtom kao bridgestone

[Ćale od Lewisa]

Staza u Abu Dabiju mijenja izgled
2 zavoja će se izmjenit radi lakšeg napada

[Igor18]

Teams hail success of 2011 rule changes

[Centurion]

FIA confirms DRS zone for China
meni bi bilo ljepše da mogu koristiti DRS cijelom utrkom ^^

[elder]

SEBASTIAN VETTEL FEAR OF ‘RUBBER BULLETS’

http://www.express.co.uk/motorsport/vie ... r-bullets-" onclick="window.open(this.href);return false;

[mcLuke]

Plato: 'Kad čujem Hamiltona, gasim TV'
mišljenje Plata o mnogim današnjim vozačima i F1 danas općenito. Slažem se s njim.
Ipak nije lako usporedi BTCC s F1 kako on misli jer u BTCC su sasvim drugačije borbe. Tamo su pravi muški okršaji s 'laktanjem' i naguravanjem unatoč rigoroznim pravilima o kontaku, a i komunikaciju koju su razvili s rukama je prava stvar. Čak sam gledao gdje znaju pokazat rukom vozaču iza koju će obrambenu putanju zauzet ili mu počne objašnjavat neka pričeka s napadom jer on mora prvo ovog ispred preteć
Borbe su im na jednoj razini iznad F1 ja bi rekao.

Dok u prenosili izjavu da je Red Bull tvornica pića, onda ono ''Do you want me to race or to take care of the car'', pa dok je rekao 2009. da je bolid kanta su se svi javljali kako može tako govoriti o momčadi i o drugim vozačima, timovima. Malo pamćenja nikome ne škodi -.-

[zvjerko]

Plato: 'Kad čujem Hamiltona, gasim TV'
mišljenje Plata o mnogim današnjim vozačima i F1 danas općenito. Slažem se s njim.
Ipak nije lako usporedi BTCC s F1 kako on misli jer u BTCC su sasvim drugačije borbe. Tamo su pravi muški okršaji s 'laktanjem' i naguravanjem unatoč rigoroznim pravilima o kontaku, a i komunikaciju koju su razvili s rukama je prava stvar. Čak sam gledao gdje znaju pokazat rukom vozaču iza koju će obrambenu putanju zauzet ili mu počne objašnjavat neka pričeka s napadom jer on mora prvo ovog ispred preteć
Borbe su im na jednoj razini iznad F1 ja bi rekao.

Dok u prenosili izjavu da je Red Bull tvornica pića, onda ono ''Do you want me to race or to take care of the car'', pa dok je rekao 2009. da je bolid kanta su se svi javljali kako može tako govoriti o momčadi i o drugim vozačima, timovima. Malo pamćenja nikome ne škodi -.-

To nije bilo upućeno samo na Hamiltonovu adresu (iako je imenovan) već svim vozačima u formuli 1 ... pogledaj samo na šta liči presica nakon utrke npr "Fernando is faster than you ... " i pogledaj Massu i Alonsa... u Melbournu ove godine Button/Massa - misliš da je Button stvarno mislio kako se Massa samo "dobro branio" ... misliš stvarno da Alonso baš prihvaća da je kriv za zadnju kaznu (pogledaj njegov onboard i poslušaj DC-ov komentar - nije mogao baš ništa napraviti i ispadneš kriv zato što te netko stavio u bezizlaznu situaciju) ...

... dok se okretalo manje novaca, dok nije bilo potrebno u ambalaži Red Bulla imati Monster, Coca colu, H2O, žuju ... vozači su bili puno otvoreniji samo zato što nije bilo blagodati interneta i instant informacije (ili dezinformacije, krivog tumačenja, izgubljenog u prijevodu ... ) te je manje bilo važno i poznato, a danas moraju paziti kojom nogom će prvo zakoračiti kako ga nezadovoljni sponzor nebi opalio po džepu ... to nam je naša draga formula 1 koju svi volimo i javno se zgražamo kad netko od vozača poželi nekom "da mu svi zubi otpadnu osim jednog i taj da ga boli" no u sebi se nasmijemo i pomislimo da nije toliko različit od nas, običnih ljudi ... ma nisam dobre volje pa pišem svašta.

