Điểm yếu của Renault lộ rõ ở Red Bull ring:
[xtable=skin1|cellspacing:0|100%x@]
{thead}
{tr}
{td}Engine{/td}
{td}S1{/td}
{td}S2{/td}
{td}S3{/td}
{td}T{/td}
{/tr}
{/thead}
{tbody}
{tr}
{td}Mercedes AMG{/td}
{td}320{/td}
{td}229{/td}
{td}284{/td}
{td}325{/td}
{/tr}
{tr}
{td}Ferrari{/td}
{td}308{/td}
{td}226{/td}
{td}277{/td}
{td}318{/td}
{/tr}
{tr}
{td}Renault{/td}
{td}308{/td}
{td}226{/td}
{td}276{/td}
{td}318{/td}
{/tr}
{/tbody}
[/xtable]
Note that S1 is the point on the straight between turns 1 and 2, just before braking for turn 2. S2 lies halfway between turns 5 and 6, a slower section of the track emphasizing grip and aerodynamic downforce. S3 is obviously the finish line. T is the speed at the speedtrap, located just ahead of braking for turn 3, recorded during qualifying.
It's immediately obvious that Ferrari and Renault are very closely matched when it comes to top speeds while Mercedes is quite a bit ahead. At S1, the difference is around 3.7% and at the speed trap 2.2%.
Clearly, the turbo is playing a considerable role here, especially because Spielberg is about 700m higher above sea level than Montreal. This means that, while the engine itself does not really suffer, the turbo spins at a much higher rate to compensate for the low ambient pressure – very close to the hardware limit.
Whatever the truth, and surely the engine developers have figured it out for a long time already, the Austrian Grand Prix may well have exposed the weakness of Ferrari and especially Renault in that their turbochargers may be less conveniently sized than the ever so dominant Mercedes power unit. Sadly for them, if hardware really is the issue, there's little to do but to start investigating how to have a better unit next year, as changing to a different
[xtable=skin1|cellspacing:0|100%x@]
{thead}
{tr}
{td}Engine{/td}
{td}S1{/td}
{td}S2{/td}
{td}S3{/td}
{td}T{/td}
{/tr}
{/thead}
{tbody}
{tr}
{td}Mercedes AMG{/td}
{td}320{/td}
{td}229{/td}
{td}284{/td}
{td}325{/td}
{/tr}
{tr}
{td}Ferrari{/td}
{td}308{/td}
{td}226{/td}
{td}277{/td}
{td}318{/td}
{/tr}
{tr}
{td}Renault{/td}
{td}308{/td}
{td}226{/td}
{td}276{/td}
{td}318{/td}
{/tr}
{/tbody}
[/xtable]
Note that S1 is the point on the straight between turns 1 and 2, just before braking for turn 2. S2 lies halfway between turns 5 and 6, a slower section of the track emphasizing grip and aerodynamic downforce. S3 is obviously the finish line. T is the speed at the speedtrap, located just ahead of braking for turn 3, recorded during qualifying.
It's immediately obvious that Ferrari and Renault are very closely matched when it comes to top speeds while Mercedes is quite a bit ahead. At S1, the difference is around 3.7% and at the speed trap 2.2%.
Clearly, the turbo is playing a considerable role here, especially because Spielberg is about 700m higher above sea level than Montreal. This means that, while the engine itself does not really suffer, the turbo spins at a much higher rate to compensate for the low ambient pressure – very close to the hardware limit.
Whatever the truth, and surely the engine developers have figured it out for a long time already, the Austrian Grand Prix may well have exposed the weakness of Ferrari and especially Renault in that their turbochargers may be less conveniently sized than the ever so dominant Mercedes power unit. Sadly for them, if hardware really is the issue, there's little to do but to start investigating how to have a better unit next year, as changing to a different
Năm nay là cuộc đua 2 ngựa, phần còn lại phụ hoạ cho vui. Merc chạy quá xa ko thể đuổi kịp rồi.
Cũng may Merc để Ham và Nico đua thoải mái, hai anh này cũng 1 9 1 10 nên hy vọng cuộc đua còn hấp dẫn.
Vet cũng hy vọng giữ dc các kỷ lục cá nhân năm ngoái. Kỷ lục đội đua sure sẽ bị phá.
Cũng may Merc để Ham và Nico đua thoải mái, hai anh này cũng 1 9 1 10 nên hy vọng cuộc đua còn hấp dẫn.
Vet cũng hy vọng giữ dc các kỷ lục cá nhân năm ngoái. Kỷ lục đội đua sure sẽ bị phá.
