Formula 1

[eoslak]

A ma mogoč kir kak film od F1 (chrash al pa kej podobnga)?

[Domen Žvegler]

Sem rekel da na PM !
Filmov od krešev pa maš po internetu polno !

[Yoni]

Ej Domen sej sm ti poslal PM...
eoslak za crashe pa pojdi na google pa napiši f1 crashes al pa kej podobnga in ti jih bo najdlo cel kup.Eni so prav neverjetni...

[eoslak]

Thanks

[Yoni]

eoslak si pogledu kšn film?
Če nisi nč najdu bom jst jutri pogledu u šoli pa ti bom dau točen link...

[eoslak]

Vsak link je dobrodošel tud za druge ne sam za mene.
Tak da kar kolj boš našel, ti kar prpopaj.

[Yoni]

http://people.freenet.de/f1network/videos.htm
Evio vam en link za crashe...

[eoslak]

Ja nimaš kej, to niso sam nesreče, to so ornk nesreče.
Tud js sm dans doživo letalsko nesrečo. Rezultat: 4 šivi

[Yoni]

Ja to so res ornk nesreče...
Sam sm ene dva mesca nazaj na interneru najdu ene posnetke iz Indy in CART serije.
Ti crashi iz F1 so proti unim blagi...v CART seriji so taki crsahi de te kar pri srcu stisne.
Imam na cedeju en filmček od enga crasha iz CART serije...je avto zadi za voznikovim kokpitom dobesedno prelomilo na pol...tako da je bil motor na eni strani steze, voznika in ostalo pa je katapultiralo na drugo stran ceste.

[Yoni]

Aja sm pozabu...
eoslak kaj se je pa tebi zgodilo...

[eoslak]

Danes ob 14.28 sem pilotiral svojega shockflyerja(avatar). Držal sem ga v akrobaciji hovering približno meter do dva od sebe. Kar naenkrat je model obrnilo in se postavilo v normalni let. Ko sem ga hotel popraviti nazaj v hovering(seveda s polnim gasom) je model priletel točno v moj obraz(propeler mi je porezal nos).
Rezultat vsega tega so štirje šivi.
Vse skupaj je bilo posneto, tako da bo kaj kmalu film na tem forumu.

[Yoni]

Pa de ne bomo samo o F1...
A ima kdo kšne dobre filmčke iz rally-ja (crashe al pa kej tazga)...
Al pa kšne slike za ozadje...
Al pa iz bilo katerga druzga motošporta.

[cuoresportivo]

Tukaj si lahko preberete spremembe v pravilih za 2005. Kar nekaj jih je, mogoče malo smešne , ampak očitno upravičene po mnenju vodstva FIE in moštev.


Povzetek novih sprememb

http://www.formula1.com/insight/rulesandregs/13/995.html


Pravila v celoti(zelo detajlno)

From the 2005 Formula One Sporting Regulations:

