Miha Kakkinen Posted October 3, 2002 Share Posted October 3, 2002 <font face="Verdana, Arial" size="2">Originally posted by Санчопанчо: rasta нае****! Ой, умора-то! http://www.f-one.ru/formula-1/pic/ubb_gremlins/biggrinflip.gif </font> По моему на*бали Вову и на*бал Раст , теперь тоже умора? Quote Link to comment Share on other sites More sharing options...
Guest Vaselini Posted October 3, 2002 Share Posted October 3, 2002 <font face="Verdana, Arial" size="2">Originally posted by Miha Kakkinen: По моему на*бали Вову и на*бал Раст , теперь тоже умора?</font> Раст должен был заряжать 120. Так что он в минусе. Обидно!!!... Quote Link to comment Share on other sites More sharing options...
Guest Gurls Posted October 3, 2002 Share Posted October 3, 2002 <font face="Verdana, Arial" size="2">Originally posted by Miha Kakkinen: По моему на*бали Вову и на*бал Раст , теперь тоже умора?</font> Хватит бузеть! Итак достали уже! http://www.f-one.ru/ubb/frown.gif Блин, как маленькие... Quote Link to comment Share on other sites More sharing options...
Williams Posted October 3, 2002 Author Share Posted October 3, 2002 <font face="Verdana, Arial" size="2">Originally posted by Vaselini: Раст должен был заряжать 120. Так что он в минусе. Обидно!!!...</font> За 120 руб никто и не купил бы.... Даже я, сейчас, за эти деньги не купил и первый, пилотный номер... Так как читать там особо нечего.... http://www.f-one.ru/ubb/smile.gif http://www.f-one.ru/ubb/smile.gif http://www.f-one.ru/ubb/smile.gif Это я для справки... Неизвестно, кто был бы еще и в минусе... Quote Link to comment Share on other sites More sharing options...
madlopt Posted October 3, 2002 Share Posted October 3, 2002 rast похоже тут ещё долго не появиться, а по этому поводу могу сказать, что ничерта williams'у rast не вернёт, потому , что он его наебал! И ещё. Посмотрите, что ВЫ делаете! Почему уходят люди c форума. Ну да это пошлые матюкливые негодяи Madlopt & Kilowatt постарались. Если вы заметили, то мы уж молчим, а срач идёт дальше. Да я согласен, что я зря пошутил так над williams'oм. Но он меня вывел и я вместе с ним и не без помощи Ayrton'a и Konrada'a засрал форум. http://www.f-one.ru/ubb/frown.gif Если вы читаете мои мысли, то спасибо вам за это. Этот пост призывет не к лоялному отношению к madlopt'у , а просто к тому, чтоб каждый задумался над ситуацией. И ненадо засыпать меня хорошими и нехорошими ответами, дальше будет видно кто хочет нормально общаться, а кому насрать. http://www.f-one.ru/formula-1/pic/ubb_gremlins/fart.gif Quote Link to comment Share on other sites More sharing options...
Guest Реостарт Posted October 3, 2002 Share Posted October 3, 2002 Вил, давай еще материал! Quote Link to comment Share on other sites More sharing options...
madlopt Posted October 3, 2002 Share Posted October 3, 2002 Предсказываю разговоры:"Во сначала обматери, а теперь пушистика из себя строит..." Вот представьте себе так и есть. Quote Link to comment Share on other sites More sharing options...
Williams Posted October 3, 2002 Author Share Posted October 3, 2002 <font face="Verdana, Arial" size="2">Originally posted by Реостарт: Вил, давай еще материал!</font> Даю: " Tree examples of port-ban wings. Left, rather extensive fixed planes with end plates were favored by Lotus, as fitted to Mario Andretti"s 4 wd car at the Hurburgring. Lower left, the tray-type engine cover used on the McLaren at Zandvoort but later replaced by a slightly higher wing between the rear wheels. Below, the oil cooler-mounted split wing of Amon"s Ferrari 312 at Silverstone. Quote Link to comment Share on other sites More sharing options...
Guest Реостарт Posted October 3, 2002 Share Posted October 3, 2002 <font face="Verdana, Arial" size="2">Originally posted by Williams: Даю: " Tree examples of port-ban wings. Left, rather extensive fixed planes with end plates were favored by Lotus, as fitted to Mario Andretti"s 4 wd car at the Hurburgring. Lower left, the tray-type engine cover used on the McLaren at Zandvoort but later replaced by a slightly higher wing between the rear wheels. Below, the oil cooler-mounted split wing of Amon"s Ferrari 312 at Silverstone. </font> Три примера запрещенных крыльев. Слева изображено выступающее (за габариты) жесткое крыло, к-е использовал "Лотус", в данном случае - установленное на полноприводной машине Марио Андретти в Нюрбургринге. Слева внизу можно видеть Особой формы кожух мотора, который использовали Макларены В Зандвоорте, позднее заменив на приподнятое крыло, установив его между задними колесами. Внизу показано разделенное (?) крыло, установленное на масляном радиаторе болида Феррари 312 пилота мона на трассе в Сильверстоуне. Кирпичи? Quote Link to comment Share on other sites More sharing options...
Guest Реостарт Posted October 3, 2002 Share Posted October 3, 2002 <font face="Verdana, Arial" size="2">Originally posted by Реостарт: Три примера запрещенных крыльев. Слева изображено выступающее (за габариты) жесткое крыло, к-е использовал "Лотус", в данном случае - установленное на полноприводной машине Марио Андретти в Нюрбургринге. Слева внизу можно видеть Особой формы кожух мотора, который использовали Макларены В Зандвоорте, позднее заменив на приподнятое крыло, установив его между задними колесами. Внизу показано разделенное (?) крыло, установленное на масляном радиаторе болида Феррари 312 пилота мона на трассе в Сильверстоуне. Кирпичи?</font> Очепятки: пилота Амона. Ну и регистры... Quote Link to comment Share on other sites More sharing options...