[Igor18]

Plato: 'Kad čujem Hamiltona, gasim TV'
mišljenje Plata o mnogim današnjim vozačima i F1 danas općenito. Slažem se s njim.
Ipak nije lako usporedi BTCC s F1 kako on misli jer u BTCC su sasvim drugačije borbe. Tamo su pravi muški okršaji s 'laktanjem' i naguravanjem unatoč rigoroznim pravilima o kontaku, a i komunikaciju koju su razvili s rukama je prava stvar. Čak sam gledao gdje znaju pokazat rukom vozaču iza koju će obrambenu putanju zauzet ili mu počne objašnjavat neka pričeka s napadom jer on mora prvo ovog ispred preteć
Borbe su im na jednoj razini iznad F1 ja bi rekao.

Dok u prenosili izjavu da je Red Bull tvornica pića, onda ono ''Do you want me to race or to take care of the car'', pa dok je rekao 2009. da je bolid kanta su se svi javljali kako može tako govoriti o momčadi i o drugim vozačima, timovima. Malo pamćenja nikome ne škodi -.-

To nije bilo upućeno samo na Hamiltonovu adresu (iako je imenovan) već svim vozačima u formuli 1 ... pogledaj samo na šta liči presica nakon utrke npr "Fernando is faster than you ... " i pogledaj Massu i Alonsa... u Melbournu ove godine Button/Massa - misliš da je Button stvarno mislio kako se Massa samo "dobro branio" ... misliš stvarno da Alonso baš prihvaća da je kriv za zadnju kaznu (pogledaj njegov onboard i poslušaj DC-ov komentar - nije mogao baš ništa napraviti i ispadneš kriv zato što te netko stavio u bezizlaznu situaciju) ...

... dok se okretalo manje novaca, dok nije bilo potrebno u ambalaži Red Bulla imati Monster, Coca colu, H2O, žuju ... vozači su bili puno otvoreniji samo zato što nije bilo blagodati interneta i instant informacije (ili dezinformacije, krivog tumačenja, izgubljenog u prijevodu ... ) te je manje bilo važno i poznato, a danas moraju paziti kojom nogom će prvo zakoračiti kako ga nezadovoljni sponzor nebi opalio po džepu ... to nam je naša draga formula 1 koju svi volimo i javno se zgražamo kad netko od vozača poželi nekom "da mu svi zubi otpadnu osim jednog i taj da ga boli" no u sebi se nasmijemo i pomislimo da nije toliko različit od nas, običnih ljudi ... ma nisam dobre volje pa pišem svašta.

Sve je to točno. Ali nije to samo u formuli 1. To je u svakom drugom sportu u kojem se vrte velike pare, jednostavno danas svijet funkcionira drugačije u odnosu na prije 20 tak godina. Jebiga, danas se sve vrti oko para.

[mcLuke]

Samo kažem da f1 ima u neslužbenom dijelu mnogo provokacija, baš to... Kad čitamo stvari koje možda i novinari krivo prenesu, zabavne su i čine f1. Nije istina da su svi baš toliko blagonakloni prema svakom. Jedan dan se hvale i poštuju, drugi dan varaju i proizvode pića. Dosta takvih stvari čitam i nebi se složio s određenim gospodinom da su baš toliko pristojni i unaprijed pročitani. Iako bi volio da još češće i više njih govore tako od srca.