QUALIFYING PRACTICE SESSIONS
113) The qualifying practice sessions will take place on the day before the race commencing at 13.00 (at 12.00 during Events taking place in North America) and four hours before the start of the race. During both sessions each driver will carry out a single timed lap, the running sequence being determined as follows:
- The sequence for the first session will be the previous race classification reversed. Any drivers who were not classified will be arranged according to the number of laps they completed, the one with the highest number going last. At the first race of the year the order of the last race of the previous year's World Championship will be used, any new drivers being arranged in numerical order.
- The sequence for the second session will be the first session order reversed. If two or more drivers set identical times in the first session, or if more than one driver failed to record a time, they will be arranged in first session order.
Both sessions will be run as follows:
a) Each driver will be given one minute to join the track, this will be signalled by the light at the end of the pit lane turning green.
b) As each driver crosses the Line to start his flying lap, other than those 5th, 10th and 15th in sequence, the light at the end of the pit lane will be turned green for one minute for the following driver.
c) The light for the 6th, 11th and 16th cars in sequence will be turned green for one minute two minutes after the previous driver crosses the Line to complete his flying lap.
d) Any driver failing to leave the pit lane in the allotted minute will not be permitted to take any further part in that session. Under these circumstances the green light for the next car, other than one which is 6th, 11th and 16th in sequence, will be turned on two minutes later. If any car 5th, 10th or 15th in sequence fails to leave the pit lane during the allotted minute the green light for the following car will be turned on two minutes after the previous car enters the pit lane.
e) If a car stops on the circuit red flags will normally be shown and the driver concerned will not be permitted to take any further part in that session. Unless a longer stoppage is deemed necessary (in which case at least two minutes warning will be given) the light at the end of the pit lane will be turned green five minutes after the signal to stop was given. Any driver obliged to return to the pit lane under these circumstances, having not completed a flying lap, will then be permitted a further attempt to qualify.
However, if the stopped car is in a safe position, or can be removed quickly without hindering another driver attempting to qualify, the session will continue. Under these circumstances :
- if any car stops on its out lap, other than one which is 5th, 10th or 15th in sequence, the green light for the following car will be shown two minutes later;
- if any car 5th, 10th or 15th in sequence stops on its out lap the green light for the following car will be turned on two minutes after the previous car enters the pit lane;
- if any car 5th, 10th or 15th in sequence stops on its flying lap the green light for the following car will be shown two minutes later.
f) If a car returns to the pit lane before completing three laps:
- if any car enters the pit lane at the end of its out lap, other than one which is 5th, 10th or 15th in sequence, the green light for the following car will be shown 30 seconds later;
- if any car 5th, 10th or 15th in sequence enters the pit lane at the end of its out lap the green light for the following car will be shown two minutes after the previous car enters the pit lane;
- if any car 5th, 10th or 15th in sequence enters the pit lane at the end of its flying lap the green light for the following car will be shown two minutes later.
114) If, in the opinion of the stewards, a driver deliberately stops on the circuit or impedes another driver in any way during a qualifying practice session his time from the relevant session will be cancelled.