Guest Реостарт Posted October 3, 2002 Share Posted October 3, 2002 <font face="Verdana, Arial" size="2">Originally posted by madlopt: Предсказываю разговоры. </font> Пшёл вон! Quote Link to comment Share on other sites More sharing options...
SGC_bmw Posted October 3, 2002 Share Posted October 3, 2002 <font face="Verdana, Arial" size="2">Originally posted by Williams: За 120 руб никто и не купил бы.... Даже я, сейчас, за эти деньги не купил и первый, пилотный номер... Так как читать там особо нечего.... http://www.f-one.ru/ubb/smile.gif http://www.f-one.ru/ubb/smile.gif http://www.f-one.ru/ubb/smile.gif Это я для справки... Неизвестно, кто был бы еще и в минусе...</font> А 120 руб, это сколько в баксах? Что-то около 4... Воффка, я за пилотный номер заплатил 100 шекелей полтора года назад. Это 25 долларов или 750 рублей.... Мне за эти деньги его один чудак из библиотеки спиздил... А ты говоришь, никто не заплатит... У нас текущий номер "Формулы 1" сторит 20 шекелей или 4 доллара или 120 рублей.... Quote Link to comment Share on other sites More sharing options...
Guest Реостарт Posted October 3, 2002 Share Posted October 3, 2002 Вил, с картинками было бы веселее. Раз претензий нет, гони еще текст Quote Link to comment Share on other sites More sharing options...
madlopt Posted October 3, 2002 Share Posted October 3, 2002 <font face="Verdana, Arial" size="2">Originally posted by Реостарт: Пшёл вон! </font> Мое к вам розумiння. Quote Link to comment Share on other sites More sharing options...
Guest Реостарт Posted October 3, 2002 Share Posted October 3, 2002 <font face="Verdana, Arial" size="2">Originally posted by madlopt: Мое к вам розумiння.</font> Не вьем. Лучше по-аглицки. Тогда переведем. http://www.f-one.ru/ubb/wink.gif Quote Link to comment Share on other sites More sharing options...
madlopt Posted October 3, 2002 Share Posted October 3, 2002 <font face="Verdana, Arial" size="2">Originally posted by Реостарт: Не вьем. Лучше по-аглицки. Тогда переведем. http://www.f-one.ru/ubb/wink.gif</font> На вражiй мовi розмовляти не збираюсь. А якщо ви не розумiете мою мову, що ж з вами поробиш. Quote Link to comment Share on other sites More sharing options...
Guest Реостарт Posted October 3, 2002 Share Posted October 3, 2002 <font face="Verdana, Arial" size="2">Originally posted by madlopt: На вражiй мовi розмовляти не збираюсь. А якщо ви не розумiете мою мову, що ж з вами поробиш.</font> Наверное, ты чего-то хотел сказать по поводу перевода текстов для Вильямса? Quote Link to comment Share on other sites More sharing options...
madlopt Posted October 4, 2002 Share Posted October 4, 2002 Нi, нi про яких williams'iв я не хочу розмовляти. Я хотiв сказати, що ви себе погано поводите. Не берiть приклад з моiiх попереднiх постiв. Quote Link to comment Share on other sites More sharing options...
Guest Реостарт Posted October 4, 2002 Share Posted October 4, 2002 <font face="Verdana, Arial" size="2">Originally posted by madlopt: Нi, нi про яких williams'iв я не хочу розмовляти. Я хотiв сказати, що ви себе погано поводите. Не берiть приклад з моiiх попереднiх постiв.</font> (С недоумением): Ладно, не буду. А с каких брать? Звездочками или крестиками помечайте, pls. Quote Link to comment Share on other sites More sharing options...
Hrun Posted October 4, 2002 Share Posted October 4, 2002 2 Williams: Вовка, намыль мне весь метерьяльчик. Переведу с удовольствием. Quote Link to comment Share on other sites More sharing options...
madlopt Posted October 4, 2002 Share Posted October 4, 2002 <font face="Verdana, Arial" size="2">Originally posted by Реостарт: (С недоумением): Ладно, не буду. А с каких брать? Звездочками или крестиками помечайте, pls. </font> А навiщо взагалi брати з когось приклад? Ви особистiсть. Треба бути собою от i все. Про зiрочки: не треба так жартувати. Quote Link to comment Share on other sites More sharing options...
cryo Posted October 5, 2002 Share Posted October 5, 2002 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 Quote Link to comment Share on other sites More sharing options...
cryo Posted October 5, 2002 Share Posted October 5, 2002 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 Quote Link to comment Share on other sites More sharing options...
cryo Posted October 5, 2002 Share Posted October 5, 2002 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 Quote Link to comment Share on other sites More sharing options...
Guest Не полиглот Posted October 6, 2002 Share Posted October 6, 2002 <font face="Verdana, Arial" size="2">Originally posted by madlopt: На вражiй мовi розмовляти не збираюсь. А якщо ви не розумiете мою мову, що ж з вами поробиш.</font> Не надо выпендриваться. Посмотри лучше где ты находишся RU[/b].Поэтому"]www.f-one.RU.Поэтому уважай язык страны-хозяина форума. А то хохлов чёто развелось. Quote Link to comment Share on other sites More sharing options...
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