Am really sorry sir but i come from some part of the dark continent(afrika)so english is my third language,once again am sorry if i offended you,thanks in advance. :oQuote:
Originally Posted by N.O.T
Printable View
Am really sorry sir but i come from some part of the dark continent(afrika)so english is my third language,once again am sorry if i offended you,thanks in advance. :oQuote:
Originally Posted by N.O.T
:rotflmao:Quote:
Originally Posted by Bobcat
Only twice during the PSA era (2000 onwards) have Ford won the manufacturers title and no drivers titles. So out of a possible 22 titles since 2000 PSA have taken 18.
The track record says that Bobshill is going to be wrong :laugh:
The new WRC cars and the fact that the active center diff will be out will change things for next season.
Basically the cars are going to be more difficult to drive without that active center diff. The tendency will be quite strong with understeer, and drivers will need to use aggressive driving style to turn in corners. I think this may be good for nordic drivers who are very familiar with this way of driving.
Just going around a tight hairpin with handbrake is going to be interesting since there is no more active center diff to disconnect rear drive when handbrake is pulled, allowing car to turn on a dime... not anymore in future!
By looking at latest Hirvonen test with FIESTA in portugal one can see the understeer going in and oversteer going out of corner. The slippery muddy conditions are quite nice indeed because it emphasizes the negative or positive sides of the general car balance. In this test you can see in medium speed long corners that he has to overcome some understeer going in, resulting in too much oversteer going out of corner once the car's lateral momentum is in action. Which means he won't have optimal corner exit speed and car will not be straight enough for maximum traction on acceleration. If this car balance is not right, Hirvonen will be forced to throw the car very agressively into corners; which wont be so much trouble in fast stages, but in twisty areas he will be in trouble and lose tenths in every corner. If he loses a tenth of second out each of 10 corners on one kilometer you can do th math !! Things will depend a lot on grip level and twistiness of stages, but I suspect Citroen is already working on finding specific car setups for all different types of roads, so they can have a specific setup with best compromise for each rally, this thanks to their philosophy of starting to develop the car very early with their top drivers. As Hirvonen has only now tested the car for first time, Ford have a lot of work ahead of them in the next 3 months before first rally. Too bad it is now soon winter and finding right conditions will be difficult for the first gravel rallies of next season. I guess they should have thought of that earlier.
This also means that tires will wear quite a lot more next year. Some long stages on hard gravel in hot conditions will be very very difficult on tires. The team who can find best car balance will be able to use tires full potential better.
... ;)
16; Subaru have won two drivers titlesQuote:
Originally Posted by Daniel
There have been 11 seasons so 22 titles -4 = 18
Kaffi, you are wrong. There still be some kind of disconnection of the rear wheeels when handbrake is pulled, but - as you mentioned - with no active centre diff. ;)Quote:
Originally Posted by Kaffi
Ok thanks for that. Does someone know how this happens ? As far as I understand they are not allowed any "active" system in the car, so this device can only be mechanically activated from handbrake mechanism when the driver pulls it, which implicates some kind of clutch plate system ?
...?
And I bet that will be Citroen!!!Quote:
Originally Posted by Kaffi
Yup. Citroën engineer has said that:Quote:
Originally Posted by Kaffi
http://autosport.aeiou.pt/gen.pl?p=s....stories/90601
by google translator:
Quote:
The Citroen WRC DS3 viewed Xavier Mestelan-Pinon
The Citroen WRC DS3 born to be, first, a World Rally Car, and never a S2000 would later be converted into a WRC. According to Xavier Mestelan-Pinon, the project director, "the greatest challenge was the construction of the engine as we made an aluminum propeller to direct injection, whose crankshaft, for example, took six months to be drawn. With just a 1.6 liters to explore, we have less power and torque than half had at C4 and a range of minor use. The turbo boost pressure is limited to 2.6 bar and using the direct injection system has to be different from that used in cars series, due to the smaller flow of gas. " Regarding the coke, the DS3 is smaller, which means that "there is less space to mount the bow of security and increase the height of the center of gravity. But the car was extended up to 1820 mm regulations and stood weight below 1200 pounds regulations and then make a better weight distribution. In the broadcast we have a box six Sadev sequential relationships without paddles on the steering wheel. The delivery of torque to the axles, although smaller, is more violent, by we have had the axles of the C4 WRC, but we do not use central differential, which forced him to create a system that turns off the transmitter back when the handbrake is activated. Finally, we use the same suspension geometry of the C4, Citroen Racing to shocks with four types of pitches, "said the Frenchman.
One thing that struck my eye is that the heavy oversteer and lots of weight movement to the rear wheels ,charasteristic to the Focus, seems to be a lot less on the Fiesta compared to the current Focus especially in the corner exits.Quote:
Originally Posted by Kaffi
Also body roll seems to be less than on the DS3 which appears to run a very soft setting in the dampers.
All of these comparisons are of course useless at this stage but anyway interesting to look at different approaches to get speed.
But as usual as soon as rally Sweden is on its way will be at least a little wiser waht comes to who has done the best job.