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Reducing the drag on the rear wing is not easy because the change angles of attack became more sloping wings will also result in lower downforce gives a useful grip on the rear tires. Grip the rear tires on acceleration is needed, especially after the car out of the corner. How many attempts have been made, such as adding the number plate of wings. Wings with multiple-stacked plates are made to improve aerodynamic efficiency due to more stable wind flow will not be easy having separated-flow which is the beginning of turbulent flow is detrimental to the aerodynamics. In the early seasons of the 2000s the number plate there are usually two rear wing and front wing even consist of three plates. In this season the FIA ??only allows two wing plates front and one plate on the rear wing.

For the F1 car, the ideal condition is when the car received high downforce and high drag at the turn. When turning, high drag can help braking and high downforce helps provide a higher grip for the tires to “bite” of asphalt to be cornering the car stable. On straight track, the need for completely different downforce and drag. Drag obvious disadvantage because hamper acceleration and downforce cars are not really needed. So the wing setting is best for racing cars is if the wing angle of attack can be changed as needed, gently sloping angle when on the track straight and steep angle when turning. But unfortunately, the wing angle changes when the car is in motion are not permitted by regulation. The wing’s angle should be fixed, do not change during a race car. There have been a subterfuge for this regulation by selecting the flexible wing material. Flexible wings that can change its angle as required above. But unfortunately, the flexibility of the material is also limited by regulation.

Beginning of each season, there is usually always obtaining a finished issue and debate the pros and cons. In Season 2007 movable-floor Ferrari become a hot topic, in the next season and standardize KERS ECU important issue in the 2009 season and double-deck diffuser turns the debate. This season, Team McLaren is a trigger in terms of innovation. They appear in this season with a clever innovation from the base of the nose airways car air flow to the engine-cover commonly referred to as shark-fin man, because of its shape resembling shark fins, and then flowed toward the rear wing. These special air channels and then get called “f-duct” by the media because of the air inlet that resembles the letter “f”. The challenge for modern race cars are aerodynamics efficiency. Goal of the aero-engineer every job is to find the component design and integration between the components of it in such a way as to have the aero efficiency is as high as possible. High efficiency means having aero downforce to drag large or small wind resistance. The problem, typical components usually have an increase aerodynamic downforce is proportional to the increase dragforce.

In the design of a modern F1 car, the rear wing is the largest component donate or  wind drag. In the Table-1 shows that the contribution of the rear wing drag even more than 30%. While both the rear tire that looks great and does not aerodynamically as well as the top surface moves opposite the direction the wind comes it “only” about 20% drag buzz alone. Thus, reducing the drag on the wings of grasshoppers are among the efforts of concern to the design engineers in F1.

Back to the problem of grip and the ECU. ECU role in providing a larger grip “bridged” by the old innovation called “blown-diffuser”. Without the role of the ECU, blown diffuser is useless and only used by F1 cars in the ancient era of the mid 80′s and has been abandoned since the early 90′s. But in the hands of the designer Adrian Newey and team, blown-diffuser and the ECU is a power “-the new synergy”. ECU makes the engine exhaust pressure while still providing the drivers lift the gas pedal when they arrive at corner. The result, in the 2010 season, grippy tires RBR more than other cars in the corner, and this innovation dicontek abis in this season by almost all the cars that race on the track. Be this innovation is widely known as “off-throttle blown diffuser (OTBD)”. OTBD mechanism, in outline, is that RBR did engine ECU re-mapping on them so that in-cylinder combustion engine combustion chamber is still happening even though the drivers off their stamping on the gas pedal. The trick, which instructs the engine mapping on the throttle to remain open even though most do not step on the gas pedal to make the existing flow of fuel and air that flows into the combustion cylinder. The combustion engine is utilized to power (because it is not necessary) but directly channeled into the exhaust to help provide ground effect diffuser work under the car. How could not be a power for the combustion engine? Again, the role of mapping in the ECU engine. This condition can occur because the mapping engine spark plugs instructed to turn in late work steps so that the pressure due to combustion piston instead of pushing the piston do the job but ultimately stymie the added effect of piston engine-braking and further help the work diffuser as described above.
However, although the mechanism OTBD gives two advantages (greater engine braking and ground-effect is better) during cornering, which is quite significant losses must also be “paid” is the level of fuel consumption is more wasteful, considering the fuel remains unused and burned although not stepped on the gas pedal. Therefore, RBR engine-mapping set such that the effect is larger OTBD occur in qualifying and made small at the time of race. In qualifying, where cars travel just be some laps only, fuel consumption is not greater are less of a problem. But at the race, fuel consumption should be more attention because it involves the problem of car weight at start and engine components realibility problem.

Prohibition Changing Engine Mapping, Can Inhibit RBR?
In the world of modern F1, grip is more important than power, why?
There are two reasons. First, F1 engine freeze has been no development since the end of Season 2006. Engine cars today, is exactly the same as a car engine in the season 2006. The second reason is, if engine is not to freeze too, is of no use to add power if the grip is not increased. Power available at this time is excessive redundant alias. If the grip is not good, then the power not delivered very well and just make car tires skidding without making any profit.

To maximize grip, there are two ways that can be taken. Mechanical and aerodynamic so that there are ways-term mechanical and aerodynamic grip-grip. Mechanical grip-grip is derived from the setting of mechanical components associated with car-style normal (downward vertical force) received under the tire. Factors that influence the mechanical-grip is setting the suspension, antiroll-bar, car weight, weight distribution, and distribution of braking. While aerodinanic-grip is a grip that comes from the force due to wind flow is converted into grip thanks to the “assistance” aero components such as wings, fins, diffuser and the like.

