Kraven VanHelsing

A Hockenheim e a Monza ci sono state tribune con poco pubblico a causa dei biglietti troppo cari. Gli organizzatori dicono che sono obbligati a tenere i prezzi alti perché lei chiede tanti soldi... "Guardi che il 70 % di quanto prendo io dagli organizzatori va ai team. I prezzi dei biglietti si possono ridurre subito, basta che le squadre poi si adeguino quando si tratta di incassare".

Ottima domanda. Qualcuno qui dentro lo sa?

Te credo, gli è rimasto solo Felipe Massa da tifare.

Addirittura...

McLaren says its final driver choice for next year will be based on what serves it best for its long-term Formula 1 ambitions with Honda. The Woking-based team has been open about considering all its options for 2015, with neither Jenson Button nor Kevin Magnussen having a firm deal in place yet. Fernando Alonso is one of its key targets, and racing director Eric Boullier has made it clear that McLaren will wait until he knows what all the top drivers' plans are before committing to anything. "If any driver becomes available on the market, we will be interested to see if they fit," he told AUTOSPORT. "Our strategy, and I am not going to say we are going to change drivers, is we are in a position to wait. "So we are going to wait until I understand what is going to be the driver market, not only for next year but also in the future years. "The plan is to build McLaren for a long term at the top, and we need to know what we are going to do in three, four or five years." Boullier's comments suggest that if it cannot lure a big-name star for next year then it will not compromise its chances of getting them for 2016 or 2017 by locking out its race seats. That means it could opt for short-term deals with some drivers while it waits for top names like Alonso, Sebastian Vettel or Lewis Hamilton to become available. Button will almost certainly be retained for 2015 though, despite a recent war-of-words between him and McLaren Group CEO Ron Dennis about the need to try harder. Speaking about the job Button was doing, Boullier said: "He is doing a good job. We want our drivers to give 100 per cent all the time. "We want everybody to perform and, when you cannot get the performance you wish, it is sometimes difficult to accept it and you get frustrated. "But it is the same for everybody and we need to push 100 per cent."

http://www.bloomberg.com/news/2014-07-29/ecclestone-seeks-to-settle-corruption-case-for-25-million-euros.html Basta aggiungere una gara in calendario e rientra dall'investimento. Out-of-jail free card.

Be' noialtri si parlava prima dell'inizio del campionato. Te arrivi ora dopo 10 gare

Vabbuo' tanto l'auditel lo misurano con la macchinetta e poi fanno stime statistiche. Di quelle 10 mila famiglie non so quanti appartengono alla categoria degli streamers, immagino tuttavia che il campione non sia perfettamente centrato.

Oggi sulla app di Wikipedia il contenuto random riguardava la gara di Spa 2001. 10 milioni di telespettatori per la RAI, 70% di share. Comparato con i numeri aggregati di Sky e Rai, li fa impallidire.

Come ha detto Davide, per il pubblico che fa lo sforzo - economico - di venire a seguire la corsa in circuito, l'attuale format è migliore proprio perché vede le vetture girare (tutte, non solo le Tyrrell/Minardi) sin dall'inizio. Io mi ricordo le mezz'ore con inquadrature sul pubblico annoiato (quello in pista, non chi sta a casa e ha la possibilità di usare il telecomando) e con la pena dei telecronisti che a un certo punto non sapevano che altro aggiungere per continuare a parlare nel "deserto". Il medium televisivo non è il principale beneficiario di questo cambiamento.

Phil Duncan scrive su twitter: Monday: Wolff becomes first team boss to criticise double points system. Tuesday: Wolff suffers multiple fractures in bike crash #conspiracy

Visto l'hobby e i precedenti, forse ha chiamato Webber per un salutino veloce.

Boia, tutti quei danni cadendo dalla bici a 30 km/h.

A me comunque non dispiace la cosa, sono curioso di vedere se ci saranno rimescolamenti/riavvicinamenti tra le scuderie.

O forse la parte elettronica. Tutte quelle scodate o derivano dalle sospensioni oppure dal modo in cui la coppia viene fornita alle ruote in ogni data situazione.

