Renault F1 Team

[Vasco de Yola]

а почитать он-лайн нигде нельзя? я переведу если надо ПРо Виталика)

http://www.autosport.com/digital/

вот тут посмотри, как он-лайн почитать. я так понимаю - нужно логин купить

[Стасон-Москаль]

http://www.autosport.com/digital/

вот тут посмотри, как он-лайн почитать. я так понимаю - нужно логин купить

можно посмотреть номер за 18 февраля бесплатно) сцепление666 - надеюсь с новым диффузором покажет, кто там темная лошадка, а кто полсатая черно-желтая очень шустрая зебра :lol:

[verdadero]

Машина принимает очень интересные очертания, я бы сказал внешне всё симпатичнее становится, вот бы реношники над движком поколдовали бы, расход/вес/мощность... Вообще была бы замечательная тарантайка.

Передняя часть мне оч. нравится, короткая с маленькими колёсами и болид начинает расширятся к хвосту, я думаю весьма стремительно и красиво.

из-за того , что нос не задран высоко как у РБ или Феррари, то машина правда смотрится красивше и пропорциональнее остальных :)

[Vasco de Yola]

кстати, мне показалось или Рено неплохо смотрится груженой горючкой?

[Стасон-Москаль]

кстати, мне показалось или Рено неплохо смотрится груженой горючкой?

очень неплохо! кубик показывал с полными баками времена на уровне хэма))

[Сергей Владимирович]

из-за того , что нос не задран высоко как у РБ или Феррари, то машина правда смотрится красивше и пропорциональнее остальных :)

А если бы его чуточку сузить спереди, то было бы еще лучше. Имхо.

[Стасон-Москаль]

А если бы его чуточку сузить спереди, то было бы еще лучше. Имхо.

если бы заднее крыло чуть пошире зделать, тогда бы вообще волшебно смотрелаь)

[Сергей Владимирович]

если бы заднее крыло чуть пошире зделать, тогда бы вообще волшебно смотрелаь)

И пониже. ;)

[Стасон-Москаль]

если бы у всех машин сделать пошире заднее антикрыло, они бы смотрелись на порядок лучше)

[Vasco de Yola]

если бы у всех машин сделать пошире заднее антикрыло, они бы смотрелись на порядок лучше)

эх... где же 2008 год? тогда все что вы говорить было и пошире и пониже

[verdadero]

А если бы его чуточку сузить спереди, то было бы еще лучше. Имхо.

сегодня что -то похожее прочитал у англ. инженера, оценивающего к-ции болидов :)

[Сергей Владимирович]

сегодня что -то похожее прочитал у англ. инженера, оценивающего к-ции болидов :)

Я ему не подсказывал. :P

[Стасон-Москаль]

эх... где же 2008 год? тогда все что вы говорить было и пошире и пониже

даешь регламент 2005 года :lol:

сегодня что -то похожее прочитал у англ. инженера, оценивающего к-ции болидов :)

дай почитать :rolleyes:

[Сергей Владимирович]

дай почитать :rolleyes:

Это под грифом "Top secret".

Уже съедено. :D

[verdadero]

даешь регламент 2005 года :lol:

дай почитать :rolleyes:

http://www.f1fanatic.co.uk/2010/02/28/2010...nalysis-part-2/

[Сергей Владимирович]

http://www.f1fanatic.co.uk/2010/02/28/2010...nalysis-part-2/

Спасибо. :rolleyes:

[Vasco de Yola]

http://www.f1fanatic.co.uk/2010/02/28/2010...nalysis-part-2/

стасон - переводи, выкладывай. хотя бы про Рено

[Стасон-Москаль]

Renault

Renault R30 pictures

One thing you can say about Renault is that it is good to see the car’s classic yellow and black livery back. Aerodynamically the 2010 car is as conservative as the 2009 machine was unwieldy. The nose is the most striking part of the car and not for its sleek aerodynamic look but rather for its heavy-set appearance. The R30 looks slightly more elegant than the R29 and the intent is to try to create a venturi effect below the nose that should provide downforce.

The launch front wing is interesting. Outside the FIA mandated central section the main plane is raised before tapering towards the endplates. This reduces overall downforce (the ground effect is reduced) but creates a more consistent device particularly when cornering and in turbulence.

