Forum : JIWANG! Download Mp3 Malaysia, Indonesia Singapore: Formula One 2009

**axis_706**

2009 FIA Formula One World Championship Race Calendar

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~~01 2009 FORMULA 1 ING AUSTRALIAN GRAND PRIX (Melbourne) 27 - 29 Mar~~

~~02 2009 FORMULA 1 PETRONAS MALAYSIAN GRAND PRIX (Kuala Lumpur) 03 - 05 Apr~~
~~03 2009 FORMULA 1 CHINESE GRAND PRIX (Shanghai) 17 - 19 Apr~~
~~04 2009 FORMULA 1 GULF AIR BAHRAIN GRAND PRIX (Sakhir) 24 - 26 Apr~~

~~05 FORMULA 1 GRAN PREMIO DE ESPANA TELEFONICA 2009 (Catalunya) 08 - 10 May~~
~~06 FORMULA 1 GRAND PRIX DE MONACO 2009 (Monte Carlo) 21 - 24 May~~

~~07 2009 FORMULA 1 ING TURKISH GRAND PRIX (Istanbul) 05 - 07 Jun~~
~~08 2009 FORMULA 1 SANTANDER BRITISH GRAND PRIX (Silverstone) 19 - 21 Jun~~

~~09 FORMULA 1 GROSSER PREIS SANTANDER VON DEUTSCHLAND 2009 (Nürburgring) 10 - 12 Jul~~
~~10 FORMULA 1 ING MAGYAR NAGYDIJ 2009 (Budapest) 24 - 26 Jul~~

~~11 2009 FORMULA 1 TELEFONICA GRAND PRIX OF EUROPE (Valencia) 21 - 23 Aug~~
~~12 2009 FORMULA 1 ING BELGIAN GRAND PRIX (Spa-Francorchamps) 28 - 30 Aug~~

~~13 FORMULA 1 GRAN PREMIO SANTANDER D'ITALIA 2009 (Monza) 11 - 13 Sep~~
14 2009 FORMULA 1 SINGTEL SINGAPORE GRAND PRIX (Singapore) 25 - 27 Sep

15 2009 FORMULA 1 FUJI TELEVISION JAPANESE GRAND PRIX (Suzuka) 02 - 04 Oct
16 FORMULA 1 GRANDE PREMIO DO BRASIL 2009 (Sao Paulo) 16 - 18 Oct

17 2009 FORMULA 1 ETIHAD AIRWAYS ABU DHABI GRAND PRIX (Yas Marina Circuit) 30 Oct - 01 Nov

**@boking7** · Last edited by **@boking7** on Tue May 26, 2009 4:58 pm; edited 3 times in total

assalamualaikum...

lama aku tak menjengah kat sini. weekend ni dah mula musim baru.

anyway, sebagai intro, aku nak masukkan perubahan undang2 yang ketara yang dapat dilihat dengan mata jelas iaitu bab aerodinamik.

p/s: aku naik mabuk baca rules aerodinamik baru nih... huhuhu

Visualising the aerodynamic rules of 2009
Formula One will never be the same again. It has been given a completely different look and a much reduced development cost by the introduction of the most radical (aerodynamic) changes since banning the ground effect cars.

While it was previously explained why there was a need for new regulations, here follows a deeper look into the aerodynamic rule changes. Under the motto "an image says a thousand words", we - F1technical and mariof1 - have created a model that reflects the new outset of bodywork limitations.

Front wing
One of the crucial changes introduced by the overtaking working group is a major shift in front wing filosophy. Because if was found that the smaller and higher wing were counter-productive for overtaking, the design jumped 10 years backward. The new wing is now allowed to be wider and low to the ground.

The above image marks the most important areas that specify where bodywork is allowed. Any area outside of the drawn zones is forbidden - leaving aside the nose cone which was left out for simplicity.

Marked in yellow is the most crucial part to improve overtaking. In this area, the FIA set very stringent regulations by specifying exactly the aerofoil dimensions that go here. The aim was to neutralise the middle part of the front wing as it is the most susceptible to a leading car's wake.