[gagi_1]

tocno. apsolutno tocno sve sta je zvjerkec reko. to mi smeta i to jako.i ne samo meni vec svima. kimi je zbog toga otisao, a oni najbolji koji su ostali samo su blijeda sijena, da se tako izdazim, onoga sto su bili nekoliko godina unazad. ne zbog toga jer neznaju vise voziti,vec jednostavno nema onog plamena u njima, onog inata, gladi.
kao sto je appolo creed rekao rokiju- nemaju vise "Eye of the tiger"
ove sezone najvise sam e veselio kubici. da ce renault biti dovoljno konkurentan, tj da ce u njegovim rukama biti konkurentan da se nadmece sa RB, ali...

[Forza]

New rules show potential

New rules show potential
Karun Chandhok April 12, 2011

The Malaysian Grand Prix was the first true indicator of what we can expect this season. As I said in my last column, the circuit in Melbourne is a bit unique and isn't really representative of what we could be looking at for the rest of the season. I think the race on Sunday was a real boost for the new for 2011 rules, showing that the DRS and especially the tyres have made the racing a lot more exciting to watch for the fans.

McLaren were very impressive in qualifying and the fight for pole was an incredibly close battle with the top four drivers all being the only ones able to run two new sets of option tyres in Q3. Christian Horner and Adrian Newey have both been quoted saying that Red Bull were more focused on the race and while that definitely paid off for Seb Vettel on Sunday, the small gap would certainly have been met with some smiles from Woking after the massive 0.778 second deficit in qualifying at Albert Park.

The tyres were the main talking point, with the more abrasive surface of Sepang combined with the much higher temperatures than in Melbourne all greatly influencing tyre wear. There were a few things that really stood out - one that I predicted in my preview and one that I'll admit I was wrong about. The first is that as I expected, the tyres are having a bigger influence on the racing than the DRS or KERS with drivers on new tyres sometimes lapping two seconds faster than others on worn ones.

Jenson Button proved that by being silky smooth and looking after the tyres, you can gain massively in the race. I really didn't expect this to pay off as much as it did for him. I thought that once the tyres start to degrade and the cars are sliding around more, guys like Lewis who are more comfortable with the car moving around will benefit but that wasn't the case, in Malaysia at least. I'm sure Mclaren and Lewis' side of the garage in particular will be analysing how they can be kinder to the tyres as it clearly paid off for Jenson.

Some of Lewis' issues came from being forced to run a set of used prime tyres in the race. Let me try to explain a bit for the people at home how the tyre allocation works - basically, not counting the special development sets, each car gets 11 sets of tyres for the weekend which are six prime and five options. With the current rules drivers use one set of primes in FP1 and one set each of prime and options in FP2 and FP3. So that leaves you with three new primes and three new options going into qualifying which is where it gets tricky.


Red Bull and McLaren were confident enough to be able to use just the prime tyre to get through Q1, but everyone else used up at least one set of options. In Q2, the top four guys used one option set and that left them with two more for Q3 while everyone else had to make do with just one set of options in Q3 having used the first set in Q1. Following me so far ?
This means that for the race the guys who made Q3 would all have the three sets of used options from qualifying and one new set of primes, whereas the guys further down may have another one or two new sets of tyres for the race. In Lewis' case, I understand he flat spotted one of his option tyres in qualifying and was thus left to run a used prime set in the race for his final stint which proved to be disastrous.

While the weekend went as close to perfect as possible for Seb Vettel and Jenson had a very strong showing to get his first podium of the year, others around them were having all sorts of issues. I really feel for Mark Webber and he must be wondering what he has do to get his season going better from here on.

Everything looked good on Friday with the fastest time in both sessions but come Saturday he was outqualified by Seb and Lewis and at the start on Sunday lost out big time, in part because I understand his KERS wasn't working off the line which left him down in 10th on lap one. The team strategists and Mark's race engineer Ciarron Pilbeam must have worked overtime to switch him onto a four stopper. They had to find spaces in the traffic so he was able to use empty gaps and strong race pace on fresh rubber to work himself back into a decent position. The Aussie produced a typically gritty drive to make the best of a tough start.

