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21 Apr 2011, 19:42 (Ref:2867733) | #1251 | |||
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21 Apr 2011, 19:44 (Ref:2867735) | #1252 | ||
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http://a.yfrog.com/img620/5599/x9bxa.jpg |
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21 Apr 2011, 19:45 (Ref:2867738) | #1253 | |||
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21 Apr 2011, 19:46 (Ref:2867740) | #1254 | ||||
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Real racing where you push the cars a bit further is what break them The 908's last year being a good example of this, as the they all blew when pushing. ex. the Oreca 908 blew when they told it to run for 3rd. Quote:
Comparing with the S102, isn't a true comparison, as the Judd V10 produced +500 lb-ft (from Mike's site) where as the Audi V6 will probably produce even more (the R15 V10 produced over 750, accordingly to Wiki), pressuring the gearbox. (Again very much like when Peugeot switched to a new metal in their rods) |
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21 Apr 2011, 19:56 (Ref:2867748) | #1255 | |||
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Look at Red Bull and the supposidly down on power Renault engines. Being down on power hasn't hurt them, even at power tracks like China and Monza. |
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21 Apr 2011, 20:04 (Ref:2867755) | #1256 | ||
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Re the livery, I like it. Not quite as badass as all black carbon fiber. I take issue with calling it gray -- aircraft carriers are gray. This is silver, and it does put the signature of Germany on it in that color, while keeping carbon showing quite abit.
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21 Apr 2011, 20:05 (Ref:2867756) | #1257 | |||
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That, and I don't think that the Dome blew their gearbox, and true gearbox issues are rare in F1 where carbon gearbox casings are common. I'd be more concerned about the electronics on the R18 playing up than anything, as that CFD gearbox casing is likely pretty beefy (Audi used to run thinwall aluminum gearbox casings on the R10 and R15 because thinwall aluminum was stiffer and lighter than magnesium). I'll bet you that the wall thickness on their casing is pretty thick to increase durablily. Just as how the De Havilland method of ply/balsa/ply wooden construction for the Mosquito was lighter than a lot of aluminum structures in spite of being thicker. And I'll bet you that the aluminum sheet that Audi uses for their "ASF" aluminum unitbody cars is thicker than an equvilant steel sheet, but is still lighter. |
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21 Apr 2011, 20:20 (Ref:2867764) | #1258 | ||
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I am sure the gearbox has seen many hours on the bench and on the track. Stiffness of the gearbox housing is also crucial because it has all the mounting points of the rear suspension. Remember the Peugeot suspension pickup points breaking of the carbon fibre tub. You don't want that to happen... |
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21 Apr 2011, 21:05 (Ref:2867784) | #1259 | ||
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Wouldn't that in part be tried on the bench/chassis dyno and rig testing, as well as the track testing. And also go back to what I said about the ply/balsa/ply sandwich composite vs Alclad and aluminum vs steel examples I gave in my previous comments. With a lighter material, that material needs to be thicker to ensure stiffness, but will still give a weight savings.
And as you've mentioned, this is now a proven technology. However it goes back to Marshall's comments about the R18 not having a conventional cassette type gear cluster/differential change, but being more modular to make up for it. |
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21 Apr 2011, 21:33 (Ref:2867806) | #1260 | |
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I think the color scheme looks ok. It's a little bit similar to the colors on the 1999 Audi R8C at least as far as the sides go. Just a little bit similar. It's not the greatest scheme ever as it does look a little dull and a little bit like a mix and match of duct tape and electrical tape, but it is better than what Audi had last year. The #2 and #3 look a little better than the #1 at least from the pictures I've seen though.
It might have been nice if the Castrol sponsorship could have gotten us something like what Dyson ran last year or what the Jags ran back in the day, but I'm sure they are not pitching in that much dough. |
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21 Apr 2011, 21:56 (Ref:2867816) | #1261 | ||
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I really like the new liveries, especially the no. 1... Black and silver is sleek.
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21 Apr 2011, 21:58 (Ref:2867819) | #1262 | |
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Is Ultra going to be a brand for lightweight road cars?