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3.7.3 : Forward of a point lying 450mm ahead of the front wheel centre line and less than 250mm from the car centre line and less than 125mm above the reference plane, only one single section may be contained within any longitudinal vertical cross section parallel to the car centre line. Furthermore, with the exception of local changes of section where the bodywork defined in Article 3.7.2 attaches to this section, the profile, incidence and position of this section must conform to an FIA specified profile.

The green area then denotes a zone where all sorts of bodywork is allowed, as long as its surface is no more than 20,000mm².

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3.7.4 : In the area bounded by lines between 450mm and 1000mm ahead of the front wheel centre line, 250mm and 400mm from the car centre line and between 75mm and 275mm above the reference plane, the projected area of all bodywork onto the longitudinal centre plane of the car must be no more than 20,000mm².

Article 3.7.5 is marked in the image with red, which 3.7.6-7 relate to the blue, outer parts of the front wing.

3

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.7.5 : Ahead of the front wheel centre line and between 750mm and 840mm from the car centre line there must be bodywork with a projected area of no less than 95,000mm2 in side view.
3.7.6 : Ahead of the front wheel centre line and between 840mm and 900mm from the car centre line there must be bodywork with a projected area of no less than 28,000mm2 in plan view. Furthermore, when viewed from underneath, the bodywork in this area must form one continuous surface which may not be more than 100mm above the reference plane.
3.7.7 : Any longitudinal vertical cross section taken through bodywork ahead of the front wheel centre line and between 840mm and 900mm from the car centre line must contain an area no greater than 15,000mm2.

Article 3.18 of the technical regulations specify a novelty in Formula One. It defines the area where driver-adjustable bodywork is allowed. As such, the area marked yellow defines the bounds where bodywork is allowed to "change incidence while the vehicle is in motion within a maximum range of 6°, provided any such change maintains compliance with all of the bodywork dimensional regulations."

At the same time, the rules also stipulate that the movement is strictly limited to be controlled by the driver by means of the standard ECU. Except when the car is in the pit lane, a maximum of two adjustments may be made within any single lap of a circuit.

Bodywork around the front wheels
The dimensions of allowed bodywork around the front wheels have also been altered to remove all types of appendages on the car. It was found that the teams spent lots of time developing turning vanes in this area. Since the FIA considers this 'invisible' to the fans, they have moved to simplify this area too, immediately helping to reduce the aerodynamic development costs.

Note the area under the nose, in between the front wheels where no bodywork is allowed. It is actually this rule, specified in 3.11.2 that is the subject deciding whether the nose cone of the Renault R29 is allowed.

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3.11.2 : With the exception of the air ducts described in Article 11.4, in side view, there must be no bodywork in the area formed by two vertical lines, one 325mm behind the front wheel centre line, one 450mm ahead of the front wheel centre line, one diagonal line intersecting the vertical lines at 100mm and 200mm above the reference plane respectively, and one horizontal line on the reference plane.

Getting rid of winglets
For several years it was found that the unlimited addition of flipups, winglets and gills had to be limited somehow. Powered by the need to reduce costs, several areas of the bodywork ahead of the rear wheels are now bound to be continuous sections without apertures - apart for the exhausts and suspension beams.

In the above images, all green areas mark the total surface that prohibits aerodynamic bodywork extensions, as specified in article 3.8.4.

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Any vertical cross section of bodywork normal to the car centre line situated in the volumes defined below must form one tangent continuous curve on its external surface. This tangent continuous curve may not contain any radius less than 75mm:

the volume between 50mm forward of the rear wheel centre line and 300mm rearward of the rear face of the cockpit entry template, which is more than 25mm from the car centre line and more than 100mm above the reference plane ;
the volume between 300mm rearward of the rear face of the cockpit entry template and the rear face of the cockpit entry template, which is more than 125mm from the car centre line and more than 100mm above the reference plane
the volume between the rear face of the cockpit entry template and 450mm forward of the rear face of the cockpit entry template, which is more than 350mm from the car centre line and more than 100mm above the reference plane.