Fernando and Ferrari were surprisingly far away from the pace all through Friday and Saturday, but come Sunday they had pockets of strong speed and indeed were at one stage looking good to get on the podium. The guys from Maranello will be a little relieved with the pace from the Spanish ace in the race, but I'm sure there will be plenty of analysis going on to understand more about the lack of single lap pace in qualifying. In the end, it was an unfortunate tap from Fernando's front wing on to Lewis' rear right tyre that ended his chances of a podium and left him to take sixth place instead.

Nick Heidfeld and Vitaly Petrov made superbly opportunistic moves off the line on lap one with Heidfeld in particular going from sixth on the grid to second at the end of lap one. His pace wasn't on par with Seb's but his end-of-straight speed, aided by a new rear wing for this weekend, was particularly strong, which meant that Lewis was bottled up behind Nick for the opening stint even with the DRS. By the time the leaders started pitting on lap 13, the reigning World Champion was 9.4 seconds ahead and that gave him flexibility on strategy while Lewis was left to try and hunt down the Red Bull. Nick was looking on course for fifth or perhaps even fourth given Lewis' battle with his used prime tyres, but the Fernando/Lewis collision gave him a podium finish after a very strong drive for someone who wasn't meant to be on the grid this year until the last moment.
For us at Team Lotus, our home race gave us our strongest result to date. For the first time in standard dry conditions, the cars were genuinely within half a second of the pre-2010 established teams, both in qualifying and in race pace which was very encouraging. Heikki's car ran reliably in one of the toughest races of the year and it was a clear indication that the team has taken a step forward from last year. It's a big uphill task in F1 for a new team to take on the establishment within 18 months and the focus now switches to the development race through the season.

evo i priloge F1 racinga

[gringo73]

Ovogodišnji Race of Champions će biti u Frankfurtu, 3/4 prosinca. Svoj nastup su već potvrdili Vettel i Schumacher. Link

[F1NAC]

Tyre allocations for Turkey, Spain & Monaco revealed

U monacu ce kao Prime bit soft gume a option ce bit super soft

[Igor18]

Malo sam pretraživao internet u potrazi za statističkim podatcima vezanim za pretjecanja u formuli 1.
Pa evo kaj sam iskopao. Pogledajte sliku.
Koga zanima nek odvoji nešto vremena pa neka pročita, može vidjeti vrlo interesantne podatke.
Za ovu sezonu narano još nisu ukalkulirani podatci iz današnje utrke.



Analysis

Analysis of changes to the (mainly technical) rules and regulations, and any possible effect on overtaking, has been carried out by cider_and_toast.

The following breakdown lists the year, average number of passes per Grand Prix (in brackets) and any significant changes to the rules.
Qualifying format changes have been included as this has an effect on the fuel, tyres and set up. Points or scoring changes have not been included.