Riguardo al FRIC, James Allen: The first thing F1 fans will want to know is; will it shake up the order and what impact will it have on the racing? The answer, from discussing the situation with a few F1 engineers, is that the lap time difference from banning FRIC suspension will be around three to four tenths of a second, depending on how well the system is working on individual cars. Lotus was one of the first teams to use it but Mercedes was onto it quickly and it has certainly contributed to their competitiveness. However it is unlikely to make any real difference to the pecking order in F1. Silverstone showed that Mercedes still enjoys a significant performance advantage over the rest. The reason why it was not so dominant in Austria, relative to Silverstone, is believed to be related to the altitude and the performance of the turbo, also to some prudence over cooling after the technical failures in Montreal. How will it’s loss impact the cars and the racing? The main impact will be that it will lead to the cars taking more out of the tyres, which might push them into making an extra pit stop at some events. This year with the more durable Pirelli tyres we have seen several races become a one stop, such as Silverstone last weekend. Arguably it will be more difficult to do the 300km race distance on two sets of tyres at some venues, as the wear will not be as evenly distributed across all four corners of the car. With the Pirellis, one of the key things to get right is to match the temperatures of the front and rear tyres. Again FRIC helps with that. So why does the FIA want to ban FRIC suspensions now? Because Charlie Whiting, who heads the FIA department which is responsible for policing the technical aspects of the F1 cars, as well as the operation of the race weekends themselves, believes that they have evolved to the point where they contravene the catch all technical regulation about “moveable aerodynamic devicesâ€. “Having now seen and studied nearly every current design of front to rear linked suspension system we, the FIA, are formally of the view that the legality of all such systems could be called into question,†he wrote to teams this week. Whiting suggests that the way the suspension systems help control pitch and roll could be in breach of article 3.15 of F1′s technical regulations. Speaking on Wednesday, McLaren team boss Eric Boullier said the FIA had acted now because, “I think some teams might have been extreme, which is maybe why the FIA is questioning the legality of this system.†What happens next? In a classic piece of FIA positioning, setting the teams against each other, Whiting has suggested to the teams that it will be banned only from the end of the year, provided that all teams agree to that. If they cannot agree (which they rarely do on such matters) then it will be up to them to consider whether they risk using it at the next race in Hockenheim next week, as the FIA scrutineers and stewards may uphold any protests made against it. How does FRIC work and will it be easy to take off? According to JA on F1 technical adviser Mark Gillan, when a car goes through a corner it goes through a number of movements; it pitches under braking, it rolls on turn-in to the corner and on corner exit. There are a lot of changes in terms of stability and ride height and a significant amount of downforce is lost as a result. If you could make the car more stable through those changing dynamics and fix the ride height through those manoeuvres, you would make life a lot more easy. So a lot of innovations like this one are designed to produce a stable ride height through a manoeuvre, optimise aerodynamics and maintain downforce. This has been the focus of aerodynamic development in F1 since the late 2000s, as wind tunnels have got more sophisticated. The challenge for the aerodynamicist is to assess the trade-off between downforce and smoothing out the ride and much of the work that goes on at F1 tracks in the build up to a race is focussed on getting a good compromise for the race weekend. The FRIC suspension works by transferring hydraulic fluid from front to rear and it does so passively, which is why it’s legal – it’s not something the driver actively controls, it happens as the car moves. This generation of F1 cars is very sensitive to roll, so anything that can minimise the roll angle is definitely a big positive. It’s very hard to say exactly what the gain is in lap time, but it makes the driver feel more confident and that is worth something as is the other major benefit in terms of the tyres. By making the car more stable and consistent, you will make it easier on the tyres. You have more load where you want it, so the wear is more even. There would be a fair bit of re-engineering needed and the chassis will have been designed around FRIC in many cases, as it has been in circulation since 2013. Many of the wind tunnel development programmes currently under study will need to be revised to factor in the loss of the optimised ride height.

E il fondo stallante Ferrari 2007 e le Michelin 2003 e il terzo pedale McLaren 1998 e, come dicono negli spot delle compilation estive, "tanti altri"

Sì, potrebbe essere uno dei loro punti forti. Whiting said: "Having now seen and studied nearly every current design of front to rear linked suspension system we, the FIA, are formally of the view that the legality of all such systems could be called into question." Whiting suggests that the way the suspension systems help control pitch and roll could be in breach of article 3.15 of F1's technical regulations. Article 3.15 is the catch-all regulation that relates to moveable aerodynamic devices. It outlaws any part of the car that influences the aerodynamics that is not "rigidly secured to the entirely sprung part of the car (rigidly secured means not having any degree of freedom)." A meno di un voto all'unanimità per spostare al 2015 il ban, questo entrerà in vigore sin dal prossimo gp. Bella mazzata "out of the blue". A me sa di consueto provvedimento azzoppa-leader.

Mah, a me pure il cambio verso McLaren non sembra esente da rischi contando che per almeno il primo anno il pacchetto andrà svezzato. Rischia di sbagliare di nuovo cavallo su cui puntare.

Ci sarebbe l'alternativa: vendita di telai "vecchi" o "clienti".

Rispunta l'idea di Vettel in Ferrari e quindi sedile libero in RBR?

Era per dire che la politica Renault era realmente in un certo modo prima e sono state le pressioni di RBR a far cambiare la strategia, non viceversa.

In realtà a sentire Horner è questa filosofia paritaria di Renault ad aver contribuito alle prestazioni mediocri di questo inizio 2014. Se si fossero concentrati su una sola squadra "factory", sempre secondo RBR, le cose sarebbero andate meglio. E Lotus di certo non ha le capacità economiche né tecniche per contendere lo status di factory alla RedBull. Ergo l'ultimatum ha funzionato e Lotus s'è adeguata a fare la cliente in toto, stile Williams. Tutto è bene quel che finisce bene.

Sistema 2002 con due scarti, imho.