SUPPLY OF TYRES IN THE CHAMPIONSHIP AND TYRE LIMITATION DURING THE EVENT
73) Supply of tyres:
a) Any tyre company wishing to supply tyres to Formula One Teams must notify the FIA of its intention to do so no later than 1 January preceding the year during which such tyres will be supplied.
Any tyre company wishing to cease the supply of tyres to Formula One Teams must notify the FIA of its
intention to do so no later than 1 January of the year preceding that in which such tyres were to be supplied.
b) No tyre may be used in the Championship unless the company supplying such tyre accepts and adheres to the following conditions:
- one tyre supplier present in the Championship: this company must equip 100% of the entered teams on ordinary commercial terms;
- two tyre suppliers present: each of them must, if called upon to do so, be prepared to equip up to 60% of the entered teams on ordinary commercial terms;
- three or more tyre suppliers present: each of them must, if called upon to do so, be prepared to equip up to 40% of the entered teams on ordinary commercial terms;
- each tyre supplier must undertake to provide no more than two specifications of dry-weather tyre to each Team at each Event, each of which must be of one homogenous compound. Any modification or treatment, other than heating, carried out to a tyre or tyres will be considered a change of specification;
- each tyre supplier must undertake to provide no more than one specification of wet-weather tyre at each Event which must be of one homogenous compound;
- each tyre supplier must undertake to provide no more than one specification of extreme-weather tyre at each Event which must be of one homogenous compound;
- if, in the interests of maintaining current levels of circuit safety, the FIA deems it necessary to reduce tyre grip, it shall introduce such rules as the tyre suppliers may advise or, in the absence of advice which achieves the FIA's objectives, specify the maximum permissible contact areas for front and rear tyres.
74) Quantity and type of tyres:
a) During the Event no driver may use more than four sets of dry-weather tyres, four sets of wet-weather tyres and three sets of extreme-weather tyres.
If a driver change is made during an Event the tyres allocated to the original driver must be used by the new driver.
From the four sets of dry-weather tyres each driver will be allocated two sets of differing specification for use on the first day of practice.
For the purposes of the above a set of tyres will be deemed to comprise two front and two rear tyres of the same specification.
Before 08.00 (or 07.00 during events taking place in North America) on the second day of practice each driver must nominate which specification of tyre he will use for the remainder of the Event. However, if both free practice sessions on the first day of practice are declared wet this decision may be deferred until 12.00 (or 11.00 during Events taking place in North America).
Unless the use of wet or extreme-weather tyres is necessary one of the remaining unused sets of dry-weather tyres must be used for both of the qualifying sessions, all reconnaissance laps and the entire race. Unless a precautionary tyre change is necessary for clear and genuine safety reasons, only a punctured or damaged tyre may be changed during a race. No refuelling will be permitted whilst a car is in the pits for the purposes of changing a tyre.
b) All dry-weather tyres must incorporate circumferential grooves square to the wheel axis and around the entire circumference of the contact surface of each tyre.
c) Each front dry-weather tyre, when new, must incorporate 4 grooves which are:
- arranged symmetrically about the centre of the tyre tread;
- at least 14mm wide at the contact surface and which taper uniformly to a minimum of 10mm at the lower surface;
- at least 2.5mm deep across the whole lower surface;
- 50mm (+/- 1.0mm) between centres.
Furthermore, the tread width of the front tyres must not exceed 270mm.
d) Each rear dry-weather tyre, when new, must incorporate 4 grooves which are:
- arranged symmetrically about the centre of the tyre tread;
- at least 14mm wide at the contact surface and which taper uniformly to a minimum of 10mm at the lower surface;
- at least 2.5mm deep across the whole lower surface;
- 50mm (+/- 1.0mm) between centres.
The measurements referred to in c) and d) above will be taken when the tyre is fitted to a wheel and inflated to 1.4 bar.
e) A wet-weather tyre is one which has been designed for use on a wet or damp track.
All wet-weather tyres must, when new, have a contact area which does not exceed 280cm² when fitted to the front of the car and 440cm² when fitted to the rear. Contact areas will be measured over any square section of the tyre which is normal to and symmetrical about the tyre centre line and which measures 200mm x 200mm when fitted to the front of the car and 250mm x 250mm when fitted to the rear. For the purposes of establishing conformity, void areas which are less than 2.5mm in depth will be deemed to be contact areas.
Prior to use at an Event, each tyre manufacturer must provide the technical delegate with a full scale drawing of each type of wet-weather tyre intended for use.
f) An extreme-weather tyre is one which has been designed for use on a wet track.
All extreme-weather tyres must, when new, have a contact area which does not exceed 240cm² when fitted to the front of the car and 375cm² when fitted to the rear. Contact areas will be measured over any square section of the tyre which is normal to and symmetrical about the tyre centre line and which measures 200mm x 200mm when fitted to the front of the car and 250mm x 250mm when fitted to the rear. For the purposes of establishing conformity, void areas which are less than 5.0mm in depth will be deemed to be contact areas.
Prior to use at an Event, each tyre manufacturer must provide the technical delegate with a full scale drawing of each type of extreme-weather tyre intended for use.
g) Prior to the start of the first qualifying practice session, and subject to the requirements of Articles 117 and 119, wet and extreme-weather tyres may only be used after the track has been declared wet by the race director, following which extreme, wet or dry-weather tyres may be used for the remainder of the relevant session.
h) Tyre specifications will be determined by the FIA no later than 1 September of the previous season. Once determined in this way, the specification of the tyres will not be changed during the Championship season without the agreement of the Formula One Commission.
75) Control of tyres:
a) The outer sidewall of all tyres which are to be used at an Event must be marked with a unique identification.
b) Other than in cases of force majeure (accepted as such by the stewards of the meeting), all tyres intended for use at an Event must be presented to the FIA technical delegate for allocation prior to the end of initial scrutineering.
c) At any time during an Event, and at his absolute discretion, the FIA technical delegate may select alternative dry-weather tyres to be used by any team or driver from among the relevant stock of tyres which such team's designated supplier has present at the Event.
d) A competitor wishing to replace one unused tyre by another identical unused one must present both tyres to the FIA technical delegate.
e) The use of tyres without appropriate identification may result in the deletion of the rlelvant driver's qualifying time or exclusion from the race.
f) The only permitted type of tyre heating devices are blankets which use resistive heating elements.
76) Wear of tyres:
The Championship will be contested on grooved tyres. The FIA reserve the right to introduce at any time a method of measuring remaining groove depth if performance appears to be enhanced by high wear or by the use of tyres which are worn so that the grooves are no longer visible.