1982 (39.9) : Minimum ride height rule removed. Pre-qualifying introduced. Number of qualifying tyres limited. Minimum car weight 580 kg.
1983 (40.5) : End of ground effect era, all cars have flat bottoms. Minimum car weight 540 kg.
1984 (41.6) : Fuel quantity restricted to a maximum of 220 litres per race. Refuelling prohibited.
1985 (41.1) : Introduction of crash tests.
1986 (36.3) : Fuel quantity restricted to a maximum of 195 litres per race.
1987 (34.9) : Turbo boost pressure restricted to 4.0 bar.
1988 (30. : Turbo boost pressure restricted to 2.5 bar. Fuel quantity restricted to a maximum of 155 litres per race. Drivers' feet must be behind front axle line.
1989 (34.2) : Turbocharged engines banned. Engines limited to 3500 cc in size and 8 to 12 cylinders. Fuel quantity restrictions removed.
1990 (30.9) : Large mirrors.
1991 (30.9) : Increased safety cell testing.
1992 (25.4) : Rear impact tests and increased safety testing standards.
1993 (24.5) : Rear tyre width reduced. Rear wing height reduced. Mid-season testing restrictions introduced. Number of race tyres over a weekend limited. Number of practice laps limited.
1994 (18.1) : Ban on all electronic driver aids; active suspension, traction control, launch control, ABS. Mid race refuelling permitted. Rear wing height reduced. Front wing height increased. Wooden plank fitted to the under tray.
1995 (17.5) : Engine capacity reduced from 3500 cc to 3000 cc. Ride height increased. Increased crash test performance.
1996 (11.6) : 107% rule introduced.
1997 (15.6) : No changes.
1998 (12.9) : Car width reduced from 2 metres to 1.8 metres. Grooved tyres mandatory. Asymmetric braking banned. X:wings banned.
1999 (16.3) : Grooves in front tyres increased from 3 to 4. Flexible wings banned.
2000 (16.4) : V10 engines mandatory, although all teams had been using V10 engines since 1998.
2001 (13.5) : Traction control permitted. Use of beryllium alloys in chassis or engine construction banned.
2002 (13. : Team orders banned.
2003 (18.9) : 107% rule removed. Single lap qualifying introduced. Friday testing permitted. Refuelling between final qualifying and race start prohibited. Bidirectional telemetry banned. One type of wet tyre.
2004 (15.4) : Engines must last 1 race weekend. Launch control banned. Fully automatic transmission banned. Minimum car weight 600 kg. Use of Friday test drivers prohibited.
2005 (10.7) : Engines must last 2 race weekends. Rear diffuser size reduced. Front and rear wing dimensions changed. Tyre changes restricted. New qualifying rules.
2006 (15.9) : Engine capacity reduced from 3000 cc to 2400 cc. Engine configuration restricted to 90° V8. Tyre changes permitted. New qualifying format.
2007 (15.9) : Tuned mass damper system banned. Engine rev limit of 19,000 rpm introduced. Single tyre supplier. Hard and soft tyre compounds must be used during a race. Engine development frozen. Friday practice times increased. Annual testing limited to 30,000 km.
2008 (14.4) : Traction control banned. Launch control banned. Standard ECU. Engine development freeze increased to 5 years. Gearboxes must last 4 races. Restrictions on the use of spare cars. Restrictions on aero details. Strict limits placed on wind tunnel and CFD testing. New qualifying rules.
2009 (14.4) : Only 8 engines per car permitted for the whole season. Engine rev limit reduced to 18,000 rpm. All aerodynamic devices except front and rear wings banned. Slick tyres permitted. Front and rear wing size and dimensions changed. Rear diffuser size and dimensions changed. KERS introduced. Moveable front wings permitted.
2010 (28. : Refuelling during the race is abolished. FOTA agree not to use KERS. Minimum car weight increased to 620 kg. Front tyre width reduced from 270mm to 245mm. Wheel covers banned. Certain parts of the car must now be homologated, including the driver's survival cell, roll structures, all impact structures and the front and rear wheels. Wheel rim heaters are banned and blankets are only allowed to act on the tyre's outer surface. Drivers are permitted 11 sets of tyres during each race weekend. The top ten drivers to qualify for the race must start the race on the same set of tyres that they qualified with. Use of Friday test drivers permitted. FOTA agrees not to use KERS.
2011 (42.5) : 107% rule reintroduced. Tyres supplied by Pirelli instead of Bridgestone. Minimum car weight 640 kg. Mandatory weight distribution of 46:54 front to rear. Maximum height of diffuser reduced from 175mm to 125mm. Double diffusers banned. F-duct banned. Drag Reduction System (DRS) introduced. KERS optional. Gearboxes must last 5 races.

Looking into the rule and regulation changes further, we can condense it into several distinct periods as follows:

1984 - 1988 (Average passes down from 42 to 31) From a peak of 42 the average number of overtakes per race fell to 31 by the end of 1988. The reason for this could be two fold. Firstly, the controlling of the speeds of turbo charged cars by restricting fuel and turbo boost pressure. This led to more conservative racing where cars would have to back off towards the end of races to avoid running out of fuel. Secondly, in 1987 and 1988 there was a rise in the number of cars using normally aspirated engines and these were way off the pace of the turbo charged cars.

