Crash.Net User: 107SS2009

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107SS2009

April 15, 2014 10:09 PM

F1 » Red Bull appeal rejected


And some more to read, After judge Duijm commenced proceedings the first speaker was RB lawyer Ali Malek, he argues that the sensor was not working correctly and that there is no rule which justifies the FIA sensor as the only usable measurement. FIA lawyer Bernard interjects, stating that there can be only one official measurement, “if each team measures at will, because they are of the opinion , the official measurement is wrong, we have anarchy”.

107SS2009

April 15, 2014 7:57 PM

F1 » Red Bull appeal rejected


Fuel flow meter race readings charts presented in court showing car 3 reading dropping down when behind the safety car is what actually proved that the FFM on car 3 wasn’t faulty and its reading was correct, also charts from on fp3 (Saturday) showed Rosberg’s car going over the flow limits and when Mercedes were notified the charts show that they promptly complied.

107SS2009

April 16, 2014 7:47 AM

F1 » Red Bull appeal rejected


SAS2R The data sheet provided by Gill Sensors (available on their web page) shows that 52% of their sensors have an accuracy of +/- 0.1% and that 92% have an accuracy of +/- 0.25%. I would hope that the sensors provided to the FIA were preselected from the +/- 0.1% bin. As per the Gill sensor data sheet you have quoted and as per RBR claimed in court injector reading accuracy, the worst sensor RBR could have been given would have been at least as accurate as their injector readings. but read my post above to start to understand the differences which RBR AND YOUR LIKES ARE LEAVING OUT.

107SS2009

April 16, 2014 7:36 AM

F1 » Red Bull appeal rejected


BJR, the maximum allowed fuel flow rate is 100kg/h at 10500rpm, at that max-power-speed there will be 31500 injections per minute, the problem with that is the quantity of fuel injected will depend on the algorithms written/programmed into the fuel map by the individual teams. As to the accuracy of the team’s injector readings and that of the homologated FFM, the injector readings can never be as accurate as the readings of the FFM. One example, fuel events at the engine end are effected by fuel compression, eg, 4% density change typically at 500 bar. The flow at the FFM which is sitting submerged in the fuel tank in the low pressure line is more constant than at the injectors.


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