My Williams (21.04.2014 - 12.11.2014)

[maxer]

во вчерашнем результате его вина имеет место быть? И если да, то где доказательства?

Там, где другие гонщики избегают неприятностей, Филя обязательно их найдёт.

Почему все смогли объехать эти обломки, а он не смог?

[EzioDaFirence]

Там, где другие гонщики избегают неприятностей, Филя обязательно их найдёт.

Почему все смогли объехать эти обломки, а он не смог?

если он уперся в кого-то,то ему просто могло не хватить реакции. Как Монтойя в китае наехал на вылезший бордюр,уперевшись в кими. И потом, Нико ведь тоже подцепил кусок резины на антенну - неужели и он виноват?

[Фру-фру]

Заметочка на тему: "2014 F1 гонка развитие: кто что делал?"

Список W впечатляет.

[maxer]

И потом, Нико ведь тоже подцепил кусок резины на антенну - неужели и он виноват?

Фил, если я не ошибаюсь, днище повредил. То бишь тупо наехал на обломки.

С Нико совершенно другая ситуация была.

[Leonora]

да нет его вины в подцепе резины,так уж вышло. Но вот так плохо проводить квалу больше не надо. И его оправдания в стиле "если б не резина-фсех порвал!" Звучит ну вообще по-детски. Не увидел шматки резины,подцепил,уступил-бывает,исправимся. Вот все,что надо было сказать. А вещать нам,как оно здорово могло быть,если б не осколки,не надо-это нифига не утешает,только злит.

Странно, почему эту самую резину не увидели механики апосля первого пита.

[Fixxxer89]

Оценки АМуСа:

• Daniel Ricciardo: Note 9/10
  
• Nico Rosberg: Note 5/10
  
• Valtteri Bottas: Note 9/10
  
• Kimi Räikkönen: Note 8/10
  
• Sebastian Vettel: Note 6/10
  
• Jenson Button: Note 8/10
  
• Fernando Alonso: Note 8/10
  
• Sergio Perez: Note 7/10
  
• Daniil Kvyat: Note 7/10
  
• Nico Hülkenberg: Note 7/10
  
• Jean-Eric Vergne: Note 6/10
  
• Kevin Magnussen: Note 5/10
  
• Felipe Massa: Note 6/10
  
• Adrian Sutil: Note 7/10
  
• Esteban Gutierrez: Note 6/10
  
• Max Chilton: Note 5/10
  
• Marcus Ericsson: Note 4/10
  
• Jules Bianchi: Note 7/10
  
• Lewis Hamilton: Note 7/10
  
• Romain Grosjean: Note 5/10
  
• Pastor Maldonado: Note 3/10
  
• André Lotterer: Note 7/10
  

Странно, почему эту самую резину не увидели механики апосля первого пита.

А он разве не между питами её подцепил?

[Фру-фру]

Нет:

Фелипе Масса: На втором или третьем круге под мою машину попали остатки резины от Mercedes Льюиса.

http://www.f1news.ru/interview/massa/97105.shtml

[zanashyh]

А он разве не между питами её подцепил?

На первых кругах гонки.

И ехал с ней до второго пита.

[jurykovalev]

Странно, почему эту самую резину не увидели механики апосля первого пита.

Так и когда убрали, особо быстро не поехал ведь.

[Leonora]

А он разве не между питами её подцепил?

Нет Это ещё до первого пита было. Если бы можно было здесь гифки выкладывать приложила бы доказательство, как он с пита выезжает, а эти ошмётки болтаются.....

[maxer]

Нет Это ещё до первого пита было. Если бы можно было здесь гифки выкладывать приложила бы доказательство, как он с пита выезжает, а эти ошмётки болтаются.....

Можно, почему нет?

Как обычную картинку вставляешь.

[Фру-фру]

Если бы можно было здесь гифки выкладывать приложила бы доказательство, как он с пита выезжает, а эти ошмётки болтаются.....

А почему нельзя? Вроде выкладывают, если есть что показать.

[maxer]

Заметочка на тему: "2014 F1 гонка развитие: кто что делал?"

Список W впечатляет.

Странно как-то... Думаю, что все основные новинки просто скрыты от посторонних глаз. Иначе мы бы сейчас вряд ли за подиумы боролись.

[Leonora]

Это после первого пита как раз

[Zеrg]

А почему нельзя? Вроде выкладывают, если есть что показать.

3.7 Оформление сообщения не должно наносить ущерб его восприятию. Ограничения по размещению изображений: размер - не более 300 Кб, количество видимых изображений - не более двух.