The surfaces lying within these volumes, which are situated more than 55mm forward of the rear wheel centre line, must not contain any apertures (other than those permitted by Article 3.8.5) or contain any vertical surfaces which lie normal to the centre line of the car.

3.8.5 : Once the relevant bodywork surfaces are defined in accordance with Article 3.8.4, apertures may be added for the following purposes only :

single apertures either side of the car centre line for the purpose of exhaust exits. These apertures may have a combined area of no more than 50,000mm² when projected onto the surface itself.
apertures either side of the car centre line for the purpose of allowing suspension members and driveshafts to protrude through the bodywork. No such aperture may have an area greater than 12,000mm² when projected onto the surface itself.

The regulations therefore ban CART-alike flipups, winglets, midwings, shark gills chimneys and McLaren's bull horns in the specified areas. Given the limited areas where bodywork is allowed, it has also become nearly impossible to add airbox wings like Williams and Toyota have often used in the recent past.

Further limitations on allowed bodywork just ahead of the rear wheels have also made sure that most of the rear wheels is free into the airstream - mark how the maximum height of bodywork ahead of the rear wheels decreases in two steps. This alone would have banned flipups as we used to know them.

A rear end with less downforce and reduced efficiency
The rear end changes are all designed by the overtaking working group as they aim to reduce downforce while also creating a wake that is more useful for a trailing car.

First of all, the rear wing height has been increased to match the car's maximum height, while its width is reduced. These changes make the rear wing less efficient while also simplifying its design. Previously, due to the proximity of the rear wing and the diffuser, the rear wing's design itself greatly influenced the diffuser because of its powerful upwash. By its increased height, the rear wing's own upwash is more independent from the rear of the rear, making it easier to design and test.

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3.12.7 : No bodywork which is visible from beneath the car and which lies between the rear wheel centre line and a point 350mm rearward of it may be more than 175mm 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. A single break in the surface is permitted solely for the engine starter device (5.15).

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.

Apart from these changes however, other specifications for the rear wing have remained the same. There is still a maximum of 2 horizontal panels allowed in the upper area of the rear wing. This limitation is only valid in the areas that are more than 75mm away from the centreline of the car and hence does not outlaw Toyota's 2008 rear wing. Just like last year these elements must be supported with a spacer to ensure its rigidity.

The rear wing endplates meanwhile still are similar in width but can now extend from the level of the car's stepped plane to the car's maximum height. The Red Bull RB5 for instance greatly puts this to use by extending the end plates to the floor, making these also effective for the diffuser - and again adding to the coupling between rear wing and diffuser. Only the area marked as yellow does require a minimal surface to ensure advertising space.

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3.10.8 : In side view, the projected area of any bodywork lying between 300mm and 950mm above the reference plane and between the rear wheel centre line and a point 600mm behind it must be greater than 330,000mm².

The diffuser itself has been moved backward compared to 2008. While its maximum height was increased to 175mm, the tall central channel is now missing, resulting in a net downforce decrease. The central part of the car still allows the diffuser to be a little longer, and when designed wisely can be helped by the rear impact shock absorber (between 200mm and 400mm above the reference plane

sumber: f1technical

dizzy

nanti aku tambah lagi kalo ada kelapangan. bz maa.....

**axis_706**

Senarai pasukan yang akan bertanding musim 2009

McLaren (MP4-24)

Ferrari (F60)

BMW (F1.09)

Renault (R29)

Toyota (TF109)

Toro Rosso (STR4)

Red Bull (RB5)

Williams (FW31)

Force India (VJM02)

Brawn GP (BGP 001)

tambahan: perbandingan kete taun ni dengan kete taun lepas...