Initial reactions post-launch were that the Renault was one of the shorter cars. As a result the bodywork doesn’t look as tight as some of the other teams – particularly Ferrari and McLaren. Although the Enstone outfit hasn’t released wheelbase dimensions if true it would account for the more bulky packaging.

The one advantage of a shorter wheelbase is that it allows better optimisation of weight distribution, which could be important as the car must operate over a wide range of fuel loads. In particular the sidepods look bulky with significant curvature at the leading edge which may induce lift.

The most innovative thing about the R30 is its rear wing. Renault has adopted an M-shaped wing. The M shape optimises for the angle of the oncoming air but could result in transverse airflow which hampers performance. No doubt other teams are running simulations at base to work out whether it is a direction worth investigating.

====================================================

Что вы точно можете сказать о Рено, так о том, что очень неплохо снова увидеть классическую черно-желтую ливрею. Аэродинамически машина 2010 также консервативна, как и машина 2009 года, те неуклюже( хотя хз -это мое примечание, я не понял че он имел в виду, скорее всего неуклюже)))) Нос- самая замечательная часть машины, но не изза его *гладкой* аэродинамики, а изза его огромности( :lol: ) р30 смотрится немного элегантнее р29 и цель(носа) - постратся получить эффект *вентури* под носом, который должен сильнее прижимать машину к треку.

Начало(хз) переднего крыла достаточно интересное. Фиа настаивало на том,что главная плоскость антикрыла должна сужатся перед носом( ну перед креплением) ( поправьте если чето не так). это уменьшает общую прижимную силу(граунд эффект запрещен), но улучшает управляемость при прохождении поворотов и еханье( :lol: ) сзади кого то другого, те при турбулентности

дальше переводите сами я спать хочу)

[Vasco de Yola]

а ну ка не спать!!! B) переводить, анализировать, верить и надеяться

[Snob]

Renault

Renault R30 pictures

One thing you can say about Renault is that it is good to see the car’s classic yellow and black livery back. Aerodynamically the 2010 car is as conservative as the 2009 machine was unwieldy. The nose is the most striking part of the car and not for its sleek aerodynamic look but rather for its heavy-set appearance. The R30 looks slightly more elegant than the R29 and the intent is to try to create a venturi effect below the nose that should provide downforce.

The launch front wing is interesting. Outside the FIA mandated central section the main plane is raised before tapering towards the endplates. This reduces overall downforce (the ground effect is reduced) but creates a more consistent device particularly when cornering and in turbulence.

Initial reactions post-launch were that the Renault was one of the shorter cars. As a result the bodywork doesn’t look as tight as some of the other teams – particularly Ferrari and McLaren. Although the Enstone outfit hasn’t released wheelbase dimensions if true it would account for the more bulky packaging.

The one advantage of a shorter wheelbase is that it allows better optimisation of weight distribution, which could be important as the car must operate over a wide range of fuel loads. In particular the sidepods look bulky with significant curvature at the leading edge which may induce lift.

The most innovative thing about the R30 is its rear wing. Renault has adopted an M-shaped wing. The M shape optimises for the angle of the oncoming air but could result in transverse airflow which hampers performance. No doubt other teams are running simulations at base to work out whether it is a direction worth investigating.

====================================================

Что вы точно можете сказать о Рено, так о том, что очень неплохо снова увидеть классическую черно-желтую ливрею. Аэродинамически машина 2010 также консервативна, как и машина 2009 года, те неуклюже( хотя хз -это мое примечание, я не понял че он имел в виду, скорее всего неуклюже)))) Нос- самая замечательная часть машины, но не изза его *гладкой* аэродинамики, а изза его огромности( :lol: ) р30 смотрится немного элегантнее р29 и цель(носа) - постратся получить эффект *вентури* под носом, который должен сильнее прижимать машину к треку.

Начало(хз) переднего крыла достаточно интересное. Фиа настаивало на том,что главная плоскость антикрыла должна сужатся перед носом( ну перед креплением) ( поправьте если чето не так). это уменьшает общую прижимную силу(граунд эффект запрещен), но улучшает управляемость при прохождении поворотов и еханье( :lol: ) сзади кого то другого, те при турбулентности

дальше переводите сами я спать хочу)

Первое, что бросилось в глаза после презентации - у Renault один из самых коротких болидов. В результате корпус болида не выглядит столь компактным (узким), как других команд - в частности Ferrari и McLaren. Энстоун не указывает точного значения колесной базы, но если это так, то компоновка болида представляется более массивной (в поперечном сечении), чем у других.

