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Sondaggio "F1 SURVEY" F1 2017


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Devo dire che e' fatto molto bene.

Consiglio a tutti gli appassionati di farlo, proprio per evitare che abbiano la meglio e vengano ascoltati i tifosi ignoranti.


Presenteremo i risultati completi a tutti i soggetti interessati della Formula 1 - team, piloti, proprietari dei circuiti, la FIA e Liberty Media, il nuovo proprietario dei diritti commerciali.
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3 minuti fa, Andrea Gardenal ha scritto:

Completato il sondaggio. Praticamente tra tutte le opzioni proposte per migliorare lo spettacolo non ce n'è una che mi convinca a pieno :asd: 

Come no? Basta metterle tutte insieme.

una combo quali con griglia invertita + doppia gara + circuiti annaffiati non ti garba? :asd: 

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38 minuti fa, MauroC ha scritto:

Come no? Basta metterle tutte insieme.

una combo quali con griglia invertita + doppia gara + circuiti annaffiati non ti garba? :asd: 

manca la corsia di sorpasso

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52 minuti fa, Andrea Gardenal ha scritto:

Completato il sondaggio. Praticamente tra tutte le opzioni proposte per migliorare lo spettacolo non ce n'è una che mi convinca a pieno :asd: 

Vie di fuga in ghiaia, queste sconosciute. Evidentemente gli sponsor rompono i coglioni. :asd: 

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Questo mi sembra fatto un po' meglio sinceramente, la parte dei simulatori mi par azzeccata visto che è l'unica esperienza in pista che può permettersi il 99.9% dei fan :asd:

La parte irritante è che come al solito non presenteranno i risultati completi ma un sunto delle cose più inutili rivoltato come fa comodo a loro. 

Poi se il votante medio è quello che crede alle baggianate di Vanzini allora meglio che continuino ad usare questi sondaggi per scopi di marketing,  almeno forse non fanno ulteriori danni sul lato regolamentare. 

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1 minuto fa, Malefix ha scritto:

Questo mi sembra fatto un po' meglio sinceramente, la parte dei simulatori mi par azzeccata visto che è l'unica esperienza in pista che può permettersi il 99.9% dei fan :asd:

La parte irritante è che come al solito non presenteranno i risultati completi ma un sunto delle cose più inutili rivoltato come fa comodo a loro. 

Poi se il votante medio è quello che crede alle baggianate di Vanzini allora meglio che continuino ad usare questi sondaggi per scopi di marketing,  almeno forse non fanno ulteriori danni sul lato regolamentare. 

Tu inizia a fare la tua parte :P 

in effetti la parte dei simulatori non me la ricordavo 

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1 ora fa, djbill ha scritto:


Al 99% :D 

L'ho sempre presa come una boutade ma con lui non si può mai sapere...


edit: questo è l'unico riscontro che ho trovato http://www.lastampa.it/2011/03/02/sport/formula-1/2010/questa-pazza-f-di-ecclestone-gp-noiosi-innaffiamo-le-piste-BQmJXlQ96FGUoZ8spoqE5I/pagina.html

Edited by MauroC
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      Buongiorno a tutti
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    • By sundance76
      @Nemo981 (c'è anche il buon Rick Mears citato nell'articolo) 
      The big question surrounding F1 in 2017
      by Nigel Roebuck on 1st September 2016
      Funny now, is it not, to look back a decade or so and remember what the powers-that-be were saying about Formula 1, and the way it needed to change? According to FIA President Max Mosley it was all getting a little too fast and the time for action had come.
      Over the years we had heard that frequently, but invariably the concern was with cornering speeds. The changes made to contain them were always to do with reducing aerodynamic downforce, which – as anyone old enough to remember the sport before the advent of wings will tell you – has had only a detrimental effect on the quality of racing.

