Results 481 to 490 of 520
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10th October 2017, 09:47 #481
Well Nick, if Metal Matrix "Composite" is not a composite material, then what is? For once, the public copy of the regulation shows the same information as the working copy in this case:
https://www.fia.com/file/61689/downl...token=hVJqMBK-
The use of composite is allowed for the following parts:
Timing cover
Air filter box
Air ducts for cooling (cockpit and boot (FR) / radiators / intercooler / engine auxiliaries / brakes)
Homologated exterior bodywork parts (see article 902)
Windscreen lower trim
Door trims (FR)
Dashboard (FR)
Seats
Supports and fixings fitted inside the cockpit (except seat brackets) and inside the rear boot
Protection covers fitted inside cockpit and inside rear boot (FR)
Foot rest for driver and codriver (FR)
Console / support for switches…
Steering wheel
Heat shields
Protections of the bodywork parts (side, floor, inner wheel arch)
Leakproof box for fuel tank (see article 401) (FR)
Underbody protections (see article 902)
Mountings for front and rear bumpers
Headlight units and tail light units
Additional headlights housings (see article 503)
Paddles for power assisted gearshift control
Supports and fixings fitted inside the engine compartment (except engine / transmission supports)
Discs for differentials
Baffles fiited inside engine oil sump and transmission housing
Fuel tank internals
Engine parts: see HOMOLOGATION REGULATIONS FOR 1.6 TURBO ENGINES
Electric connecting box
All composite material parts fitted directly on the engine (parts mentioned in Article 3) and the parts fitted in the cockpit or in the boot mentioned above (FR) must be made from fire‐
retardant material (seats and driver / codriver equipment / energy‐absorbing material: see FIA standarts). The external face of the part must have a V0 level of acceptance respecting
the "UL94" US standard (fire‐retardance capability).
Somewhere in this discussion indeed lies the truth about the finish on the part. What can I say, it's painful to see all three cars go out with the same broken part (whatever the circumstances), and it's not the first time they failed this year...
- Likes: NickRally (10th October 2017),sonnybobiche (10th October 2017)
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10th October 2017, 10:06 #482
Unfortunately a bad design can not be saved by a coating or process at the end of the day. If they had hub failures breaking the connection for the lower wishbone at the ballpoint for many rallies than its time to design a new hub. Or at lease revised the connection of the ball joint to hub. I bet they will do this moving forward.
On thing I noticed when looking at the pics was the diameter of the l tapered ball joint stud. It was unnecessarily huge in my opinion. Never see Any WRC cars use such a large stud. This could result to huge loads on the hub and also reduce the amount of thickness in that area due to space limitations. On most arms we’ve worked on we would use a 5/8 heim (rose) joint or 14 mm in metric. The Hyundai ball joint stud looks huge. Like 20 mm, but this could be the image being zoomed in. The shear loads on a 14/16 mm heim or rose joint is more than enough for lower control arms used in McPherson suspension. I bet they will also change mountings for the shock body and the shock top mounts as well because the loads are going straight up from the ball joint to the top mounts. I’ve been lucky enough to see Toyota, Ford and Citroen suspension components and in terms of design and tech (not strength) Toyota is above Citroen which is above Ford. Have no clue what Hyundai stuff looks like. They’re actually pretty good at keeping things behind the scenes . Oh and the weight of the Toyota assemblies is incredibly light.Last edited by racerx1979; 10th October 2017 at 10:39.
- Likes: Munkvy (11th October 2017),OldF (11th October 2017),sonnybobiche (10th October 2017)
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25th October 2017, 19:25 #483
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In a wheel arch,some air ducts are closed. And what sensor behind the rear window?
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tvjz1saq.hqd.jpgLast edited by quick; 25th October 2017 at 19:38.
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26th October 2017, 13:43 #484
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I would guess that those are reflectors for the timing beam. Someone correct me if I'm wrong.
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29th October 2017, 20:31 #485
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So, does anybody have any insight as to why the Toyotas struggled so much in low traction?
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29th October 2017, 20:41 #486
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- Likes: sonnybobiche (29th October 2017)
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30th October 2017, 08:37 #487
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"quattro best 4wd rallycar ever"
- Likes: steve.mandzij (30th October 2017),TWRC (30th October 2017)
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30th October 2017, 11:55 #488
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More weight on the rear is bad for nearly everything but not for the traction, quite the opposite.
What Pantealex wrote seems to be plausible explanation to me.Stupid is as stupid does. Forrest Gump
- Likes: dimviii (30th October 2017),EstWRC (31st October 2017),pantealex (30th October 2017)
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31st October 2017, 00:51 #489
Diff and suspension settings are also key. Also I'm not sure of the speeds at Wales, but aero would not play a huge role if it's mainly tight and slow.
Toyota will be changing their aero for 2018. I hear it is even more futuristic looking than the current car.
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31st October 2017, 06:57 #490
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According to Mäkinen interview the aerodynamic changes aren`t dramatic but mostly for easier service (for instance current front bumper is a 1 piece damper and when the splitter brakes they have to change the whole bumper) so the new version will have a separately changable splitter.
- Likes: pantealex (31st October 2017)
toyota to build rally3 cars? https://rallyjournal.com/details-emerge-on-toyotas-major-wrc-project/
Rally 3 class