stéphane40

Speed trap - 1st Vettel 322.3 4th Gasly 317.4 8th Hartley 314.9 Finish line:- 6th Hartley 301.8 11th Gasly 300.5 Intermed. 1:- 9th Hartley 279.6 16th Gasly 277.9 Itermed. 2 10th Hartley 291.8 18th Gasly 290.0

Bon, sinon, je reste sur mon milieu de Q2.

En tous cas, les Sauber sont "à part", là

Pas mal de nouvelles ailettes, dérives, mini ailerons sur la voiture. Bon, c'est un peu le cas chez tout le monde, mais c'est pas mal. On verra (dans 2h30 pour les courageux) demain matin.

Après je dis pas, le jour où ma télé va plus, la remplaçante aura surement plus besoin du chromecast.

Comme Chromecast, quoi.

Bon, j'ai donc une vieille télé.

Perso, j'ai pas d'abonnement télé, juste une antenne et la RTBF.

Ils veulent pas qu'on sache, surtout.

Dietrich dit maintenant que le Honda est aussi puissant que le Renault.

je materais un peu les EL2 en me levant.

Faut remercier Canal, je crois. Partout ailleurs, c'est dans la fourchette annoncée.

Ca fait 3 ans, ça....

Deuxième à l'arrivée, sur un tracé pas du tout favorable, c'est bien.

c'est dans l'itw de Key juste au dessus, oui.

On apprend via le Japon qu'ils ont gagné 10kW en changeant les échappements, changement possible parce que TR a pu faire la place nécessaire.

J'y crois pas du tout.

La McLaren va assez vite, je pense, quand elle roule.

Mais ce serait quoi, une "bonne surprise" ?

Je pense que niveau communication, Honda et STR se ressemblent infiniment plus que Honda et McLaren. https://www.motorsport-magazin.com/formel1/news-245295-honda-wunder-2018-toro-rossos-technik-chef-im-interview/ How big was the advantage of being used to late engine changes in the past? James Key: The advantage was big [laughs]. It was not easy even at V8 times. But with these power units, it's incredibly complicated. There is an awful lot to consider. The physical design of being able to put everything in the right place plays an important role. But there are many other structural elements, such as the entire control units and cooling circuits, of which there are quite a few in these hybrid engines. Technically, this makes it very complicated. We had worse than a decision in September. Since we had experience as a team here, we were able to handle it efficiently. It was not a big problem for us. The biggest difference between Renault and Honda in architecture is certainly the turbo concept. At Honda sits the compressor - as with Mercedes - at the front of the engine and the turbocharger behind it, at Renault turbo and supercharger are one unit. McLaren's chief technology officer Tim Goss says he prefers Renault packaging. You probably think differently now ... James Key: That's very diplomatic of him [laughs]. What else should one say? We have also experienced both variants. There are both advantages and disadvantages. The supercharged packaging in front of the engine is a bit simpler than with both parts in the back. With more space in front, it is easier to find gas volumes and to lay certain lines. The oil tank is also less restricted. At the rear, it is more difficult, because there jams all the heat. You also have to keep in mind that the turbo is closer to the gearbox. The exhaust is further back, which additionally increases the temperature at the transmission. On the chassis side, there is pros and cons, but our backside is much cleaner now. We now have more space and freedom behind the engine for suspension parts and so on. It's a bit narrower at the front, but Honda has found a fantastic arrangement where the parts are housed very well in the little space they have. It was not the compromise we feared. The downside we had was that we could not do that from the outset for 2018 with Honda. But we can do that for 2019 and we are looking for ways to further optimize it. I prefer the Honda approach. Not only because we have Honda now, but because they have some great features around this engine philosophy. It is a tidy approach. You mentioned that the collaboration came too late to be able to bear fruitful factory team results. But are there any details on the engine that they could influence? James Key: There are a few small things that Honda has been able to change for us, but also some things we've changed for them. We have already talked about developmental steps that work for both sides. They have already been able to do some work and more over the course of the season. Our approach with them is to give them the flexibility they need to focus on engine development. We do not want to give them too many restrictions through the chassis. As a result, there were no late changes for her, which was very important. We'd better make some compromises, but then benefit from a better engine. That's an important balance to find. They have already mentioned the transmission. The transmission is not only gearbox, but also houses suspension components of the rear axle and the articulation points of control arms and pull lever. Toro Rosso builds the gearbox itself and uses the innards of Red Bull. How big is the advantage of being able to design the rear axle yourself? James Key: In any case, it's an advantage. The entire transmission has been redesigned for the Honda Split Turbo installation and other things. It allowed us to revise the entire architecture at the rear, which was not bad. The rear suspension was a new development anyway. The result is a completely new gearbox. It may have been even more critical from a time ago than the chassis, but the guys did a great job getting it together so quickly. This helps if you are suddenly in such a situation because you have a late engine decision. Then you have to be in control of these things around it. This control we have with the gearbox now. That's why we were able to adjust that so quickly. The gearbox we had was quite flexible, so it was not a fundamental redesign. We could adapt it to the principles we already had. The side boxes look very similar to last year, the airbox has become much larger. Does that mean the Honda engine needs more cooling than the Renault? James Key: No, I would rather say that the cooling requirements are different because there are different ways of cooling certain circuits in the engine. The side boxes have even become a bit smaller, but they have kept their shape. We wanted to see how the air flow changes as we cool more about the airbox and less about the side boxes. But here, too, we are following a trend of the past years. The 2015 coolers (with Ferrari engine) were quite large, but it also depends a lot on how the engine looks like, whether the space above the engine is a good place to arrange cooling systems. We have managed to stay as much as possible with the shape of the Honda engine. The layout is not dissimilar to the solution we had planned for the Renault engine.

Ouais, les deux bloqués en Q1 serait une déception. Une voiture en Q3 serait une bonne surprise. Pour la course, tout est possible à Melbourne. Entre le circuit propice aux incidents (avec SC) et l'incertitude sur la fiabilité. Il y a à peu près les mêmes chances de perdre les deux voitures au départ que de prendre les points.

Pas forcément DANS l'équipe, mais médiatiquement.

Non, on a juste été habitués à l'ambiance McLaren où tous les sentiments sont exacerbés.