1989 - 1993 (Average passes down from 34 to 25) This period saw the advancement of driver aids. We see a brief spike up to an average of 34 for the 1989 season which is almost certainly due to the leveller of all teams switching to normally aspirated 3.5 litre engines. This was the time when former race-winning teams such as Williams and Lotus were stuck with using Judd engines. By 1993 almost every car on the grid had traction control, ABS, power steering, paddle shift semi-automatic gearboxes and active suspension. Though there were virtually no changes in the rules it was during this period that the technical experts of the haves proved their worth over the have-nots. During this period and the year after, more teams dropped out of F1 than at any other time in the sport's history.

1994 (Average passes down to 18) This year can be taken in isolation since most of the rule changes introduced were as a result of the tragic weekend at Imola. By the end of this year the average overtake per race was down to 18, a reduction of 7 on the previous year and the biggest single drop in the year-on-year average to date.

1995 - 1997 (Average passes down from 17 to 16, with a dip down to 12 in 1996) This is an interesting period because after a further round of safety related rules and a reduction in engine capacity down to 3 litres in 1995, there were no other rule changes until the start of the 1998 season. For some reason though there was a large dip down to 12 for average overtakes in 1996 and the following year the average number of overtakes per race was back up to 17 again.

1998 - 2003 (Average passes up from 13 to 19) The fact that there is a rise in overtaking by the end of this period should not be taken as an improvement. From the average of 17 in 1997, the average number of overtakes fell to 13 by the end of 1998. This was the beginning of the "narrow track" era of F1 which saw narrower cars and the introduction of grooved tyres. Surprisingly, during this period there were very few technical rule changes and by 2002 the average number of overtakes had fallen from 16 in 1999 down to 14. There was another spike in 2003 up to 19 that may have been due to cars qualifying out of position, thanks to the new one lap qualification format.

2004 - 2009 (Average passes down from 15 to 14) This period can best be described as the "cost cutting" era. First and foremost each rule change was made on the primary basis of reducing the cost of running an F1 team. From 2003's average of 19, which was the highest number since 1993, at the end of 2004 it had fallen back to 15. The main rule change was the use of a single engine in a race weekend. In 2005 we see the lowest number of overtakes in the whole period of our data. The failed experiment of no tyre changes at pit stops and yet another round of aerodynamic rules which ironically were supposed to improve overtaking, were coupled with a 1 engine per 2 race rule. For the next 2 years it didn't matter how many rules were brought in, including changes to engine size and capacity and aero packages the number of overtakes were stuck at an average of 16 per race. This fell to 15 for 2008 which may have been cause by the introduction of yet more rules on preserving engine and gearboxes for more races and development freezes. Finally, this season the average number of overtakes is 13, thus proving that the 5 years of persistent rule changes to reduce costs and increase overtaking have actually achieved the opposite.

2010 (Average passes up from 14 to 29) The 2010 season saw the largest year-on-year increase in overtaking since 1983. Is this a cause to celebrate the halt of the terminal decline in overtaking? In short, the answer has to be no. It's clear that when looking purely in terms of technical regulations, the changes to the rules - the biggest of which being the banning of refuelling - have had very little effect. The reason for the big jump in overtaking must therefore be down to the 6 extra cars on the grid. The new teams, hampered by a late inclusion on to the grid and a lack of testing, were somewhere between 2 and 5 seconds off the pace at each race, and any car from the rest of the grid qualifying out of position usually picked them off with relative ease. On tracks where overtaking is traditionally difficult and faster cars did not qualify out of position, then there was no noticeable increase in overtakes. At Monaco for example, overtakes were down from 7 in 2009 to 4 in 2010, with all 4 passes made by an established team driver qualifying out of position and overtaking the new teams. Other than wet races, the only race where there was a significant increase in overtaking, not directly due to new cars, was the Canadian GP where tyre wear was an issue.