**axis_706**

Class of 2009

gambar macho masing2 di GP Australia. tata

1. Lewis Hamilton

2. Heikki Kovalainen

3. Felipe Massa

4. Kimi Raikkonen

5. Robert Kubica

6. Nick Heidfeld

7. Fernando Alonso

8. Nelson Piquer Jr.

9. Jarno Trulli

10. Timo Glock

11. Sebastien Bourdais

12. Sebastien Buemi

14. Mark Webber

15. Sebastian Vettel

16. Nico Rosberg

17. Kazuki Nakajima

20. Adrian Sutil

21. Giancarlo Fisichella

22. Jenson Button

23. Rubens Barrichello

**axis_706**

Pre-race weights & provisional grid - Brawn not running light

For the 2009 season, the FIA are making public the weights of all cars ahead of the race start to help give an idea of relative fuel load. The cars that made Q3 are weighed after qualifying, while the weights of the remaining cars must be declared by their teams shortly after the session. The details from Melbourne show that Brawn GP were not running light, despite their impressive pace.

Below is the provisional grid with each car's weight. Note - Glock and Trulli were excluded from P6 and P8 respectively for illegal rear wings, and hence start from the back. A gearbox penalty dropped Hamilton from 15th to last, before Toyota's exclusion bumped him back up two places.

1. Jenson Button, Brawn GP, 664.5kg
2. Rubens Barrichello, Brawn GP, 666.5
3. Sebastian Vettel, Red Bull, 657
4. Robert Kubica, BMW Sauber, 650
5. Nico Rosberg, Williams, 657
6. Felipe Massa, Ferrari, 654
7. Kimi Raikkonen, Ferrari, 655.5
8. Mark Webber, Red Bull, 662
9. Nick Heidfeld, BMW Sauber, 691.5
10. Fernando Alonso, Renault, 680.7
11. Heikki Kovalainen, McLaren, 690.6
12. Nelson Piquet, Renault, 694.1
13. Giancarlo Fisichella, Force India 689
14. Kazuki Nakajima, Williams, 612.5
15. Sebastien Buemi, Toro Rosso, 675.5
16. Adrian Sutil, Force India, 684.5
17. Sebastien Bourdais, Toro Rosso, 662.5
18. Lewis Hamilton, McLaren, 655
19. Timo Glock, Toyota, 670
20. Jarno Trulli, Toyota, 660

sumber: website rasmi formula 1

hmm..... bengang

**@boking7**

boleh info sikit tak
mengenai teams yg guna so called engine sama

maksudnya macam
- sauber petronas (dulu la .. pakai enjin lama Ferari kan?)
- brawn GP (pakai enjin merc kan? -> sebab dengar dari commentator)

antara info yg nak tahu
adakah enjin brawn GP sama dengan mclaren?

**@boking7**

axis_706 wrote:

6. Felipe Massa, Ferrari, 654
7. Kimi Raikkonen, Ferrari, 655.5

assuming drivers weight semuar on average 70kg

nak bandingkan ferari dengan brawn GP
tu tandanya kete ferari tak okay

la weekend ni ek?

**axis_706**

boking7 wrote:

adakah enjin brawn GP sama dengan mclaren?

berdasarkan info di website rasmi F1, absolutely same.

Brawn GP
Chassis: BGP 001
Engine: Mercedes-Benz FO108W

McLaren
Chassis: MP4-24
Engine: Mercedes-Benz FO108W

Force India
Chassis: VJM02
Engine: Mercedes

Toyota pun supply enjin kpd williams...

Toyota
Chassis: TF109
Engine: Toyota RVX-09

Williams
Chassis: FW31
Engine: Toyota

tapi, tak dinyatakan model pulak...

boking7 wrote:

mengenai teams yg guna so called engine sama

so far tahun ni, banyak team yang guna customer engine sama spec dengan parent team. kecuali tak dinyatakan model spesifik enjin tu, mungkin customer team beli enjin yang downgrade atau tahun lepas punya. (save budget) huh4

boking7 wrote:

nak bandingkan ferari dengan brawn GP
tu tandanya kete ferari tak ok la weekend ni ek?

mmg KO pun...
kalo dah ringan tapi xleh kejar kete brawn GP yang lebih berat, faham2 ajela... hasilnya, tgk smlm...

kubica yang xde menatang KERS tu pun bleh maintain no 3 sebelum kene rempuh dengan vettel.

isu sekarang, sistem KERS tu pun dah 20-25kg. berat maksimum kereta (pemandu+kereta+KERS-minyak) 605kg aje.
tu kubica agak hangin sampai dia pun xnak pasang KERS pada kete dia.

info pasal KERS boleh dibaca DI SINI dan jugak DI SINI.

