Jump to content
SAU Community

Recommended Posts

Or maybe just harden the f**k up.

It's not netball, the racing is actually supposed to be the pinnacle of contests ( and challenges)

Basically, nothing good as come though regulation changes for about 20 years Except the reversal back to non grooved slick tyres.

Every time the FIA have a chance to really fix the sport they f**k it up.

God I'm such a whinger.

Not whinging, you're just thinking along the same lines as many millions of f1 fans around the world.

Edited by Galois

I wonder how the world media would have reacted if a steward said "they penalised Hamilton because he was black....that's what Ali G says....I am just kidding".

They hit him with a powder puff anyway, 20 second penalty which cost him nothing.

Roy is spot on, if he said the track is tight and opportunities are rare as hens teeth. In both cases the drivers left the door ajar but closed it before I could complete my move.

He will be great to watch in Canada.

There's also 54 billion chickens in the world*

*[citation needed]

im tipping Canada will be an absolute cracker... overtaking will be making its comeback

I concur, Sir; Hopefully they've now crunched enough data on where to place the activation lines to ensure we get to see lots of ballsy braking zone battles

Haha, here we go, the thing I've noticed about commentary is that no one is ever happy, people SCREAMED to have martin on the BBC team without James Allen, who I think was too distracted with the contours of Lewis Hamilton's Asshole.

There is no one out there who will do as good a Job, personally I like the inside Line and the banter between Coulthard and Brundle and the anecdotes add spice.

I really dislike commentary that is ridiculously over the top and emphatic like in NASCAR.

I sort of see Brundle in the same light as Mark Skaife in the V8SC.

+1 for Martin.

Brundle has been losing his shit for a while now. Rambles on all the time and misses some of the most blatantly obvious stuff. Can see him being phased out soon

Seemed to serve Murray Walker alright for about, oh, 17,000 years or so.

Damon Hill'd prolly be a decent replacement at some stage, yeah?

Theres a bit of talk about moving the barrier that the Sauber hit, but i dont think thats the issue. That bump in the road that they hit just as they enter the breaking zone seems to be the cause of all the problems.

I mean you can even see it if your just standing there on the road looking down the hill. Imagine how it looks and feels for the guys driving over it. Surely a cheap easy fix would be just to smooth that thing out and all should be well, no? Why go to all the trouble of moving cranes and barriers

It's part of the charicter of the track, doing stuff like that is how we end up with tilk tracks. It's the most prestigious race to win, it's not meant to be easy. Being a temp street circuit it would probably be easier to move the barrier anyway.

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now



  • Similar Content

  • Latest Posts

    • A lot of what you said there are fair observations and part of why I made that list, to make some of these things (like no advantage between the GSeries and GSeries II at PR2.4 in a lot of cases) however I'm not fully convinced by other comments.  One thing to bare in mind is that compressor flow maps are talking about MASS flow, in terms of the compressor side you shouldn't end up running more or less airflow vs another compressor map for the same advertised flow if all external environmental conditions are equivalent if the compressor efficiency is lower as that advertised mass flow takes that into consideration.   Once the intercooler becomes involved the in-plenum air temperature shouldn't be that different, either... the main thing that is likely to affect the end power is the final exhaust manifold pressure - which *WILL* go up when you run out of compressor efficiency when you run off the map earlier on the original G-Series versus G-Series II as you need to keep the gate shut to achieve similar airflow.    Also, how do you figure response based off surge line?  I've seen people claim that as an absolute fact before but am pretty sure I've seen compressors with worse surge lines actually "stand up" faster (and ironically be more likely to surge), I'm not super convinced - it's really a thing we won't easily be able to determine until people start using them.     There are some things on the maps that actually make me wonder if there is a chance that they may respond no worse... if not BETTER?!  which brings me to your next point... Why G2 have lower max rpm?  Really good question and I've been wondering about this too.  The maximum speed *AND* the compressor maps both look like what I'd normally expect if Garrett had extended the exducers out, but they claim the same inducer and exducer size for the whole range.   If you compare the speed lines between any G and G2 version the G2 speed lines support higher flow for the same compressor speed, kinda giving a pretty clear "better at pumping more air for the same speed" impression. Presumably the exducer includes any extended tip design instead of just the backplate, but nonetheless I'd love to see good pics/measurements of the G2 compressors as everything kinda points to something different about the exducer - specifically that it must be further out from the centerline, which means a lower rpm for the same max tip speed and often also results in higher pressure ratio efficiency, narrower maps, and often actually can result in better spool vs a smaller exducer for the same inducer size... no doubt partly due to the above phenomenon of needing less turbine speed to achieve the same airflow when using a smaller trim. Not sure if this is just camera angle or what, but this kinda looks interesting on the G35 990 compressor tips: Very interested to see what happens when people start testing these, and if we start getting more details about what's different.
    • I know right. It baffled me. There's no way when the engine is off, key is in ignition, (coils are dissconnected aswell), also my sound system was dissconnected (I don't run any audio capacitors), battery reads 12.2v and with the 10amp fuse blown I was measuring 24 to 30v. The reading would move a bit from 30v to 24v which was weird. I took a pic of the multi meter reading 🤣: (This is a brand new single channel digital oscilloscope that also has a multi meter mode).   Before when the fuse was blown, I had one lead on the 12v supply (green/white wires) of that brown relay and the other lead on the negative battery terminal. When I turned the key on ignition (engine off), it would read 30v. Then when I removed that relay from it's plug and tried putting ignition on again, it would read 12v, but I think it's because it can't turn on the ecu now that I removed it. I asked Chatgpt and this is what it had to say:   Not sure if those theories would be possible but, any auto sparkies here? welcome to confirm. 🤷‍♂️  No idea, but if it happens again, atleast I know what type of issue it is, unlike last few months where I didn't know what was causing all my issues and I was just taking stabs in the dark to figure out what type of problem it was. If it does happen again I'm going to investigate futher and trace back the source even more and inspect more circuits. I drove it to work this morning and the car drove and boosted fine. Yeah I was thinking the same, so I've imported my back up saved map (which is the map that I saved when it got done tuning) back onto my haltech with the base fuel pressure set to 43.5psi.
    • Yeh nice, if your in melbourne could you recommend any exhaust shops in the east that do a good job?
    • Sorry yes, this is what im after Also, that jpjdm site appears to be offline
×
×
  • Create New...