SPARE CARS AND ENGINES
82) Subject to the requirements of Article 85, a competitor may use several cars for practice and the race provided that:
a) he has no more than four cars available for use at any one time;
b) he uses no more than two cars for each of the free practice sessions held under Article 112a) and b) (other than when a third driver is used under Article 58);
c) he uses no more than three cars during the qualifying practice sessions. Prior to the start of the first session he must nominate which two cars he intends to use for the two sessions.
d) they are all of the same make and were entered in the Championship by the same competitor,
e) they have been scrutineered in accordance with these Sporting Regulations,
f) each car carries its driver's race number.
With reference to b) and c) above, a car will be deemed to have been used once the timing transponder has shown that it has left the pit lane.
83) Any driver who decides to use another race car or a spare car following the first qualifying practice session, and before the end of the pit lane is closed for the start of the race, must start the race from the pit lane following the procedures detailed in Article 136. Under these circumstances no restrictions on fuel load will be applied and tyres may be changed.
84) No change of car is permitted after the start of the race.
A change of car will be deemed to have taken place once a driver is seated in his new car and such change may only take place in the pit lane or the team's designated garage area.
85) Each driver may use no more than one engine for two consecutive Events. Should it become necessary for a driver to use another engine he will drop ten places on the starting grid at that Event and may not use another engine until the end of the next Event. Any driver who failed to finish the race at the first of the two Events may start the second with a different engine without incurring a penalty.
However, should an engine change be carried out after the first qualifying practice session but before the race at either of the two Events, any drivers concerned will be required to start the relevant race from the back of the starting grid in accordance with Article 126.
After consultation with the relevant engine supplier the FIA will attach seals to each engine in order to ensure that no significant moving parts can be rebuilt or replaced. Following the first of the two Events further seals will be applied in order to ensure that the engine cannot be run until the second Event unless it is installed in the car concerned.
Other than the straightforward replacement of one engine unit with another, a change will also be deemed to have taken place if any of the FIA seals are damaged or removed from the original engine after it has been used for the first time.


From the 2005 Formula One Technical Regulations:

