Newsgroup: it.sport.formula1
Titolo: Sospensioni "Contrattive"?

Ciao a tutti, e soprattutto un ciao a Gianluca che dopo aver letto
l'articolo a questo URL:
http://www.geocities.com/MotorCity/Downs/4938/f1rumors.html
intitolato: "McLaren's Secret?" ci spieghera' cosa sono le sospensioni
"contrattive".
Sembra che siano la vera ragione della superiorita' tecnologica delle
McLaren.
Per la gioia di JODY aggiungo che queste sospenzioni sono state
inventate da un italiano che le aveva progettate per le vetture GT.
Attendo spiegazioni.
==== Pensierino del giorno ====
"And here he is : Rrrrrrrubinho Barrrrrichello"
Former Eurosport commentator and ex-Formula 1 driver John Watson with a very interesting way of rolling the R's ...
--
Un Ciao in DO Maggiore!
-=) Sbaturzio Cantina (=-   remove NOSPAM to reply by e-mail.

"contrattive".
Ti prego! Me lo potresti mandare (magari in e-mail) ??
Quel sito lo scarico a 2 (due!!) bytes al secondo...
Mi ci vogliono 4 mesi, 23 giorni, 12 ore e 15 minuti...
e sono proprio quei 15 minuti che non sopporto... 
Grazie
Ciao
			Gianluca

McLaren.
Andrò di certo a farci un giretto. Comunque anch'io penso che gran
parte del vantaggio consista proprio in quello. E' sufficiente
guardare come riescono a salire sui cordoli fino a metà macchina senza
che questa faccia una piega. Forse l'ho già detto, ma negli ultimi
test di Monza, le McL erano le uniche che passavano indenni sui
cordoli della variante goodyear, nonostante siano scalinati. 
Saluti
Redbird ®

cordoli della variante goodyear, nonostante siano scalinati. 
Ancora non sono riuscito a leggerel l'articolo...(ti prego
Sbaturzio... :-) --<  (mani a mo' di preghiera...) 
Pero', se non ho capito male, dovrebbero essere sospensioni che
funzionano "a rovescio", cioe' con la parte "attiva" (cioe' quella
rigida, che assorbe le sconnessioni) in estensione invece che in
compressione. Dovrebbero cioe' essere tutte "girate".
Non so se sia cosi', solo il titolo del trhead me lo fa pensare, ma
cerchero' di dirvi qualcosa presto... (se ne capisco...).
Ciao
			Gianluca

compressione. Dovrebbero cioe' essere tutte "girate".
Non credo... Quello che dici tu viene chiamato "pus-rod" o "pull-rod" ossia
se il tirante che collega la ruota al gruppo molla-ammortizzatore sia a
trazione o a compressione, ed e' una geometria ben nota da un decennio.
Andro' a vedere quell'articolo (ora scrivo offline;-)), ma penso che
significhi che in qualche modo riescono a variare dinamicamente la GEOMETRIA
della sospensione, e per fare questo e' possibile solamente in due modi: o
si modifica la lunghezza di un triangolo o si sposta l'attacco (ovvero il
fulcro di un braccio). La prima ipotesi mi sembra poco applicabile
meccanicamente, mentre (sempre se ho capito bene cio' di cui si mi sembra
piu' plausibile la seconda, visto che dovrebbero comunque bastare uno o due
centrimetri di escursione.
Spero di non aver fatto il "Mosca" della situazione, vedro' quell'articolo.e
ne riparleremo...;-))
Alex Palmese
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ATTENZIONE: per rispondermi direttamente togliere "$$$" dal mio address!

>>>>
    McLaren's Secret?
    In the short time since McLaren's dominance of the German Grand
Prix,
    information has emerged that seems to point to the secret of the
McLaren
    chassis.  McLaren are said to using a new suspension system
developed by the
    former head of Renault's Alpine sports car division, Mauro Bianchi. 
Bianchi
    retired from Renault several years ago and has supposedly been
working on the
    revolutionary suspension ever since.  It is known as a contractive
suspension
    system, and its technology has been liscenced to McLaren by Bianchi,
a deal
    organized by Bianchi's friend Gordan Murray, designer of the McLaren
F1 GTR
    sports car.   The suspension was first used on the 1997-spec factory
McLaren
    team cars in the FIA GT series.  This suspension supposedly cured
many of the
    handling ills of the McLaren GTR, which was handicapped by a
suspension
    originally designed for a road car in its debut 1996 season.  Once
the McLaren
    F1 GTR was retired, McLaren then examined the possibilities of
adapting the
    system to its F1 chassis.  Unfortunately, the 1997 McLaren chassis
design was
    already underway by the time McLaren liscenced the system from
Bianchi, so
    their 1998 chassis is the first to benefit from the new suspension
design.
    Contractive suspension systems are not a new idea, but have been
abondoned
    many times throughout the years since the technology to develop a
working
    system has not existed.  The intent behind the design is to fully
decouple roll,
    pitch, and bump stiffness.  The design is said to be so successful
that the
    McLaren runs without Anti-Roll Bars, a truly revolutionary advance
which adds to
    the total grip of the car.  Decoupling roll and bump stiffness
allows digressive
    characteristics to be engineered into the suspension, that is, it
can be made very
    stiff in the corners yet still be supple over large bumps that would
ordinarily upset
    the chassis.  Decoupling pitch movements further allows more
agressive
    aerodynamic setups on the car without risking pitch sensitivity, the
achillies heel
    of many recent F1 cars.  The trend toward longer wheelbase cars this
year is
    mainly in an attempt to reduce pitch sensitivity, that is, the
tendancy for the car to
    lose downforce under braking and acceleration when the car pitches
back and
    forth.  The contractive suspension system is said to be a
combination of
    suspension rocker arms with special geometry, digressive rate shock
absorbers,
    and springs which are stiffer in rebound than in compression.
    There is much evidence to support the claim that McLaren are using a
    suspension system of this sort.  While most teams have been testing
longer
    wheelbase cars this year, McLaren retain their advantage with a
shorter
    wheelbase, leading to the conclusion that the car has extensive
pitch control. 
    McLaren has done very well on bumpy circuits like Hockenheim this
year, proving
    to have very good bump control.  The McLaren is the only chassis to
return to
    vertical springs and shocks this year, something that was common
several years
    ago but abandoned in favor of the supposedly advantageous horizontal
layout. 
    This can be seen by the lack of horns on the nose to clear the usual
vertical
    torsion beams.   In addition, Adrian Newey stated earlier this year
that the
    advatage of the McLaren was due to a "very simple advance" and one
that the
    other teams would figure out soon enough.  This sounds much more
like a special
    suspension system than simply better aerodynamics.
    This suspension system is said to be good for at least 0.5 to 1.0
seconds per lap
    on Grand Prix length courses, before any aerodynamic advatages it
allows are
    factored in.  If it is true that McLaren is using such a system,
then it must thank
    Bianchi for the World Championship this year if it comes McLaren's
way.  Rarely
    is Michael Schumacher 1.0 seconds behind the McLaren, so the Ferrari
might
    actually be the better car if the McLaren lacked this system.  It
also takes some of
    the limelight off Adrian Newey, who has been widely lauded this year
for
    McLaren's improvement in form.  Of course, like any innovation in
F1, it is unlikely
    to stay with just one team for long.  If the rumors prove true,
there will soon be
    Ferraris and Jordans running around with contractive suspension as
well.

Non credo... Quello che dici tu viene chiamato "pus-rod" o "pull-rod" ossia
Ehm.. errata corrige... "push-rod" non "pus-rod" (che fa anche un po'
schifo;-)).