FIA, which is always trying to hamper the pace car for safety reasons and F1 racing excitement, spend a lot of rules and restrictions whose purpose is to hinder grip, both aerodynamic and mechanical-grip-grip. In this area, the engineers and car designers have almost no room to improvise and innovate because of restrictions are so tight. But instead of F1 engineers name if they are unable to see the opportunities and holes in the FIA ??regulations in order to get the main purpose of the current F1 car design, more grip!

One area that previously did not think that it can also contribute to the tire grip and make the car more agile and fast is the alias Electronic Control Unit ECU. How can it be? Would not the ECU to the engine only had business only, if the ECU can also add a grip? “Of course I can”, this may be the answer to designer Adrian Newey and the team at the start of season 2011.

Engine mapping differences between qualifying and the race is what makes the car very powerful RBR in qualifying, in recent times qualifying Vettel even able to record the difference in time nearly a second per lap with the racer in P2, but lost pacenya at race, although still tight.

FIA had anticipated the “trick” at the top by banning the team to change the engine mapping is in the period after qualifying and the start of the race. Together with the prohibition against OTBD, prohibition to change the engine mapping will make the car lose significant ground-effect and will add a few milliseconds laptime. But whether this will cut the edge RBR against another team, which seems to be the “primary purpose” FIA issued these restrictions? I have faith that the answers to these questions is “no”. RBR will continue to excel in season two reasons, first, OTBD been utilized by virtually the entire team so that loss is a loss OTBD together. The second reason, the character, RBR car this year is the best car that is able to adapt better to the Pirelli tires than the other cars on the track

Determination Bayerische Motoren Werke (BMW) to make three and four-cylinder engine to power its flagship car is not limited to words. However, small engines made ??by BMW’s engine is not unusual but a small engine is fuel efficient, low emissions, but powerful.

As reported by paultan.org, in order to realize such performance complement BMW’s two types of engines with turbo TwinPower technology. This technology was first seen on the BMW 5 Series GT model in 2009.

3,000 cc six-cylinder engine that carried the model in addition to devices equipped with twin-scroll turbocharger and direct injection technology and a fully-variable Valvetronic. The results were quite effective in lessening.

Because of that, the technology is applied to the twin turbo BMW X1 xDrive28i carpet on display at the Geneva Auto Show 2011 which took place March 1 to 13 then. The result, energy car is far above the variant that uses natural aspirated engine.

Thanks to power twin turbo technology, the 2,000 cc engine is capable of spraying power up to 245 horsepower. In fact, the power generated earlier version of the engine no more than 156 horsepower.

Only, do not mention when BMW Power Twin Turbo technology is installed in the three-cylinder engine variants. However, some sources said the three-cylinder engines will dominate the machine model BMW in 2015.

Variable Cylinder Management (VCM)

Variable Cylinder Management (VCM) is a technology that makes the machine capable of regulating the number of cylinders that are active in arson in accordance with engine load, terrain traveled, and vehicle speed.

How it Works VCM
- Load Heavy Machinery
At the time the car needs energy, such as in a state of climb or acceleration, VCM set the machine to full operation with six cylinders working simultaneously for optimal fuel combustion and produces great power.

- Expenses Medium Machine
When a vehicle traveling at moderate or accelerate slowly, VCM closing two valves that work with 4-cylinder engine, to produce an optimal balance between power and fuel efficiency.

- Low-Load Machines
At the time the vehicle moves in a low speed or in cruising conditions, then only 3 cylinder that works to maximize fuel efficiency.

VCM technology is to address the needs of environment and economic needs of large cars, because the world crude oil prices continue to soar and VCM technology has been used by Honda’s 3.5-liter engine V6 i-VTEC engine that is used by the All New Full Size Honda Accord .

Which mortgage type to choose?

• Standard Variable: Normal P&I owner-occupier home loan, (the traditional home loan that pays your loan off “slowly” over a 30 year term. Normally the Bank wins by receiving a big interest margin.
• Honey moon” Standard Variable: First 12 months offer a discount interest rate, (revert to Standard Variable rate from 13th month). The first year is a great discount, but the Bank reverts you back to the Standard Variable rate from year 2 to 30.
• Discount Variable: Similar to Standard Variable, however interest rate offers an ongoing discount. A sensible borrower option, as the interest rate is discounted for the term of the loan, just make sure the features suit your needs.
• Line of Credit, (Equity Loan): An interest only variable rate loan that operates as an “all in one” loan facility with salary paid into it and $$ access via debit card and cheque book. Popular for investment or debt reduction purposes, but a lot of borrowers find it’s like a giant credit card and your debt never seems to go away.
• 100% Offset Account loan. A standard variable P&I home loan with a “linked” transaction account. Income and $$ can redraw from the transaction account. Both splits are assessed daily and interest is calculated on the “net” difference between both loan balances, and P&I interest is calculated on the difference, so you can save years off your loan term and save significant interest expense, if your income is in “surplus” against your expenses, in most instances. Popular with borrowers wishing to minimise their mortgage interest paid.

Designers are Saibot. Making a motorcycle that can reach speeds of up to 70 mph and transformed into a super computer, is also capable of running at high speed, thanks to cutting-edge hardware.

Pocketbike i7 increasing the speed with Core i7 920 CPU, the motherboard ASUS P6T, and 9800 + EVGA graphics card, hard drive 1 TB and 3 gb of DDR3 – RAM 1333. And wrapped with 5 CCFLs, an LED light spot, and two neon underneath.

A designer / designer from Japan expressed his idea by designing cars of the future for the car brand Peugeot  car for one person. The design is very beautiful with a cool futuristic concept featuring outer space themes. From the car he designed, it looks like an astronaut. Peugeot design of this car getting tremendous appreciation.