Snak

Uinteressant, Burro. Sorry :-)

Det var bare hvis der var en der kunne ridse op, ganske kort (måske 10 punkter), hvad der findes af betydende og interessante oplysninger. Men det kan da egentlig godt være, at jeg bare skal fortsætte med at finde sporten ligegyldig.

Matias, hvis du ikke engang kan lide lyden af bilerne, saa er der vel ikke meget at goere for at du kan se det interessante i sporten. Det ser nemlig ikke ud til at begraensninger og regler vil aendre din mening.
Og du mener virkelig at 200-300 km/t ikke er hurtigt? I en bil hvor du sidder 20cm (?) fra jorden. Jeg synes det er imponerende hvad der praesteres i Formel 1 og hvad det kraever af koererne. Fan af sporten eller ej (jeg foelger heller ikke slavisk med).
Mig bekendt er der ikke raes hvor der koerer ligesaa hurtigt. Vel at maerke lignende raes og ikke bare en lige straekning, hvor bremsningen sker med en faldskaerm.
Dog er der selvfoelgelig Le Mans.

@Burro

Tjek lige Tito-traaden os svar! :)

Synes det er den forkerte retning formel 1 drejer sig imod!

Vi skal ikke have ens biler, og synes det fungere godt nu:)

Jeg mente overordnede krav og begrænsninger - ligesom hvis en spørger til fodbold omkring regler, spillet osv.

Lyden er irriterende, men det kan man vel se (lytte) bort fra, hvis sporten er inetressant på andre måder. Og jeg tror da der er en del i udviklingen af køretøjerne og motorerne, der gør, at sporten er interessant. Og nej, jeg mener ikke at 200-300 km/t er specielt hurtigt. Der kører minimum 100 biler rundt her i byen, der kan køre hurtigere, så lige på det punkt, er jeg selvfølgelig ikke vildt imponeret. Sagt på en anden måde: Det kan ikke være farten, der er det interessante ved sporten, da den ikke er hurtigere end så flere andre klasser og ikke hurtigere end hvad omvendt-kasket-fyre tuner deres Skyline til.

Du mener altså, at der på KBH´s gader er masser af biler, der kan køre op til 360 km/t, har over 700 hk, og kan bremse fra 100 km/t til 0 på 17 meter? Til sammenligning skal en Porsche 911 Turbo bruge knap 32 meter for det samme. Førerne bliver på nogle baner udsat for op til 5,5 g, når de bremser.
En F1 bil kan bremse fra 200 km/t til 0 på 2,9 sekunder og 65 meter. Prøv evt. selv at bremse fra den hastighed næste gang du befinder dig på en øde motorvej.

During a demonstration at the Silverstone circuit in Britain, an F1 McLaren-Mercedes car driven by David Coulthard gave a pair of Mercedes-Benz street cars a head start of seventy seconds, and was able to beat the cars to the finish line from a standing start.

The 2006 F1 cars have a power-to-weight ratio of 1,250 hp (932 kW)/tonne (0.9 kW/kg). Theoretically this would allow the car to reach 100 km/h (62 mph) in less than 1 second. However the massive power cannot be converted to motion at low speeds due to traction loss, and the usual figure is 2 seconds to reach 100 km/h (62 mph). After about 130 km/h (81 mph) traction loss is minimal due to the combined effect of the car moving faster and the downforce, hence the car continues accelerating at a very high rate. The figures are (for the 2006 Renault R26):

0 to 100 km/h (62 mph): 1.7 seconds
0 to 200 km/h (124 mph): 3.8 seconds
0 to 300 km/h (186 mph): 8.6 seconds*

Noget af det, der især er kendetegnet ved F1 biler, er, at de er lynhurtige gennem sving.

As mentioned above, the car can accelerate to 300 km/h (190 mph) very quickly, however the top speeds are not much higher than 330 km/h (205 mph) at most circuits, being highest at Monza (360 km/h in 2006), Indianapolis (about 335 km/h (208 mph)) and Gilles Villeneuve (about 325 km/h (202 mph)). This is because the top speeds are sacrificed for the turning speeds. An F1 car is designed principally for high-speed cornering, thus the aerodynamic elements can produce as much as three times the car´s weight in downforce, at the expense of drag. In fact, at a speed of just 130 km/h (81 mph), the downforce equals the weight of the car. As the speed of the car rises, the downforce increases. The turning force at low speeds (below 70 to about 100 km/h) mostly comes from the so-called ´mechanical grip´ of the tyres themselves. At such low speeds the car can turn at 2.0 g. At 210 km/h (130 mph) already the turning acceleration is 3.0g, as evidenced by the famous esses (turns 3 and 4) at the Suzuka circuit. Higher-speed corners such as Blanchimont (Circuit de Spa-Francorchamps) and Copse (Silverstone Circuit) are taken at above 5.0g, and 6.0g has been recorded at Suzuka´s 130-R corner[9]. This contrasts with 1g for the Enzo Ferrari, one of the best racing sports cars.

These turning accelerative forces allow an F1 car to corner at amazing speeds, seeming to defy the laws of physics. As an example of the extreme cornering speeds, the Blanchimont and Eau Rouge corners at Spa-Francorchamps are taken flat-out at above 300 km/h (186 mph), whereas the race-spec touring cars can only do so at 150–160 km/h. A newer and perhaps even more extreme example is the Turn 8 at the Istanbul Park circuit, a 190° relatively tight 4-apex corner, in which the cars maintain speeds between 265 km/h (165 mph) and 285 km/h (in 2006) and experience between 4.5g and 5.5g for 7 seconds - the longest sustained hard cornering in Formula 1.

Top speeds are in practice limited by the longest straight at the track and by the need to balance the car´s aerodynamic configuration between high straight line speed (low aerodynamic drag) and high cornering speed (high downforce) to achieve the fastest lap time