ARTICLE 3: BODYWORK AND DIMENSIONS
For illustrations refer to drawings 1A-5A in the Appendix to these regulations
3.1 Wheel centre line:
The centre line of any wheel shall be deemed to be half way between two straight edges, perpendicular to the surface on which the car is standing, placed against opposite sides of the complete wheel at the centre of the tyre tread.
3.2 Height measurements:
All height measurements will be taken normal to and from the reference plane.
3.3 Overall width:
The overall width of the car, including complete wheels, must not exceed 1800mm with the steered wheels in the straight ahead position. Overall width will be measured when the car is fitted with tyres inflated to 1.4 bar.
3.4 Width ahead of the rear wheel centre line:
3.4.1 Bodywork width ahead of the rear wheel centre line must not exceed 1400mm.
3.4.2 In order to prevent tyre damage to other cars, the top and forward edges of the lateral extremities of any bodywork forward of the front wheels must be at least 10mm thick with a radius of at least 5mm. Providing it is inclined at an angle less than 60º to the car centre line, the forward edge of any horizontal part of the bodywork in these areas need not comply with these requirements.
3.4.3 In order to avoid the spread of debris on the track following an accident, the outer skins of the front wing endplates and any turning vanes in the vicinity of the front wheels (and any similarly vulnerable bodywork parts in this area), must be made predominantly from materials which are included for the specific purpose of containing debris.
The FIA must be provided with details of the way in which all such parts are constructed.
3.5 Width behind the rear wheel centre line:
Bodywork width behind the rear wheel centre line must not exceed 1000mm.
3.6 Overall height:
No part of the bodywork may be more than 950mm above the reference plane.
3.7 Front bodywork height:
3.7.1 All bodywork situated forward of a point lying 330mm behind the front wheel centre line, and more than 250mm from the centre line of the car, must be no less than 150mm and no more than 350mm above the reference plane.
3.7.2 All bodywork situated forward of the front wheel centre line must be no less than 50mm above the reference plane.
3.8 Bodywork in front of the rear wheels:
3.8.1 Other than the rear view mirrors, each with a maximum area in plan view of 12000mm², no bodywork situated more than 330mm behind the front wheel centre line and more than 330mm forward of the rear wheel centre line, which is more than 600mm above the reference plane, may be more than 300mm from the centre line of the car.
3.8.2 No bodywork between the rear wheel centre line and a line 800mm forward of the rear wheel centre line, which is more than 500mm from the centre line of the car, may be more than 500mm above the reference plane.
3.8.3 No bodywork between the rear wheel centre line and a line 400mm forward of the rear wheel centre line, which is more than 500mm from the centre line of the car, may be more than 300mm above the reference plane.
3.8.4 With the rear wheels removed and when viewed from above, no bodywork more than 500mm from the car centre line may lie between the rear wheel centre line and a point 400mm forward of it. Any bodywork forming the forward inner corner of these areas may have a radius no greater than 140mm.
3.9 Bodywork between the rear wheels:
3.9.1 No bodywork more than 100 mm from the car centre line, and which is situated between the rear wheel centre line and a point lying 330mm forward of it may be more than 600mm above the reference plane.
3.9.2 No bodywork between 75mm and 480mm from the car centre line, and which is situated between the rear wheel centre line and a point lying 150mm behind it may be located between 375mm and 600mm above the reference plane.
3.10 Height behind the rear wheel centre line:
3.10.1 Any part of the car more than 150mm behind the centre line of the rear wheels must not be more than 800mm above the reference plane.
3.10.2 No bodywork behind the centre line of the rear wheels, and more than 150mm each side of the longitudinal centre line of the car, may be less than 300mm above the reference plane.
3.10.3 Any bodywork more than 150mm behind the rear wheel centre line which is between 300mm and 600mm above the reference plane, and between 75mm and 480mm from the car centre line, must lie in an area when viewed from the side of the car that is situated between 300mm and 375mm above the reference plane and between 150mm and 500mm behind the rear wheel centre line. When viewed from the side of the car no longitudinal cross section may have more than one closed section in the lower area.
Any bodywork behind the rear wheel centre line which is more than 375mm above the reference plane, and between 75mm and 480mm from the car centre line, must lie in an area when viewed from the side of the car that is situated between 600mm and 800mm above the reference plane and between the rear wheel centre line and a point 350mm behind it. When viewed from the side of the car, no longitudinal cross section may have more than two closed sections in the upper area. Furthermore, the distance between adjacent sections at any longitudinal plane must not exceed 15mm at their closest position.
In side view, the projected area of any bodywork lying between 300mm and 800mm above the reference plane and between the rear wheel centre line and a point 600mm behind it must be greater than 230000mm².
3.11 Bodywork around the front wheels:
With the exception of brake cooling ducts, in plan view, there must be no bodywork in the area formed by two longitudinal lines parallel to and 400mm and 900mm from the car centre line and two transversal lines, one 350mm forward of and one 800mm behind the front wheel centre line.
3.12 Bodywork facing the ground:
3.12.1 All sprung parts of the car situated more than 330mm behind the front wheel centre line and more than 330mm forward of the rear wheel centre line, and which are visible from underneath, must form surfaces which lie on one of two parallel planes, the reference plane or the step plane. This does not apply to any parts of rear view mirrors which are visible, provided each of these areas does not exceed 12000mm² when projected to a horizontal plane above the car. The step plane must be 50mm above the reference plane.
3.12.2 Additionally, the surface formed by all parts lying on the reference plane must :
- extend from a point lying 330mm behind the front wheel centre line to the centre line of the rear wheels;
- have minimum and maximum widths of 300mm and 500mm respectively;
- be symmetrical about the centre line of the car;
- have a 50mm radius (+/-2mm) on each front corner when viewed from directly beneath the car, this being applied after the surface has been defined.
3.12.3 The surface lying on the reference plane must be joined around its periphery to the surfaces lying on the step plane by a vertical transition. If there is no surface visible on the step plane vertically above any point around the periphery of the reference plane, this transition is not necessary.
3.12.4 The peripheries of the surfaces lying on the reference and step planes may be curved upwards with maximum radii of 25 and 50mm respectively. Where the vertical transition meets the surfaces on the step plane a radius, no greater than 25mm, is permitted.
A radius in this context will be considered as an arc applied perpendicular to the periphery and tangential to both surfaces.
The surface lying on the reference plane, the surfaces lying on the step plane, the vertical transitions between them and any surfaces rearward of the surfaces lying on the reference or step planes, must first be fully defined before any radius can be applied or the skid block fitted. Any radius applied is still considered part of the relevant surface.
3.12.5 All parts lying on the reference and step planes, in addition to the transition between the two planes, must produce uniform, solid, hard, continuous, rigid (no degree of freedom in relation to the body/chassis unit), impervious surfaces under all circumstances.
