http://www.f1technical.net/news/3477 As F1 heads back for Europe for one more string of circuits, Magny-Cours is the first to go and the homebase for Renault who are extra motivated to perform well. The circuit should suit the Renault R26 well. The Viry based team gives an insight in how a car is setup in France to achieve a race winning pace. F1的战场从北美移回了欧陆 法国站是第一个所要迎接的场次 同时也是雷诺车队的主场 以下是来自该队关於如何设定车辆的报导 Downforce We run medium to high levels of downforce at Magny-Cours in order to get improve braking and traction, as well as grip in the medium speed corners. While it might seem tempting to reduce wing levels to improve top speed to try and overtake competitors on the run to turn 5, this is actually counter- productive: reducing wing costs the drivers speed in turn 3, reducing their exit speeds and having little impact on the speed at the end of the straight. 下压力的方面采中高设定值 以提升煞车和循迹装置的效能及中速弯的抓地力 虽说(倾角)较平的翼面设定可以提升极速 增加在第5弯的超越机会 但事实上容易使车手在第3弯冲过头 降低出弯速度 并对直线底的速度造成部分影响 Suspension The circuit features an exceptionally smooth surface, meaning we can run the cars with very low ride heights, and stiff suspension. Stiff suspension offers benefits in terms of aerodynamic performance, and the change of direction in the quick chicanes at turns 6/7 and 11/12. The car may end up a little nervous in these sections, but this does not cost time as both are followed by braking zones and slow corners. In terms of suspension settings, we must nevertheless find the right balance between stiffness for the higher speed sections, and mechanical grip for the slow corners. 本站赛道具有着异常平稳的表面 因此可采用较低的底盘及较硬的悬挂设定 如此一来可以增进空力效益 及像是6/7和11/12等高速弯的操控性-- 在这些区域里车辆可能会较为难以操控 但因缓冲区和低速弯的配合 因此并不会损失太多的单圈时间 悬挂的设定在硬度上必须要足够应付较高速弯且兼顾低速弯的抓地力 Reliability Magny-Cours presents few unusual reliability challenges for the cars, but the major one comes at the final chicane with its very high kerbs. The quickest line involves bouncing over both kerbs, but brings with it the associated risks of over-revving the engine and overloading the transmission. While the drivers will always use the optimum line in qualifying to achieve the fastest lap-time, they may alter this slightly for the race to look after the mechanicals of the car. 在本场中有一些对於耐用度较为不寻常的考验 其中最主要的是在最後一个弯 因为它的路肩特别高 最快的跑法(路线)是必须连吃两个路肩的 然而这样一来也增加了引擎超转的风险和传动系统的负担 在排位赛中车手可能会选择最快的路线来争取最佳单圈 但在决赛中则多半会考量到车辆耐用度而斟酌较为安全的跑线 Track temperature The track surface at Magny-Cours is notorious for its temperature sensitivity. A variation in its exposure to sunlight can have a large effect on the track temperatures, and something as seemingly innocuous as a passing cloud could take a tyre compound out of its optimum operating window. This is something we try and counter in our tyre choice, and we pick the most suitable compound for the predicted conditions. In general, rising temperatures will make the car oversteer more, and the evolution of track temperature is something we track throughout the weekend. 赛道温度的变化所造成的影响在本站可说是出了名的 不同的日照量对於赛道温度会造成极大的变化 一片看似不起眼的云层都有可能令轮胎达不到最佳工作温度 也因此在轮胎配方的选择上要依照气候预测来决定 一般而言 越高的温度会使车辆转向过度的可能性越高 赛道温度是一项必须密切注意的因素 Engine torque Magny-Cours is a circuit where engine torque plays a prominent role. We need strong levels of torque to launch the cars out of the numerous slow corners, but also good torque control at higher revs. In turn 3, and also at the two quick chicanes, the drivers go back to full throttle while the car is turning and under high aerodynamic loads. Power delivery must therefore be as smooth as possible to avoid unsettling the car balance. This will be a less of a factor with the V8 engines than with the V10 generation, owing to reduced levels of torque. 引擎的扭力在本站扮演着决定性的角色 在出低速弯时必须要有较大的扭力输出 而在高转速时也必须维持较佳的扭力控制 再第3弯与两个高速弯中 车手是以全油门的方式驾驶 而车辆也是在高空力负载状态下过弯 马力传输必须尽可能平顺 避免扰乱车辆的平衡 然而相较於V10引擎 V8引擎在这部分的影响是较为其次的 因其扭力相对较小 Gearing Gear ratios at Magny-Cours tend to be shortly-spaced in order to optimise the car’s acceleration from slow speeds. This means our attention is focused primarily on the 0-250 kph range without too many worries about top speeds. This is because the primary passing opportunity on the circuit is at the end of the back straight, which is preceded by an ‘aero-dominant’ corner where following another closely car is difficult – which makes it hard to use any straightline speed advantage on the exit. However, the exception to this rule can come on the first lap where gaps between cars have not stabilised – and it is still possible to pass for position. 在本站采用较密集的齿比以获得较佳的加速性 因此变速箱的性能着重在0~250kph的范围 高速段其次 主要原因是在於本场地首要的超车机会出现在直路底 然而随後是一个跟车不易的弯道(因前车车尾会产生乱流造成後车不稳) 也因此提高了利用直线速度优势来超车的难度 但在第一圈因为车距尚未拉开 因此仍有可能做出超越 Control systems The control systems are important in two main areas at Magny-Cours: firstly, for controlling rear tyre wear; and secondly, to avoid over-revving at the final chicane when the cars leap into the air and leave the rear wheels spinning freely. However, these tasks are part of our ‘normal’ weekend work and do not present a significant additional challenge. 操控上主要模有两个需要注意的部分 第一是後轮的磨耗 第二则是最後一弯过弯时轮胎未着地空转造成引擎超转 然而这两点是一般比赛中皆会注意的部分 因此不构成额外的挑战 Source: Renault F1 译注 : 伪首席测试车手 -- ██████ █ ██◣ ◢█◣ ██◣ ◢██◣ ███ ██◣ ██████ █ █ █ █ █ █ ◣ █ █ █ █ █ ██████ █ ██◤ █ █ █ █ █ █ ██◣ █ ◤ ██████ █ ██◣ ████ █ █ █ █ ██◤ ██▌ ██████ █ █ █ █ █ █ ◤ █ █ █ █ ▉ ██████ ███ ● ██◤ █ █ ██◤ ◥██◤ ███ █ ▋ --

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