      It’s really not too difficult to understand, is it? As soon as you create a situation – ‘dirty air’ – where closely following another car through a corner becomes a near impossibility you’re bound to reduce the possibility of overtaking on the following straight. Throw in ever-reducing braking distances into corners, and the picture becomes complete.
      As Rick Mears said to me at Indianapolis this year, “The guys in charge don’t get it, do they? Over time racing has been progressively ruined by ‘aero’ – by more and more downforce, so that you have a situation where cornering speeds are way too high, and straightline speeds – because of all that drag – way too low. What you need is a far bigger difference between the two – only then will you get proper racing again. If you have so much downforce that anyone can go through flat, what’s the point in hiring a great driver?”
      Mears was talking primarily about ovals, always his particular area of expertise, and it’s not difficult to see his point. When you watch Indy qualifying on TV, and appreciate from in-car footage that the engine note never changes the lap round, you can reach only one conclusion: this can’t be right.
      Against all advice from the participants IndyCar this year increased downforce. And while the cars still race well at big ovals like Pocono, at a smaller one such as Phoenix the lack of passing is striking. Similarly, at many of the road circuits drivers have lamented on the radio their difficulty in overtaking: “I just can’t get close enough to him through the turns…”
      As in motor racing across the world, the fan base in NASCAR – be it at the tracks or on TV – may have shrunk over the last few years but at least there the rulemakers have addressed a fundamental problem in the sport: in 2016 they have actually reduced downforce. Few would dispute that the quality of the racing has significantly improved.
      Back to F1. Ten or 12 years ago Max Mosley was hellbent on reducing speeds, which he said were getting out of hand, but curiously his attention was focused this time not on cornering speeds but on engine power. The 3-litre V10s, he said, were now producing more than 900 horsepower and that simply had to be nipped in the bud. No matter that this figure fell well short of those attained in the ‘80s, when the turbo era was in full swingm and on qualifying boost some drivers had as much as 1500bhp to fight with; 900 was too much, Mosley insisted, and to that end for 2006 the 2.4-litre V8 would be introduced.

      This, to my mind, was a rather anaemic period of Grand Prix racing, with engines revving hysterically, all of them making the same ‘white noise’. If we go by Tony Brooks’s definition of Grand Prix racing – and I have never heard a better one – that, “A Formula 1 car should always have slightly more horsepower than its chassis can comfortably handle”, the balance between power and ‘aero’ was well askew.
      That said, many were those – particularly folk who had never heard a V10 on full noise – who relished the volume of sound produced by the V8s. And if the power outputs were modest compared with those of earlier engines, at least the car itself remained light in weight – and therefore a good deal more lithe than those we have watched in the three seasons of ‘hybrid’ F1.
      For the first of those seasons the cars were pretty good to watch. Downforce had been reduced, and although in time F1’s clever aerodynamicists inevitably found ways of bringing it back again, in 2014 relatively little downforce, combined with the immense torque of the ‘hybrid’ engines – I’m sorry, I won’t call them ‘power units’ – made for skittish behaviour out of the corners, which is the first requirement of any avid spectator. Unfortunately, though, two years on the cars are much more mannerly.
      I was not among those who thought the old engines – particularly the milk-and-water V8s – should have been retained at all costs. I know it is said that a man may be considered old when he starts to think in terms of mpg rather than mph, in considering his next car, but the fact is that we are into an era when road car manufacturers are above all else focused on ‘clean’ engines and reduced fuel consumption. And that being so, if F1 wished to retain such as Mercedes, Renault and Honda as engine suppliers it had to offer them a formula that would keep their interest, and allow them to justify continued F1 involvement to directors and shareholders.
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      Unfortunately, though, it isn’t that simple. For one thing, the new breed of engines are monumentally more expensive than those they replaced, which has created terrible problems for the ‘customer teams’. For another, they are staggeringly complex, to a degree that apparently requires constant radio advice from engineer to driver. For a third, they are massively heavier than F1 engines of the past, so that the minimum weight limit is now more than 100kgs higher than it used to be.
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      As Lewis Hamilton puts it, “As soon as we’ve done the start, we slow down. Generally we’re not pushing 100% like they used to. Back in the day it was a more extreme race – a sprint – but F1 is not like that any more. It’s about conserving tyres and fuel and batteries, and that’s not what people want to see…”
      Quite right, it’s not. As I said, across the world – in any category you wish to choose – racing has in the last few years suffered a huge drop in popularity, and the powerbrokers of F1 have been putting their heads together, trying to come up with ways and means of arresting the decline. Needless to say – because F1 moguls essentially care for nothing save their own interests – the process has been tortuous.
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      Whatever, they won the day. In 2017 the cars will have hugely bigger tyres – and also much more downforce, which Hamilton has described as, “The very last thing we need…”
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    • By alessandrosecchi
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