Fully enclosed holes are permitted in the surfaces lying on the reference and step planes provided no part of the car is visible through them when viewed from directly below.
3.12.6 To help overcome any possible manufacturing problems, and not to permit any design which may contravene any part of these regulations, dimensional tolerances are permitted on bodywork situated between a point lying 330mm behind the front wheel centre line and the rear wheel centre line. A vertical tolerance of +/- 5mm is permissible across the surfaces lying on the reference and step planes and a horizontal tolerance of 5mm is permitted when assessing whether a surface is visible from beneath the car.
3.12.7 No bodywork more than 150mm from the car centre line, which is visible from beneath the car and which lies between the rear wheel centre line and a point 330mm forward of it may be more than 125mm above the reference plane. Any intersection of the surfaces in this area with a lateral or longitudinal vertical plane should form one continuous line which is visible from beneath the car.
Additionally, any bodywork in this area must produce uniform, solid, hard, continuous, rigid (no degree of freedom in relation to the body/chassis unit), impervious surfaces under all circumstances.
3.12.8 All sprung parts of the car situated behind a point lying 330mm forward of the rear wheel centre line, which are visible from underneath and are more than 250mm from the centre line of the car, must be at least 50mm above the reference plane.
3.13 Skid block:
3.13.1 Beneath the surface formed by all parts lying on the reference plane, a rectangular skid block, with a 50mm radius (+/-2mm) on each front corner, must be fitted. This skid block may comprise more than one piece but must:
a) extend longitudinally from a point lying 330mm behind the front wheel centre line to the centre line of the rear wheels.
b) be made from an homogeneous material with a specific gravity between 1.3 and 1.45.
c) have a width of 300mm with a tolerance of +/- 2mm.
d) have a thickness of 10mm with a tolerance of +/- 1mm.
e) have a uniform thickness when new.
f) have no holes or cut outs other than those necessary to fit the fasteners permitted by 3.13.2 or those holes specifically mentioned in g) below.
g) have seven precisely placed holes the positions of which are detailed in Drawing 1. In order to establish the conformity of the skid block after use, its thickness will only be measured in the four 50mm diameter holes and the two forward 80mm diameter holes.
Four further 10 mm diameter holes are permitted provided their sole purpose is to allow access to the bolts which secure the Accident Data Recorder to the survival cell.
h) be fixed symmetrically about the centre line of the car in such a way that no air may pass between it and the surface formed by the parts lying on the reference plane.
3.13.2 Fasteners used to attach the skid block to the car must:
a) have a total area no greater than 40000mm² when viewed from directly beneath the car ;
b) be no greater than 2000mm² in area individually when viewed from directly beneath the car ;
c) be fitted in order that their entire lower surfaces are visible from directly beneath the car.
When the skid block is new, ten of the fasteners may be flush with it's lower surface but the remainder may be no more than 8mm below the reference plane.
3.13.3 The lower edge of the periphery of the skid block may be chamfered at an angle of 30° to a depth of 8mm, the trailing edge however may be chamfered over a distance of 200mm to a depth of 8mm.
3.14 Overhangs:
No part of the car shall be more than 600mm behind the centre line of the rear wheels or more than 1200mm in front of the centre line of the front wheels.
No part of the car less than 480mm from the centre line of the car may be more than 500mm behind the centre line of the rear wheels.
No part of the bodywork more than 200mm from the centre line of the car may be more than 900mm in front of the front wheel centre line.
All overhang measurements will be taken parallel to the reference plane.
3.15 Aerodynamic influence:
Any specific part of the car influencing its aerodynamic performance (with the exception of the cover described in Article 6.5.2 in the pit lane only) :
- Must comply with the rules relating to bodywork.
- Must be rigidly secured to the entirely sprung part of the car (rigidly secured means not having any degree of freedom).
- Must remain immobile in relation to the sprung part of the car.
Any device or construction that is designed to bridge the gap between the sprung part of the car and the ground is prohibited under all circumstances.
No part having an aerodynamic influence and no part of the bodywork, with the exception of the skid block in 3.13 above, may under any circumstances be located below the reference plane.
3.16 Upper bodywork:
3.16.1 With the exception of the opening described in Article 3.16.3, when viewed from the side, the car must have bodywork in the area bounded by four lines. One vertical 1330 mm forward of the rear wheel centre line, one horizontal 550 mm above the reference plane, one horizontal 925 mm above the reference plane and one diagonal which intersects the 925 mm horizontal at a point 1000mm forward of the rear wheel centreline and the 550mm horizontal at the rear wheel centreline
Bodywork within this area must be arranged symmetrically about the car centre line and, when measured 200mm vertically below the diagonal boundary line, must have minimum widths of 150mm and 50mm respectively at points lying 1000mm forward of the rear wheel centre line and at the rear wheel centre line. This bodywork must lie on or outside the boundary defined by a linear taper between these minimum widths.
3.16.2 Bodywork lying vertically above the upper boundary as defined in 3.16.1 may be no wider than 125mm and must be arranged symmetrically about the car centreline.
3.16.3 In order that a car may be lifted quickly in the event of it stopping on the circuit, the principal rollover structure must incorporate a clearly visible unobstructed opening designed to permit a strap, whose section measures 60mm x 30mm, to pass through it.
3.17 Bodywork flexibility:
3.17.1 Bodywork may deflect no more than 5mm vertically when a 500N load is applied vertically to it 700mm forward of the front wheel centre line and 625mm from the car centre line. The load will be applied in a downward direction using a 50mm diameter ram and an adapter 300mm long and 150mm wide. Teams must supply the latter when such a test is deemed necessary.
3.17.2 Bodywork may deflect no more than 10mm vertically when a 500N load is applied vertically to it 450mm forward of the rear wheel centre line and 650mm from the car centre line. The load will be applied in a downward direction using a 50mm diameter ram and an adapter of the same size, Teams must supply the latter when such a test is deemed necessary.
3.17.3 Bodywork may deflect by no more than one degree horizontally when a load of 1000N is applied simultaneously to its extremities in a rearward direction 780mm above the reference plane and 130mm behind the rear wheel centre line.
3.17.4 Bodywork may deflect no more than 5mm vertically when a 500N load is applied vertically to it at a point which lies on the car centre line and 380mm rearward of the front wheel centre line. The load will be applied in an upward direction using a 50mm diameter ram, teams will be required to supply a suitable adapter when such a test is deemed necessary.
3.17.5 The uppermost aerofoil element lying behind the rear wheel centre line may deflect no more than 5mm horizontally when a 500N load is applied horizontally. The load will be applied 800mm above the reference plane at three separate points which lie on the car centre line and 250mm either side of it. The loads will be applied in an rearward direction using a suitable 25mm wide adapter which must be supplied by the relevant team.
3.17.6 In order to ensure that the requirements of Article 3.15 are respected, the FIA reserves the right to introduce further load/deflection tests on any part of the bodywork which appears to be (or is suspected of), moving whilst the car is in motion.