________

Юля, я лично буду отправлять жалобу если что :bomb:

[jurykovalev]

В Статистике пирелли у нас самый быстрый пит ГП, дожили, называется.

[Фру-фру]

Народ, кто-нибудь подписан на autosport+?

Там летописец по имени DIETER RENCKEN нетленку наваял.

[leon.blr]

Странно как-то... Думаю, что все основные новинки просто скрыты от посторонних глаз. Иначе мы бы сейчас вряд ли за подиумы боролись.

Надо возвращать Сэма...

[jurykovalev]

Это после первого пита как раз

Что-то не вижу там ничего из под днища. На пилоне понтона да, болтается что-то, но белое. не думаю, что мехи у нас слепые, и такое бы явное не заметили, скорее всего это было глубоко в днище, ближе к середине машины, или в диффузоре.

[Фру-фру]

Странно как-то... Думаю, что все основные новинки просто скрыты от посторонних глаз. Иначе мы бы сейчас вряд ли за подиумы боролись.

Ну да.

Там перед списком оговорка:

"Please note that this list only contains the main developments to give an impression what certain teams have been concentrating on. They have brought much more new parts than listed below."

[jurykovalev]

Народ, кто-нибудь подписан на autosport+?

Там летописец по имени DIETER RENCKEN нетленку наваял.

The inside story of Williams's revival

Williams's transformation from backmarker to potential grand prix winner has been one of the feel-good stories in F1 this year. DIETER RENCKEN talked to the behind-the-scenes architects to find out how it happened

Last year in Korea, during a one-on-one chat, Pastor Maldonado was scathing about Williams, the multiple-title-winning outfit with which he won the previous season's Spanish Grand Prix.

It was clear their relationship was irreparably broken, the Venezuelan intent on taking his sizeable pile of state-provided petro-dollars elsewhere - to Lotus as it transpired, despite that team's well-documented financial struggles.

Meantime Williams placed ninth and last of the 2013 points scorers (with five points scored from 38 starts), and paddock folk wondered how much longer Sir Frank's eponymous outfit would be around. It seemed a sad ending for this proud team, but such as Brabham, Cooper and (the real) Lotus all slithered down the order before eventually fading away.

And yet there remained a bullishness at Williams, as though team members knew the corner would be turned. Indeed, during an interview with Claire Williams, the de factoteam boss - officially she is deputy team principal, but accepts the whole load when her father is unable to travel - conducted in May last year there was quiet confidence to her answers. The message was clear: Williams will restructure; Williams will return to the sharp end.

Then news trickled through that Mike O'Driscoll, formerly Jaguar Cars managing director (and previously president of Jaguar Cars America) and a non-executive director of Williams, had accepted the post of group CEO. Highly respected not only for his commercial skills, but also his visionary management, it was obvious O'Driscoll recognised potential at Williams despite the performance trough the team wallowed in.

Pat Symonds joined as technical chief in September 2013 © LAT

Such appointments tend to have magnetic qualities, and in quick succession Pat Symonds, he of Benetton/Renault title-winning fame with Michael Schumacher and Fernando Alonso, joined as chief technical officer, having been exiled for three years for his ill-judged role in the 'crashgate' affair.

Mercedes Motorsport director Toto Wolff, a Williams shareholder in his own right through prior investments in Williams Holdings plc, was obviously well-placed to facilitate what turned out to be 2014's class power unit, while Rob Smedley, the pitwall brain behind Felipe Massa's oh-so-close 2008 Ferrari campaign and distant admirer of Symonds' modus operandi, was ready to move his family back to Blighty.

Independent of the Brazilian's decision to accept a Williams seat after being dropped by the Scuderia, Smedley signed up for 'Project Williams Resurrection'. In fact, the only high-profile survivor of the previous era was (Wolff-contracted) Valtteri Bottas, the Finn fully deserving a sophomore season as race driver after keeping Maldonado honest in his rookie year.

Come the opening test at Jerez it was clear Williams was again on the up, the good news story being capped by a livery launch shortly before the season opener in Australia. Williams announced not just any title sponsor, but the iconic Martini brand, whose rainbow stripes on cars and kit lend the team a retro, yet classy air.

This writer requested an interview and was told "later", for much internal restructuring remained to be done. Only after Williams Hybrid Power and the Williams Technology Centre Qatar had been disposed of and closed respectively were team members ready to talk. By then poles and podiums were again on the cards...

The fact that Williams was prepared to turn its corporate back on these projects spoke volumes, for it signalled a determination to focus on its core business: grand prix racing. The original company was, after all, known as Williams Grand Prix Engineering Ltd. But how to return the team to its winning ways remained the burning question - over time many teams have had the ingredients in place, yet failed to rise.