Одно из преимуществ короткой колесной базы в том, что это позволяет лучше оптимизировать развесовку, что является важным для эффективности болида в широком диапазоне нагрузок топлива. В частности боковые панели (понтоны) выглядят объемными с существенным искривлением на передней кромке, что может вызвать нежелательную подъемную силу.

Наиболее инновационная часть R30 - его заднее крыло. Renault использует М-образное крыло. Благодаря М-образной форме крыла набегающий поток попадает на крыло под оптимальным углом, недостатком же такой формы может быть возникновение поперечного воздушного потока, который ухудшает производительность (аэродинамическое качество) болида. Без сомнения, другие команды работают над аналогичными конструкциями, пытаясь оценить их эффективность.

[Jawes]

"Рено": последний тестовый день получился скомканным

01.03 00:45

Главный инженер "Рено" Ален Пермейн прокомментировал заключительный день тестов в Барселоне.

"Наш последний тестовый день получился скомканным из-за проблем с коробкой передач, которые возникли на инсталляционных кругах. Мы оценили работу некоторых новых элементов аэродинамики, а также работали над улучшением настроек болида. В течение дня мы попытались преодолеть гоночную дистанцию, и хотя попытка была прервана, мы проехали желаемое количество кругов. К концу дня мы вернулись нашей программе с настройками", - приводит слова Пермейна официальный пресс-релиз "Рено".

[Vyborg]

а почитать он-лайн нигде нельзя? я переведу если надо ПРо Виталика)

вот текст из автоспорта:

Russia's first Fl driver has become an overnight hero, but he's focusing on the racing. By MARK GLENDENNING

Renault star says he can be quicker than Kubica...

34

hatever images come to mind when you think of Russia, chances are that they don't tally with Vyborg. A medieval town dominated by a 12th century castle, Vyborg's location in the country's north-west has placed it at a historical crossroads — as is evident from the fact that it was founded by the Swedes.

Had various wars and other reorganisations of national borders ended differently, Vitaly Petrov could have been the first Swede in Formula 1 since Stefan Johansson, or spared Heikki Kovalainen from being 2010's only Finn. Instead, he's about to become the first Russian to compete in a grand prix since the formation of the world championship.

Where he will slot into this year's competitive order remains to be seen, but you'll be hard-pressed to find a driver more enigmatic. Petrov doesn't go out of his way to make small talk,

February 25 2010

but if you can get him to engage then he's genuinely good company. And while much has been made of the money he brought to secure the Renault seat, there has been less credence given to the fact that it was he, rather than GP2 team-mate Romain Grosjean, that Nico Hulkenberg admitted to fearing most last year. However many zeroes might have been on the cheque, Petrov can drive.

As well as being Fi's first Russian, it's a safe bet that he's also the first to have made it into Fi via Ladas, Italian Formula Renault, more Ladas, Formula 3000, and GP2. Karts were never on the radar, although Petrov explains that this was by circumstance rather than by design.

"I didn't do any karting, and I still don't know if I'd have gotten to Fl quicker if I'd done karting first," he says. "Right up to this year, I have never been in a proper, racing go-kart. Never sat in one. I wanted to be racing, but I had no money and no people around me to explain what I should do. If I was

to start now, I would start in karts."

Early forays in ice racing and rallying gave way to a local championship for production Ladas. From there, his formative years were haphazard and promising in equal measure — by the time he finally got to GP2 in 2006, he had just two full seasons of open-wheelers under his belt. He embedded himself with the Campos (later Addax) squad — moving to Valencia, integrating with the team, trying to fast-track his understanding of the car.

"I treated my engineer like he was my teacher," he says. "He would tell me

... but knows how to take advice from his team

Fl'S FIRST RUSSIAN

why we would do this set-up but not that set-up, and we discussed a lot of things. But the whole team helped me. I was in the workshop with the mechanics, doing some of the car preparation, trying to understand what you need to do to be really quick."