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21 Apr 2011, 22:12 (Ref:2867826) | #1263 | ||
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Yes. "Ultra" will one day be used to designate the road cars just like "Quattro", "E Tron", etc.
This is the entire theme behind the R18. Audis future road models will be focused on smaller engines and light weight composites. Audi could have built a powerful bi turbo V8 like Peugeot and went for a powerhouse race car, but it doesn't coincide with the brands future goals. This is the direction they want the Audi lineup to go, and they believe the best way to demonstrate it is on the racetrack. I think they have really done a nice job with innovative ideas and pushing the envelope once again. |
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21 Apr 2011, 22:31 (Ref:2867835) | #1264 | ||
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22 Apr 2011, 00:07 (Ref:2867882) | #1265 | ||
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Hence why it probably does have metal reinforcments.
I'll bet that as on the RS Spyder and the Dome that only certain parts are fully CFC. Anything that near intense heat or stress points will at the least have some aluminum or steel reinforements. |
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22 Apr 2011, 00:22 (Ref:2867888) | #1266 | |
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That goes without saying and is standard practice. You could never have a spinning bit of metal bearing on a carbon surface. Point is you have the added problem of metal to carbon bonding, the differing expansion/contraction rates when heated/cooled on top of keeping the carbon not even close to T sub g temps.
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22 Apr 2011, 01:33 (Ref:2867913) | #1267 | |||
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Mike ..... what temp can a gearbox get to , and whats the breakdown temp of carbon fibre ? Are you aware of any system of NDT that works in this day and age for CF . As far as I know , it doesnt exist ? Also , any fatigue crack would quickly become contaminated with hot oil and detereiorate even quicker , breaking down the CF faster . |
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22 Apr 2011, 02:34 (Ref:2867922) | #1268 | ||
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22 Apr 2011, 03:08 (Ref:2867924) | #1269 | |||
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A common misconception is that it's the carbon that will degrade, it isn't, it's the resin matrix that holds the fibres together, certainly in this instant. Most epoxy resins (assuming it's an epoxy based pre-preg used... although it could be something else with higher temperature properties.) tend to degrade badly around 200°C, although the Tg tends to be a lot lower, around 120-160°C. Tg is the glass transition, the point which resin goes from being a nice hard stiff substance (glassy, geddit!) to much more flexible. There's two ways to measure the Tg; Heat flow (DSC - Differential scanning calorimetery) and mechanically (DMA - Dynamic Mechanical analysis). Genereally DMA needs a decent size sample, as it relys on loading a specimen repeatedly during a set temperature cycle. When the tg is reached, the properties change. Ok, it's not quite so simple, but gives an idea DSC on the other hand works by measuring the heat flow between two small samples, so only requires around 14mg of material... Other NDT methods for carbon components include ultrasounding (checking for voids in laminates), as well as mechanically testing off-cut panels... whether there's enough material to do so from a gearbox casing though, no idea! (I work within R&D of composite components, so a know a little ) Back to the topic... |
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22 Apr 2011, 07:53 (Ref:2867981) | #1270 | |
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Capello Denies Retirement Rumors (SPEED.com)
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22 Apr 2011, 09:33 (Ref:2868005) | #1271 | |
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what are the three little "stumps" on top of the front fenders in this pic?
http://www.fourtitude.com/gallery/ga...&dispsize=1024 I love the new liveries, #1 looks best because it kept most of its sinister appearance, but #3 also looks great with those bright yellow accents really sticking out! |
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22 Apr 2011, 09:36 (Ref:2868006) | #1272 | |||
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22 Apr 2011, 09:46 (Ref:2868012) | #1273 | |
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22 Apr 2011, 11:43 (Ref:2868082) | #1274 | |||
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Well considering all coupes will have the same issue its perhaps not so much of an issue as I first made out but it's still a cause for concern. I still think the Peugeot drivers have an advantage on this one and the Audi drivers only have one raced to learn to deal with it before Le Mans. |
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22 Apr 2011, 13:08 (Ref:2868129) | #1275 | |||
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But of course, every one can change their minds |
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