cryo

С Днем Рождения http://www.f-one.ru/ubb/smile.gif

Упс...он как то тут больше оказался, чем в Ворде... http://www.f-one.ru/ubb/frown.gif Сорри, если это кого то сильно раздражает. Regards, Maxim

Вот небольшой текст про один гоночный автомобиль. Может кому интересно будет http://www.f-one.ru/ubb/smile.gif Freikaiserwagen: WHEN Auto Unions produced their fabulous rear-engined, independently sprung cars, David Fry and Dick Caesar were very impressed, and decided to build a similar machine themselves. They had one advantage over Dr. Porsche, however, for whereas the august Teutonic designer had probably never even heard of a G.N. chassis, Fry and Caesar actually had one. The car, therefore, had a G.N. frame, with the usual four-chain transmission and solid axle, but independent suspension, in the form of the front end of an old Morgan 3-wheeler, took the place of the quarter-elliptic springs and tubular front axle. In the Auto Union tradition, the engine was mounted behind the driver, and drove the G.N. bevel gears through a Morgan cone clutch. The first engine was also from a Morgan, and was a water-cooled Vee-twin Anzani, with a Scott motor-cycle radiator above it. This, then, was Herr Fry und Herr Caesar's wagen, and when I saw it steaming up Backwell Hill in 1936, I had no idea that I was watching what would one day be the most successful of all sprint specials. By the time the 1937 season came round, David Fry and his cousin Joe had completely rebuilt the machine. The general arrangements were similar, but the car was really new from stem to stern. The most exciting thing was the engine, which was a 1100-c.c.60 deg. Vee-twin air-cooled Blackburne that Robin Jackson and Eric Fernihough produced for Morgan records in 1932.It had never been used, but was potentially capable of producing at least 70 b.h.p., on a 10.5 to 1 compression ratio with two Bowden carburettors. The driver sat in front of the engine, as before, but the Morgan independent front suspension now had springs of only one-third the strength of those used for a three-wheeler, and Rudge motor-cycle wheels and brakes were adapted to the Morgan stub axles. The cone clutch was retained, driving the G.N. bevel gears, and a new bevel shaft and solid rear axle shaft were made up from 100 ton steel, M.G. hubs and knock on wheels now being used. A special rack and pinion steering gear was employed, and the petrol and oil tanks lived high upabove the engine in a streamlined casing that was shaped to encourage the passage of air over the cylinders. The car was immediately phenomenally successful, having the 1100-c.c. class in its pocket wherever it went, and it finished the season by climbing Shelsley in 42.58 seconds, which was a class record. During the winter, it was fitted with a Marshall supercharger and a big S.U. carburettor. To apply forced induction to a Vee-twin is never a simple procedure, but the development work was in the capable hands of Robin Jackson, and he presented the engine for 1938 with 12 lb. of boost and a geometrical compression ratio of 6.5 to 1. The supercharger, which was driven by chain from a sprocket on the crankcase side of the flywheel, really pulled its weight, and one had the interesting spectacle of something in the region of 100 b.h.p. in a motor-car weighing 6.75 cwt. If the performance had been tremendous before, it was now staggering, and in addition to winning its own class as a matter of course, the car could now take on practically anything in the sprint game, and give it a good run for its money. From a most inspiring list of successes in 1938, let us pick out a climb of Shelsley in 41.52 seconds. Unfortunately, the car was crashed at Prescott, and when war was declared it was still in pieces, some of which were destroyed in the following years. However, in 1947 it was rebuilt, using the chassis frame and front end of the Watkins-Nash, and the incredible Robin Jackson produced even more power from the engine. This extra torque was disastrous to the reliability of the transmission, and even of the engine crankshaft, but when it was going the machine was faster than ever before, and climbed Shelsley in 40.61 seconds. During the winter of 1947 and the spring of 1948, the Freikaiserwagen underwent a complete metamorphosis. The engine was rebuilt in a most revolutionary manner, using unlinered aluminium cylinder barrels. The pistons had special rings (under a Cross patent) which, by bottoming in their grooves, held the pistons from actual contact with the bores, and the strengthened crankshaft now boasted a torsional vibration damper. The compression ratio was 7 to 1 for one cylinder and 7.5 to 1 for the other. Dick Caesar had designed a chassis for 500-c.c. unsupercharged engines, known as the Iota, and David Fry decided to construct an extra light version of this layout for his super-charged twin, giving, shall we say, some 125 b.h.p. The chassis members are 2.5-in. 14 s.w.g. steel tubes, and the suspension is still of the Morgan "pillar" type in front, and of the swinging half axle variety behind. Rear springing is by rubber in tension, and in front, light coil springs with hydraulic rebound dampers are used. Incidentally, the tubular chassis is sealed up and acts as an air reservoir for the pressure fuel feed. The steering is of the simplest, a pair of spur gears operating without benefit of enclosure upon the split track rod. The engine is now mounted in the motor-cycle direction, that is to say with its crank axis across the frame, and drives a Norton motor-cycle gearbox by chain. In order to reduce the loading on this box, it is run at engine speed, and this necessitates a double reduction in the final drive, by incorporating a pair of sprockets on a countershaft. When first tested, the car was extremely difficult to drive, due to violent tail sliding on acceleration out of corners. This was deemed to be partly due to the solid, differential-less, drive to the rear wheels, and a Z.F. self-locking differential was incorporated, the single rear brake now acting on this component. The rear suspension was also rearranged to have no roll stiffness, in other words the leverages are planned so that the rubber strands only support to car but do not resist its tipping to either side, the front springs performing the whole of that duty. It will be realized that the back wheels are thus freed from all lateral weight transference, which helps them to stick to the road on corners and overcomes one of the normal disadvantages of the "swing axle" system. Naturally, the expedient here employed would only be applicable to a vehicle with a very low centre of gravity. With a very light car it is always difficult to obtain a reasonable ratio of sprung to unsprung weight. In this case, the rear wheels are not detachable, their hubs being mere flanges on the axle shafts to take the wire spokes, and the tyres are of 5.00-in. - 15-in. size, with no brakes to add to the unsprung mass. In front, 4.00-in.-15-in. tyres are mounted on non-detachable wheels incorporating Rudge motor-cycle brakes. When completed the car weighed 570 lb., which must give it a better power to weight ratio than anything else now competing. The performance is, of course, quite fantastic, and now that the road-holding bothers have been overcome, the machine is tremendously effective. Suffice it to say that it is equal holder of the Bouley Bay Hill-climb record with an Alfa Romeo of some 350 b.h.p., and has unofficially broken the Prescott record in a practice climb. Its Shelsley time of 38.43 seconds is, of course, easily the fastest ascent ever achieved by a special. Both the Fry cousins are splendid drivers, but Joe is physically much smaller than David, and so he usually gets the job because of his lighter weight. P.S. GN was a small British sports car builder founded in 1910. British "special" builders making cars for hillclimbs and sprints often stripped off the bodywork and/or fitted a different engine on existing chassis frames. Most specials were built on things like Austin 7 chassis, but Fry chose to use a GN. Regards, Maxim