There were still a couple of hurdles to overcome, however. One was GP2's switch to a new-generation car for the start of Petrov's second full year in the series, in 2008.

"If from 2007 to 2008 it had been the same car, then maybe I'd have been able to fight for the championship," he says. "But when I got into the new car I needed some time to adapt— it was really difficult to understand how I needed to drive it."

On top of that, Petrov found himself late in picking up a few open-wheeler racing fundamentals.

"In 20071 had only just started left-foot braking," he says. "I'd never done that before, and for me it was a little bit different. I asked my team if we could change it so that I could do everything with one foot, but they said, 'no'! Now it's quite easy. If I tried to do it with the right foot now, it would be difficult."

His pairing with Robert Kubica is an

intriguing one. The duo share some common traits: a typically Eastern European low tolerance for bullshit, coupled with an innate belief in their talent. He also follows Kubica in becoming an overnight national hero, which you sense he will endure rather than enjoy.

"I could be quite popular, but I am trying not to think about this," he says. "Now, sometimes people send me messages, and I don't know the numbers. People get in touch and say 'congratulations' and all this, but they are people who never spoke to you before and now they want to be your friend. It's normal, I guess."

He is respectful of his new teammate, but appears neither intimidated nor deferential.

"I'll try to take points [this year]," he says. "But we need to wait a little bit longer to see really where we are and what position we can fight for. We still don't have a 100 per cent comparison of myself and Robert in the same conditions. Sometimes he is quick, sometimes I am quick. But we're still not 100 per cent sure who is quicker and by how much."

Fighting words, but pragmatic and mysterious. Petrov in a nutshell. SB

PETROV CV

Born: 8 Sept 1984 2001-3 Lada Cup

2003 Italian Formula Renault (19th); British FRenault Winter Series (4th)

2004 Lada Revolution (2nd)

2005 Lada Revolution (1st); Euroseries F3000 (part-season)

2006 Euroseries F3000 (Euronova, 3rd)

GP2 (DPR, part-season)

2007 GP2 (Campos, 13th)

2008 GP2 (Campos, 7th)

2009 GP2 (Addax, 2nd)

Petrov: the only Lada champ to make it to Fl

Vitaly Petrov

Despite the fat cheque, the Russian can drive

February 25 2010 autosport.com 35

переведешь?

[verdadero]

Рено : Команда час назад вылетела из Барселоны в Лондон

РБК Daily: на болиде Петрова может появиться логотип "Лады"

Ежедневная деловая газета РБК Daily сообщает, что на болиде Виталия Петрова может появиться логотип "Лады". В понедельник, 1 марта, глава концерна "Рено" Карлос Гон прибудет в Москву, где ему предстоит открыть новые производственные мощности на заводе компании "Автофрамос". Сразу после этого Гон встретиться с премьер-министром России Владимиром Путиным. Официально стороны планируют обсудить проблемы "АвтоВАЗа" и его дальнейшее развитие. По информации, полученной РБК Daily из своих источников, на встрече также будет поднят вопрос о Виталии Петрове. Предполагается, что будет обсуждаться возможность размещения на болиде Петрова логотипа "Лады".

"Лада"— один из немногих российских брендов, который известен за рубежом. Представление российским гонщиком Виталием Петровым нашей марки на самой престижной автогонке планеты очень важно для России и для "АвтоВАЗа", — цитирует РБК Daily представителя пресс-службы завода.

В то же время пресс-секретарь Путина не опроверг и не подтвердил эту информацию, но отметил, что денег на финансовую поддержку у них нет

[Стасон-Москаль]

вот текст из автоспорта:

Russia's first Fl driver has become an overnight hero, but he's focusing on the racing. By MARK GLENDENNING

Renault star says he can be quicker than Kubica...

34

hatever images come to mind when you think of Russia, chances are that they don't tally with Vyborg. A medieval town dominated by a 12th century castle, Vyborg's location in the country's north-west has placed it at a historical crossroads — as is evident from the fact that it was founded by the Swedes.

Had various wars and other reorganisations of national borders ended differently, Vitaly Petrov could have been the first Swede in Formula 1 since Stefan Johansson, or spared Heikki Kovalainen from being 2010's only Finn. Instead, he's about to become the first Russian to compete in a grand prix since the formation of the world championship.