[Yoni]

Ja...še slabe tri tedne pa se bo spet začela nov sezona...
Upam da ne bo tako dolgočasna kot lani...
Drugače pa je moj favorit tako kot lani Kimi Raikkonen.

[Yoni]

Zanima me, če kdo ve kje bi se dalo dobit kake posnetke dirk iz formule ena (malo starejšega datuma 1985, 1986...)????
Ima mogoče kdo izmed vas kaj takega?

[Jošt Kozorog]

Kaj je Yoni? Te daje nostalgija?

Nevem zakaj usi probajo omejit ferari ker je dolgočasno! nej raje drugi kej naredijo da ne bodo 2leti u zaostanku!


lp, boštjan

[Yoni]

Ja......nostalgija me daje.....po časih ko je bilo to res dirkanje v pravem pomenu besede.

[Yoni]

Kaj res nihče nima nobene ideje kje bi se dalo to dobit?

[TomyBoy]

Nekaj sem našel.
Najboljši duel v zgodovini F1: VN Francije 79. Tega žal v moderni formuli 1 ne bomo več videli.

Rene Arnoux vs. Gilles Villeneuve
http://www.mobisux.com/album/data/500/2 ... d_Rene.wmv
Pa veliko užitkov za tiste, ki še tega niste videli.

[Parky]

Ja to so bili vozniki, ne pa te jajca k so v današnji formuli 1....


Lp
Borut