Williams has been regularly fighting with Mercedes at the front of the field this year © LAT

Yet, coming out of Formula 1's summer break Williams lies fourth in the constructors' championship - seven points adrift of Ferrari - despite Massa suffering three bouts of non-scoring ill-luck.

Once again Williams is highest-placed independent team - but clearly that is not enough. What, then, provided the catalyst for revival?

"As a board it was apparent to us during the early part of last year that we were heading into another very disappointing season, a season in which, frankly, we were not making the best use of the assets we have. We were letting down our employees, team members, partners and fans - and our shareholders," explained O'Driscoll. "We needed to return Williams to the front.

"So, as a board we set about the best way of structuring the organisation to allow us to do that, and we believe we've made a good start, but there's an awful lot more work still to do."

As a man who lived with Jaguar through thick and thin (O'Driscoll remains chairman of Jaguar Heritage), he drew on past experience to formulate a three-point strategy: "First, to return the Williams F1 organisation to the front; second to develop a strong advanced engineering business. And the third is to dispose of those operations that cost us money, or have been costing us resource and time and attention."

Had O'Driscoll set a timeframe for this rebirth?

"We didn't set a time line on it, but what we did set ourselves were certain milestones. And I think we're making good progress..." is the immediate response, then the discussion hangs as he ponders the obvious next question, to which he responds unprompted:

"We've gone a long way down the track in terms of putting in place the technical leadership we believe can put us in contention again and return the team to winning. It started of course last year with the appointment of Pat Symonds as chief technical officer, and he has been able to assemble a terrific cadre of talent, plus build on the very strong talent we had in our organisation to start with, and our facilities."

Group CEO O'Driscoll recognised the potential of Williams when he joined last year © LAT

What is the objective?

"We want to be consistently winning races and contending for championships. Consistency is essential," is his lucid reaction, "it's the hallmark of any great organisation."

Together Claire and Mike (together, they stress 'together') put the company under the SWOT (Strengths, Weaknesses, Opportunities, Threats) microscope, with no department escaping scrutiny. Concurrently the commercial team scoured the market. While Martini is their highest-profile acquisition, Randstad was retained despite a poor 2013 and they attracted a host of fresh partners, including Banco de Brazil and Petrobras.

CEO and deputy team principal clearly get on well despite the obvious character differences between them - O'Driscoll all corporate and considered and Claire bubbling with enthusiasm for the company that bears her family's name, and, crucially, for the sport.

"It's amazing. We are [different]," she laughs. "You kind of take one look at us and think 'chalk and cheese', but I love Mike, he's brilliant. He was absolutely the best thing that's happened to this business for...(10 years, at least?)

"I'm in the middle between Frank and Mike in the office layout, but Mike and I work so well together and we do everything together. It's a fully collaborative approach, everything we discuss, we talk about. Neither one of us makes a decision without discussing it with the other, finding out the other's opinion, ensuring they're happy with it. So it's a real team effort and it's working really, really well."

It is this infectious enthusiasm that has pulled commercial partners and media alike along in its wake. Attend a Williams media briefing and, unless you're there ten minutes early, you're stuck in the peanut stands.

Claire Williams's infectious enthusiasm is hard to resist © XPB

"We have a great name, we have a great brand, we have a great heritage and history in Formula 1, and we've got a great story," says Claire. "And particularly now we've got a good story. People see the kind of revival, if you like, that's going on at Williams and they want to be a part of it.

"So we're very lucky in that over this winter we've attracted some great brands. But then, it's about the people we have at Williams who are managing those processes. We have a great finance director [Louise Evans] who is very clever and we've got brilliant heads of department that when things go well they know they can spend a bit more, but when they're not then we know we all have to tighten our belts."

With Williams not having a parent benefactor as enjoyed by Red Bull Racing, Ferrari and Mercedes, the team needs to fund its activities from three primary sources: sponsorship revenue, 'Bernie (Ecclestone) Money', as the teams' collective share of the TV/race hosting revenue pot is known, and internal funding from engineering activities.

Hybrid Power and Qatar were intended to play a major role in this regard, but failed to wash their faces - hence their disposal. However, Williams retained its Advanced Engineering division, and O'Driscoll clearly holds ambitious plans for the operation, with Williams F1 feeding new technologies for Advanced Engineering to monetise, in turn (part) funding F1 operations. A commercial circle, if you like.

"For me it's important we have both a strong and dynamic and successful Formula 1 organisation, and a strong and successful and robust advanced engineering group," he explains. "It's not an 'or', it's an 'and'. I've never seen it as a choice between the two.