Where he will slot into this year's competitive order remains to be seen, but you'll be hard-pressed to find a driver more enigmatic. Petrov doesn't go out of his way to make small talk,

February 25 2010

but if you can get him to engage then he's genuinely good company. And while much has been made of the money he brought to secure the Renault seat, there has been less credence given to the fact that it was he, rather than GP2 team-mate Romain Grosjean, that Nico Hulkenberg admitted to fearing most last year. However many zeroes might have been on the cheque, Petrov can drive.

As well as being Fi's first Russian, it's a safe bet that he's also the first to have made it into Fi via Ladas, Italian Formula Renault, more Ladas, Formula 3000, and GP2. Karts were never on the radar, although Petrov explains that this was by circumstance rather than by design.

"I didn't do any karting, and I still don't know if I'd have gotten to Fl quicker if I'd done karting first," he says. "Right up to this year, I have never been in a proper, racing go-kart. Never sat in one. I wanted to be racing, but I had no money and no people around me to explain what I should do. If I was

to start now, I would start in karts."

Early forays in ice racing and rallying gave way to a local championship for production Ladas. From there, his formative years were haphazard and promising in equal measure — by the time he finally got to GP2 in 2006, he had just two full seasons of open-wheelers under his belt. He embedded himself with the Campos (later Addax) squad — moving to Valencia, integrating with the team, trying to fast-track his understanding of the car.

"I treated my engineer like he was my teacher," he says. "He would tell me

... but knows how to take advice from his team

Fl'S FIRST RUSSIAN

why we would do this set-up but not that set-up, and we discussed a lot of things. But the whole team helped me. I was in the workshop with the mechanics, doing some of the car preparation, trying to understand what you need to do to be really quick."

There were still a couple of hurdles to overcome, however. One was GP2's switch to a new-generation car for the start of Petrov's second full year in the series, in 2008.

"If from 2007 to 2008 it had been the same car, then maybe I'd have been able to fight for the championship," he says. "But when I got into the new car I needed some time to adapt— it was really difficult to understand how I needed to drive it."

On top of that, Petrov found himself late in picking up a few open-wheeler racing fundamentals.

"In 20071 had only just started left-foot braking," he says. "I'd never done that before, and for me it was a little bit different. I asked my team if we could change it so that I could do everything with one foot, but they said, 'no'! Now it's quite easy. If I tried to do it with the right foot now, it would be difficult."

His pairing with Robert Kubica is an

intriguing one. The duo share some common traits: a typically Eastern European low tolerance for bullshit, coupled with an innate belief in their talent. He also follows Kubica in becoming an overnight national hero, which you sense he will endure rather than enjoy.

"I could be quite popular, but I am trying not to think about this," he says. "Now, sometimes people send me messages, and I don't know the numbers. People get in touch and say 'congratulations' and all this, but they are people who never spoke to you before and now they want to be your friend. It's normal, I guess."

He is respectful of his new teammate, but appears neither intimidated nor deferential.

"I'll try to take points [this year]," he says. "But we need to wait a little bit longer to see really where we are and what position we can fight for. We still don't have a 100 per cent comparison of myself and Robert in the same conditions. Sometimes he is quick, sometimes I am quick. But we're still not 100 per cent sure who is quicker and by how much."

Fighting words, but pragmatic and mysterious. Petrov in a nutshell. SB

PETROV CV

Born: 8 Sept 1984 2001-3 Lada Cup

2003 Italian Formula Renault (19th); British FRenault Winter Series (4th)

2004 Lada Revolution (2nd)

2005 Lada Revolution (1st); Euroseries F3000 (part-season)

2006 Euroseries F3000 (Euronova, 3rd)

GP2 (DPR, part-season)

2007 GP2 (Campos, 13th)

2008 GP2 (Campos, 7th)

2009 GP2 (Addax, 2nd)

Petrov: the only Lada champ to make it to Fl

Vitaly Petrov

Despite the fat cheque, the Russian can drive

February 25 2010 autosport.com 35

переведешь?

щас оригинал статьи скачаю, покушаю и переведу :)

[verdadero]

Новое переднее а/крыло