The following list is a comparison of 1984 and 2005, which have the highest and lowest average number of passes per race respectively.
Looking at 2005 we can see that the two best qualifiers on average finished 1st and 2nd overall. In 1984 the two drivers with the best average qualifying position finished 2nd and 5th overall.

Summary

So what can be concluded from all of this?

The greatest increase in the average number of overtakes from one season to the next was 15, between 2009 and 2010.

The greatest decrease in the average number of overtakes from one season to the next was 7, between 1993 and 1994.

During a period of almost unchecked technical development from 1989 to 1993 there was a decrease of 9 in the average number of overtakes over the whole period.

During a period of constant FIA rule changes from 2004 to 2008 there was an overall reduction of 1 overtake per race.

The large increase between 2009 and 2010 can largely be attributed to the arrival of several new teams, which were significantly slower than the rest of the grid.

Significant increases in average overtakes per season have occurred in:

1984 : Fuel tank capacity reduced
1989 : Engine capacity changed
1997 : No changes
1999 : Flexible wings banned
2003 : Single lap qualification
2006 : Engine capacity changed
2010 : Number of teams increased and refuelling banned

[Forza]

Igor18 hvala za post

[The Greatest]

News Corp looking into F1 bid


Ma da...

Prodajte F1... preselite je iz Europe.

Sve je manje i manje utrka u Europi.

Ionako je upropaštavate... učinite nam uslugu.

PARE POKREĆU SVIJET!

[Forza]

News Corp looking into F1 bid


Ma da...

Prodajte F1... preselite je iz Europe.

Sve je manje i manje utrka u Europi.

Ionako je upropaštavate... učinite nam uslugu.

PARE POKREĆU SVIJET!

Ecclestone says Murdoch/Slim takeover reports ’rubbish’


"News Corp are thinking about F1 and options they could take but that is all it is at this stage"

Wednesday 20 April 2011 - 08h13, by GMM
Bernie Ecclestone has played down widespread reports that media magnate Rupert Murdoch as well as Carlos Slim, the Sauber backer and richest man in the world, could be preparing a bid to take over formula one.

The initial report was carried exclusively by Sky News, part of Murdoch’s News Corporation empire, but F1 chief executive Bernie Ecclestone told the Telegraph it is "rubbish".

Sky said the talks, also including a car manufacturer involved in F1, are "in the early stages" and might in fact involve News Corporation bidding for television broadcast rights.

The latter detail could be significant for F1 fans, given Murdoch’s notorious attitude about the pricing of media content.

"The company is kicking the tyres, as you would expect, given that there may be a serious business opportunity to examine in relation to F1," said a source.

Another added: "It is at a very, very early point and could lead to nothing or could lead to many different permutations."

And yet another source told the Guardian: "They (News Corp) are thinking about F1 and options they could take but that is all it is at this stage."

F1’s current owner CVC declined to comment, as did a spokesman for Mexican Slim’s group of companies, while a spokesman for News Corporation said: "(We do) not comment on speculation."

Ecclestone said: "The sport is not for sale."

He told the UK Express newspaper: "I suppose anything you or I own is available to buy. But the offer would not have to be right — it would have to be ridiculous."

A source said: "Unless any bidder - be it News Corp, its partners or a rival - is welcomed by Bernie, nothing is happening."

[Centurion]

DRS could be banned in Monaco
Ali ok je, monaco je zabavan sam po sebi

[Igor18]

Mislim da bi to bila dobra odluka. Jer ionako u Monacu se nema gdje za koristiti DRS, jedino u tunelu ali to bi bilo preopasno, gubitak downforce-a može dovesti do velike nesreće, ograde su na par centimetara.
Bit će Monaco zabavan i bez toga.

[One and only]

Kolko vidim i vozači su izrazili zabrinutost zbog DRS-a u Monacu. Uostalom i da bude dosadna nema veze ako ostale budu upola zanimljive kao Kina