**danial1467**

huhu...x pernah aku tgk dalam sejarah f1 race abis...ada dlm 23 laps pulak 2....kt malaysia lg...huhu...kire top 3...button,heidfeld ngan glock bertauh dpt podium n trofi...

tp mata dpt separuh je la kn...ye la...race x abis....

**@boking7**

danial1467 wrote:

tp mata dpt separuh je la kn...ye la...race x abis

bukan sebab race tak abes
sebab tak complete 2/3 scheduled laps
betul kan axis?

ke 75% dari scheduled laps

**danial1467**

ye la...x abis fully la 2...

kecewa gak...x tau sape yg btul2 hebat...

bertuah button...huhu...2 out of 2...

**@boking7**

danial1467 wrote:

ye la...x abis fully la 2

tu yg ko tak faham

2/3 daripada 58 = 39 laps

jadi kalau ada red flag pada lap ke 40
drivers akan dapat full point

kalau ada red flag pada lap ke 38
drivers akan dapat half point

apa persamaan antara lap 38 dengan lap 40?
persamaanya tak abis fully

apa pula beza antara lap 38 dengan lap 40?
bezanya points cut halves of full resepectively

faham ke ayat ini? (darjah 2 punya sentece ni)

danial1467 wrote:

kecewa gak...x tau sape yg btul2 hebat

macam mana nak define hebat?
kalau world champ tu ada machine tiptop
tapi world champ buat mistake ..
adakah boleh denote sebagai tak hebat?

**fazli24**

Race semalam, dorg dapat separuh point dari biasa sebab race tu ditamatkan tak sampai 75% dari race yg sepatutnya. Race semalam tu cuma 55% je yg abis iaitu 31 laps sahaja dari 56 laps keseluruhan. Kalau race semalam habis pada lap yang ke lap ke 42 (75% dari 56 laps), baru la bole bagi full points seperti race biasa. Nak buat camner... malangnyer race semalam habis pada lap ke 31.... so point separuh jer!

Rules yang dipakai semalam tu pun biasa dipakai FIA. Masa maksimum race hanyalah 2 jam sahaja. Race semalam start kol 5pm... so patut habis dalam kol 7pm. Habis atau tak sampai 56 laps, bergantung kepada 2 jam ni jer. Kalau laps tak cukup atas sebab2 tertentu macam semalam.... rules 75% tu akan digunakan.

**axis_706**

explanation fazli24. TQ.

perlumbaan di sepang merupakan perlumbaan ke-5 dalam sejarah F1 yang mana hanya separuh mata diberikan kepada pelumba yang menduduki tempat yang boleh dapat mata.

ada baca semalam, tahun bape aku x ingat lak. ada sorang pemandu F1 pompuan yang dapat score 0.5 mata. sehingga kini, tiada seorang pun pemandu F1 wanita dapat score mata penuh (at least 1 mata).

sementara itu, mahkamah akan bersidang pada 14 april ini untuk menentukan sama ada bantahan yang dikemukakan pasukan2 terhadap 'double decker diffuser' kete Brawn GP, Toyota dan Williams diterima atau tidak. pasukan2 yang membantah juga turut mula membangunkan 'double decker diffuser' masing2 untuk digunakan andainya pihak mahkamah mengesahkan diffuser 2 pasukan tersebut tidak melanggar peraturan.

insyaAllah, nanti aku tambah lagi. selamat bekerja. fly

**@boking7**

boking7 wrote:

bukan sebab race tak abes
sebab tak complete 2/3 scheduled laps
betul kan axis?

ke 75% dari scheduled laps

my bad
tula .. dengar commentary team pun mention 75% scheduled laps
pergi google buat pa lagi iluvjiwang

yg dapat .5 ni
sampai hujung season nanti
memang stays at it is ye?

takkan dibundarkan ke .. huhu