Молодец Irishka!!! Толковая инфа!!! Regards, Maxim

Нормальный топик, за последние пару недель...только жаль, что ругань все еще есть. Мне тоже нужна помощь в переводах, так как сам просто зашиваюсь. Если он сложен, то готов даже заплатить. В основной все касается технической стороны гоночных машин 30-40-х годов. Могу для примера даже дать что нибудь в топик. Regards, Maxim

to GAS Ты прав, журнал/газета "Авторевю" выходит примерно с середины 92 года... По крайней мере, у меня есть номера за 93 год, где большие фотографии Сенны в Монако. Regards

to Neud Чего ты споришь с умным знатоком? Ведь по его логике, мы все должны только говорить про то время, в которое мы жили... Нафиг история...мы же ее не видели.

Очередная тема не про что... А если бы Сенна, а если бы ни Мика, а если бы не Шумахер....

Беру все! Regards,

to moor Много интересных пилотов было...крайне сложно кого кто выделить (из не столь далеких времен). Я, пожалуй, остановлюсь на Jean-Christophe Boullion и Ricardo Zonta. У первого был огромный талант...и маленький рост, который так и не позволил ему выступать в ф1, а перспективы ведь были не малые... Что же касается Рикардо, то просто с ним хорошо знаком лично, поэтому немного переживал за него... Да и его послужной список был весьма существенным (кстате, в Ф3000 он выиграл у Монтойи титул). Поэтому и жаль, что в Ф1 он так и не смог себя проявить. Хотя с другой стороны, в команде, где все проходило под диктовку Жака, возможно, было и трудно что то сделать.... Правда, у него до сих пор есть контракт с Мерседесом, может когда нибудь и увидем его на трассе ф1 http://www.f-one.ru/ubb/smile.gif Regards,

Лично мне, тема этого топика не нравится... непонятно по какому критерию оценивать... Так, например, каждого из нас можно назвать дегенератом... To Ayrton С чего ты взял, что Занарди с "понтами" вернулся в Ф1? Объясни, плиз... Regards

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