"But it's important that both can co-exist. They have to feed each other. The very best calling card our Advanced Engineering can have is a world championship-winning team; it's a strong Formula 1 organisation. And a strong advanced engineering organisation can in turn provide us with the financial stability to enable us to succeed in Formula 1."

O'Driscoll is, though, keen to stress that F1 and Advanced Engineering operate independently, and to this end Williams recently recruited a managing director to spearhead the latter operation.

"They are distinctly separate organisations. We have a new managing director in place running Advanced Engineering, Craig Wilson; appointed late last year. Craig joined from TWR, and most recently ran the TWR Holden team in Australia. Prior to that he ran TWR as managing director in the UK, so a lot of experience."

Symonds has strived to improve communication at Williams © LAT

Strong technical leadership, though, is an essential ingredient in the success mix, and Williams could hardly have done better than recruit Symonds. But, what did the Masters Graduate in Automotive Engineering (Cranfield) recognise in the team that was once the bane of his (Benetton) life, yet recently languished at the bottom of the 2013 time sheets, when he signed up in September last year?

"What I found was that there were all the right things there for a successful Formula 1 team," he says in his trademark thoughtful fashion. "Very good equipment, excellent wind tunnel, good test and development area, very good production facilities, very functional design group, a lot of clever people.

"There were a lot of really good things, but I think we had some problems in that those people were working in silos, they weren't communicating, and the focus had been lost on what the ultimate objective was, which is to produce a fast racing car."

Where to start?

"The first thing I did was have a look and analyse what was going on. I think there were areas where process was lacking, so my job really was to put some of that process in place, get communication going between various departments and start empowering people and to look at where there were weaknesses and bring in some people to fill those weaknesses. That's essentially what I've spent my first few months there doing."

In this sport engineering costs, and extremely good engineering costs mega amounts. Is Williams sufficiently well funded to feed his obvious ambitions?

"I don't think anything should stop us," he said, speaking prior to the Austrian Grand Prix, where Massa started from pole and Bottas scored the first of a trio of successive podiums.

"Mike and Claire are working hard on the budgets, the budgets are not at the moment great enough to do that final step, but they're working hard on it. And I hope Formula 1 is working hard to bring the requirements down the other way."

Felipe Massa and Valtteri Bottas have been instrumental to the Williams squad's revival © LAT

However, are the facilities truly up to scratch, can the team take the fight to those at the sharp end on a consistent basis?

"There is an amount that needs doing," Pat says. "I think Williams has always run as a very good business. And in spite of financial constraints over the years, there's always been a good level of capital investment in the business. So the equipment is good.

"Mike's intention is to carry on that capital investment, as required. And it is required, because the sport moves on, the technology moves on. Yes, there are areas where we will be looking to invest."

Clearly the two 'car guys' feed off each other symbiotically, each holding the other in extremely high regard, something Pat is quick to admit.

"I was a Ford apprentice. I was an undergraduate apprentice with Ford at Dunton, but I don't think that makes me a motor industry mogul by any means (laughs). I think it's a very interesting thing: Mike is very, very instrumental in me joining the team

"As soon as I met him and spoke to him, I realised here was a guy who knew how to manage things. He knew how to manage people; he knew how to manage projects. I think it's not just his motor industry experience, I think it's the American management attitude as well, which I have a huge amount of respect for.

"Mike wants things done and he expects things to be done, and I like that. I've said this before: in Formula 1 it's amazing that you have companies that have budgets of a hundred million pounds a year, employ 500 people, and there's not a single professional manager in them. I've worked in companies like that for many years, and it staggers me. And Williams has always been run as an effective business, and I think Mike is adding a huge amount to that, with a very, very pragmatic view of how we proceed."

Any wonder folk are seriously talking of a Williams win this weekend at Spa - the first in almost 20 years? If it comes to pass it will be on pure merit.

ждём перевода на русском автоспорте

[maxer]

В Статистике пирелли у нас самый быстрый пит ГП, дожили, называется.

Ещё бы домкраты поворотные запилили бы...

[Фру-фру]

Гугл жжет:

"О'Дрисколл признал потенциал в Williams, несмотря на производительности корыта команда погряз в."

[Eudgen]

Слабая какая то отмазка с этой резиной, как будто там полболида разнесло. Некоторые практически без понтона умудряются ехать в темпе.

[Red_front]

как только Боттас завоюет восьмой титул в составе Уильямс

О, за победы на Play Station уже начали раздавать титулы чемпионов мира? И даже там до сих пор и восьми нет??? :rofl: