twinturbo2 said:
Goldrusher said:^ It's more a name for the phenomenon that happens when Trulli once again manages to get in front of faster cars / drivers and defends his position. And that's awesome. He's not slow, he's really fast and clever. Great qualifying, great start, and bam, there's Trulli, in p3 or p4 leading a "train" of faster cars who just can't seem to get past him.
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HAWTtwinturbo2 said:This thread really needs to be stickied.
Anyways...
Dam straight. Too bad about a nav system not being available. The Challenger has one, the Mustang is getting a new one... does GM really think that OnStar is acceptable? :kittonwyindifferent.jpg:subzero9285 said:
What does it sound like?Dave Long said:
arena08 said:Whats with the Mclaren's crazy wheel covers?
Unfortunately, they didn't run the thing. It was just on display. The Corvette ZR-1 was there, too.subzero9285 said:
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Sebastien Loeb remains on course for Rally Ireland victory, surviving a quick trip off the road to take a 69-second lead into the final day.
The world champion lost 13.7 seconds when he was surprised by standing water and ran onto the grass in Sloughan Glen 2, leaving him with a wheel vibration for the rest of the stage.
But Loeb quickly shrugged the incident off and won the next two stages to re-establish his commanding advantage over his Citroen teammate Dani Sordo and Ford's Mikko Hirvonen.
Loeb's error in SS12 allowed Hirvonen to take his first stage win of the weekend, but the Finn admitted that there was now little point in him pushing with Sordo 80 seconds in front and the rest of the pack three and a half minutes behind.
"It's a shame we had this power steering problem today, I was really looking forward to a fight with Dani, and maybe getting closer and then continuing the fight tomorrow," said Hirvonen. "But now it's really important to get these points so I'll have to try to finish."
The battle for fourth place closed considerably this afternoon, as Chris Atkinson's second fastest time in Ballinamallard and third fastest in Tempo took the Citroen Junior driver to within 4.7 seconds of Stobart Ford's Henning Solberg.
"After yesterday when we gave away a lot of time and did a lot of learning, the second day has become a lot better - top three times nearly every stage," said Atkinson.
"You can imagine that in the most difficult conditions I've ever raced in, and in a new car that's completely different to the old one, it took me a day and a night to think about it. I had a sleep and came back a lot faster."
Solberg had previously said that he would settle for a top five result given his usual discomfort on asphalt, but now feels comfortable enough to try and fend off Atkinson.
"I'm driving as though I have my heart in my neck," said the Norwegian. "I am very, very happy and I was really pushing on the long stage and Mikko was only just in front of me. I'm pushing as much as I can in this car."
Atkinson's teammate Sebastien Ogier has now taken sixth place from Matthew Wilson (Stobart Ford), but was frustrated that his earlier crash has left him too far behind to challenge for a top five finish unless others drop out.
"Without the mistake this morning it would be more interesting for us," said Ogier. "Okay, we are sixth and for my second rally with the car it's not so bad."
Ford's Khalid Al Qassimi is now on course for the final point after privateer Gareth Machale tumbled to 12th thanks to turbo problems.
In the Junior class, Aaron Burkart reclaimed first place from Hans Weijs during the afternoon, and the Dutchman then had a heavy crash in SS14 while giving chase.
fuuuuuuucccckkkk.giftwinturbo2 said:This thread really needs to be stickied.
Anyways...
This week a row has erupted over the design of two teams' diffusers, after the new Williams and Toyota emerged sporting radically different diffuser designs to the other cars launched so far.
Williams came up with a 'double decker' diffuser design, while Toyota initially tested an extension to the middle of their diffuser, and then later added a double decker section of their own. Both these designs raised eyebrows up and down the pitlane, as they appear to stretch the wording of the new rules.
Having spoken to both teams' technical directors at the Portimao test, neither feels their designs are that different to their rivals' and clearly both are confident that they are not contravening the regulations.
As part of the 2009 package of aerodynamic rule changes designed to reduce downforce and increase overtaking, the FIA mandated a smaller diffuser in a more rearward position.
With the shock of losing 50 per cent of their downforce because of these changes, teams have been working hard to get the bodywork shaped to the new rules to regain the lost downforce.
One of the critical elements in making a diffuser work is internal volume, so the new regulations now limit the main part of the diffuser to a width of 1000mm, a length of 350mm and a height of 175mm - as seen on the McLaren in the picture.
However the diffuser rules are simply a section of the wider bodywork regulations, which also include sections which allow bodywork in areas not intended for the diffuser. Williams and Toyota have exploited these areas with their new cars. No doubt other teams know of these loopholes, but have yet to run their interpretations.
There are two interpretations of the regulations being exploited with these diffusers.
1) Both cars appear to use the same loophole that allowed the teams to run an extra channel above their diffuser under the outgoing rules.
Although the rules now demand a diffuser height of 175mm above the reference plane, this is measured from below - using the 'bodywork facing the ground' articles in the rules. Therefore the actual diffuser can be taller, if they can get around the second paragraph of the article 3.12.7 that demands a continuous line where it meets the flat floor at the axle line.
This is an ambiguous rule which appears to allow more than one surface to exist in this area. Thus both teams have been able to create a double decker diffuser, their main diffuser (highlighted in yellow) is as long, wide and tall as the rules allow (the red line), but they have made the middle section stop short of meeting the flat floor - instead the floor extends into the upper diffuser (shown in green).
This is a creative way of interpreting the F1's Technical Regulations as outlined below:
Article 3.5.2: The width of bodywork behind the rear wheel centre line and more than 200mm above the reference plane must not exceed 750mm.
Article 3.12.7: No bodywork which is visible from beneath the car and which lies between the rear wheel centre line and a point 350mm rearward of it may be more than 175mm above the reference plane. Any intersection of the surfaces in this area with a lateral or longitudinal vertical plane should form one continuous line which is visible from beneath the car.
Williams and Toyota's interpretation has a precedent, as it was exploited by most teams last year. The area above the lower diffuser is covered in article 3.5.2, which allows bodywork to be up to 200mm above the reference plane (25mm higher than the lower diffuser) and as wide as 750mm.
This can create about 10 per cent more diffuser exit area, and the higher expansion of the flow through the diffuser creates more downforce. A couple of teams have questioned whether this interpretation is allowed under the current rules, although it is not thought any has lodged a formal question with the FIA.
2) Toyota have an additional diffuser aft of the main diffuser (shown in blue). This sits in a 150mm wide area that is intended for the rear crash structure and rear wing mounts. The same area has been exploited in recent years with small winglets mounted atop the rear crash structure.
Although the rules demand no bodywork above 175mm, this only applies to the area between the rear axle line and point 350mm behind it: article 3.10.4 creates a void between 350mm and 500mm behind the axle.
This extra 150mm x 150mm area can be up to 400mm high, some 225mm taller than intended for the diffuser, and it is this area that Toyota have taken advantage of. Again the taller exit creates more potential for downforce.
In addition, the rule also allows this part to extend beyond 500mm (behind the axle line) as long as it sits alongside the rear impact structure (200mm and 400mm above the reference plane). This is an area yet to be exploited by any team's diffuser:
Article 3.10.5 states: Any parts of the car less than 75mm from the car centre line and more than 500mm behind the rear wheel centre line must be situated between 200mm and 400mm above the reference plane.
Teams often approach the FIA during the design process to clarify whether their interpretations of grey areas are within the regulations, although in this instance sources have informed autosport.com that neither Williams nor Toyota submitted their design to the governing body - although Toyota are believed to have exchanged correspondence with the governing body regarding diffusers.
Interestingly, FIA sources have revealed that a diffuser design related to the current intrigue has been approved - although it has not been confirmed whether this is one used by Williams or Toyota.
Testing is not bound by the technical regulations, so the issue could continue to be debated until the opening race. Melbourne is the first time that the cars are formally scrutineered, and the first opportunity for any protest to be lodged - although it is possible that the FIA could clarify its view of the rules in question before Melbourne.
Apparently, NASCAR was all set to use Mustang, Challenger and Camaro templates in the Nationwide Series, but Toyota bitched about this because they don't have anything fun-to-drive. >_<Elfforkusu said:
Eh, sounds like sketchy anti-Toyota rumormongering to me. Toyota's built a ton of crazy American style RWD high HP cars over the years. They'd get something together if it came to that.twinturbo2 said:
They should kill their F1 team and use the money to bring back the Supra. It's a better use of money anyways.Elfforkusu said:
SourceSebastien Loeb has commenced his quest for a sixth successive World Rally Championship in perfect style by clinching Rally Ireland victory.
The Frenchman led a commanding Citroen one-two ahead of teammate Dani Sordo, with Ford's Mikko Hirvonen a distant third.
Such a result looked highly unlikely on Friday morning when Loeb chose the wrong tyres for the sodden Irish roads and lost 42 seconds to early leader Jari-Matti Latvala in the opening stage alone.
Latvala then damaged his Ford in SS2 and had to retire, allowing Stobart Ford's Urmo Aava - who, like Latvala, had chosen extreme winter tyres - to take a shock lead.
But Loeb was soon into his stride, and soon after switching to 'snow' tyres at the first service, he moved into the lead and proceeded to pull away, winning by nearly a minute and a half.
"It was a really tough rally, I'm really happy to take these 10 points here," said Loeb.
"Tarmac is important for me, and a difficult rally like this is tricky for everyone. I could have made a mistake, but no, we are here and we won the rally. I will try to continue like this."
Sordo was equally comfortable in second after the chasing Hirvonen was slowed by power steering problems on Saturday morning.
"It's a really, really good result to start the year," said Sordo. "I'm really happy for me and for the team - it's a great weekend. The conditions were really bad and there were some crazy stages with the water."
Hirvonen said he was content with a podium in Ireland - and vowed to fight back in Norway in a fortnight.
"We had some problems and a wrong tyre choice, so I'm pleased with the six points," he said. "Of course I was hoping I could fight with Sordo, but maybe another time. Norway next - I can't wait, it's definitely going to be a different story there. Now we start fighting for the title."
The battle for fourth came down to the final stages. Henning Solberg moved up into the position after his teammate Aava crashed on Friday afternoon, but Chris Atkinson was closing in as he acclimatised to the Citroen Junior C4, having lost a lot of time with a broken windscreen (after failing to secure his bonnet) and then an accident on Friday.
Atkinson finally overhauled Solberg this morning, only to go off the road again in the penultimate stage, losing over a minute and handing fourth back to the delighted - and surprised - Solberg, who traditionally struggles on asphalt.
"It's a big step for me, I am very, very happy," said Solberg.
The Norwegian had decided to switch back to the normal slick tyres for the final loop in a bid to re-pass Atkinson, who stayed on the winter rubber.
"At the end we made a mistake and I don't think we would have beaten him on these tyres," Atkinson said. "That's life, we've got to be happy with fifth."
Atkinson's Citroen Junior teammate Sebastien Ogier recovered from an over-cautious start and a Saturday morning mistake to take sixth, while the third Junior C4 of Conrad Rautenbach crashed out of a promising fifth just before half-distance.
Matthew Wilson (Stobart Ford) and Khalid Al Qassimi (Ford) completed the scorers - with the latter taking his first ever point.
Ninth-placed Eamonn Boland was the best of local privateers, ahead of the recovering Aava, although Gareth MacHale had run in the points before a variety of dramas on Saturday, and Niall McShea had held a staggering third place overall in his S2000 Proton after SS1 before hitting electrical problems. He rejoined under Superally for day two, but crashed out.
Aaron Bukart finally claimed his first Junior WRC win with a comfortable advantage over Martin Prokop. Burkart had won a tough early battle with Hans Weijs Jr, who then had a huge accident, while Prokop lost too much ground with a day one engine problem and an error.
SourceCitroen team boss Olivier Quesnel says Sebastien Leob's Rally Ireland victory was a crucial result given the reduction in asphalt rallies this year.
Loeb has been unbeatable on tarmac in recent seasons - having not lost a sealed-surface rally since Marcus Gronholm beat him in Monte Carlo in 2006.
But as part of the condensed calendar and rotation system introduced for 2009, the asphalt rallies in Monte Carlo, Germany and Corsica have been dropped from the schedule, leaving only Ireland and Catalunya as all-tarmac events.
Quesnel therefore believes it is essential for Citroen to maximise their dominance on asphalt, as they did this weekend with a dominant one-two in Ireland.
"We had been hoping to start the season with a win, if only because the 2009 calendar features just 12 rounds, with only two on asphalt," he said. "There will be a high price to pay for any mistake this year."
He added that it was even more important to win in Ireland because Citroen expect Ford to be very hard to beat on the snowy stages of round two in Norway. Loeb has only once won on snow, in the 2004 Swedish Rally.
"The fact that we are leading both championships after the season's curtain-raiser means we can go into the next event in a more relaxed frame of mind," said Quesnel. "That said, we won't be favourites because the second round takes place on a terrain that tends to be more suited to the Scandinavian specialists."
Ford's European motorsport director Mark Deans believes Citroen are right to expect a much tougher battle in Norway.
"This rally was all about maximising manufacturer points in an event which was less likely to favour our drivers," Deans said.
"As we look ahead to the next round in Norway, I'm confident we can reverse that situation."
SourceThe BP Ford Abu Dhabi World Rally Team came away from Rally Ireland eight points adrift of rivals Citroen in the WRC Manufacturers Title contest but planning on turning the situation around on the next round in Norway.
Mikko Hirvonen and Jarmo Lehtinen were the teams top scoring crew, finishing third today to collect six points. It was the pair's 10th podium from the last 12 rallies. Hirvonen settled into the position on the opening day and challenged Citroens Dani Sordo for second until a power steering problem ended his hopes of moving up.
Team-mates Jari-Matti Latvala and Miikka Anttila recovered from a first day accident to finish 14th in their Focus, sufficient to claim two manufacturer points for Ford, while Khalid Al Qassimi and Michael Orr were eighth in the team's third car to collect the Abu Dhabi drivers first-ever point.
Ford of Europe motorsport director Mark Deans said: "This rally was all about maximising manufacturer points in an event which was less likely to favour our drivers. As we look ahead to the next round in Norway, I'm confident we can reverse that situation. To have five Focus RS WRCs finishing in the top 10 is a testament to its speed, strength and reliability.
BP Ford Abu Dhabi team director Malcolm Wilson said: "Both drivers claimed fastest times on their least favourite surface and both have gained in experience and know-how in very difficult conditions. I'm pleased Jari-Matti fought back from his first day problems and delighted also for Khalid."
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SourceSingapore Grand Prix officials have confirmed that changes will be made to their F1 track for this year's race.
Although last year's inaugural event was hailed a huge success, winning several awards, it did not stop race chiefs wanting to make efforts to ensure the 2009 race was even better.
Following consultation with teams and the FIA, changes are due to be made to Turns One, 13 and 14 in a bid to try and improve overtaking. The bumps at Turn 7 will be smoothed out in order to also improve the chances of passing
Furthermore, following complaints about excessive bumps last year, road surfacing work will be undertaken at Turns Five, Six and Seven. Also, the pitlane entry and exit will be revised in a bid to avoid problems highlighted last year.
Singapore's technical and race operations director Michael McDonough said: "While the circuit and the event exceeded expectations around the world, as with any brand new event, there are always things which we now know we can do better
"Minor modifications are proposed on the track, at Turns One, 13 and 14 in order to improve overtaking opportunities whilst the main changes will be to the Pit Entry and Pit Exit to provide added margins of safety for cars entering and leaving the pit lane."
Turn One at the track will be made sharper, so the corner will be slower. This will create a proper braking at the first corner. Furthermore, kerbs will be installed on the entry to the turn to prevent drivers taking too wide a line.
While Turn One is being slowed, Turn 13 - the left-hander after the Anderson Bridge, will be made faster - so as to increase speeds onto the Esplanade Drive and therefore make the braking zone for Turn 14 much harsher. Turn 14 will also be made slower to make the braking zone bigger still.
One of the biggest concerns for drivers last year was the pitlane entry and exit, whose design meant cars would often be on the racing line while entering or exiting the pits. For 2009 a dedicated pitlane entry will be built, while the exit will emerge at Turn Two - well away from the racing line.
Another change will be that the runoff at Turn 22 will be reduced, to help improve facilities for spectators.
SourceThe Indy Racing League has announced that Honda, Porsche, Volkswagen, Fiat and Audi are still involved in discussions over the IndyCar Series' future engine regulations.
The five companies were among a group of nine car manufacturers who participated in initial talks about the new technical package the championship plans to introduce in 2011.
Although none of the quintet has yet made a firm, official commitment to building IndyCar engines, the IRL said that all five would continue with the Manufacturers' Roundtable meetings that began in May last year.
The group has so far agreed that the next generation of IndyCar engines will likely be two-litre turbocharged units designed to use environmentally-friendly fuels.
To ensure budgets are kept under control, strict caps will be placed on the cost of engine leases, engines must last 3,750 miles between rebuilds, and designs will be homologated for five years. The IRL also hopes to align its rules with other championships' so that the engines can be up or downrated for use elsewhere.
IRL commercial boss Terry Angstadt said the series was delighted with the progress made so far.
"This process was designed to showcase the league's position as an innovator and bring relevance to the forefront for the manufacturers," he said.
"What we have found in the ensuing months during the economic downturn is that the IndyCar Series has really hit on the relevance point with the manufacturers and quite possibly helped the motorsports industry usher in a new era of responsible cost containment,performance standard and engine development."
Paolo Martinelli, the vice president of Fiat Powertrain Technologies, praised the IRL's approach to enticing new manufacturers.
"IndyCar has done an extremely thorough job at examining all the future technical considerations that automotive brands are faced with," he said.
"Working in concert with my peers to help define the next generation of IndyCars has been an enlightening and productive process that will likely have positive connections to other global motorsports."
Honda have powered the entire IndyCar field since Chevrolet and Toyota pulled out at the end of 2005. Dallara will remain the sole chassis supplier under the new rules package, with Firestone retaining its tyre monopoly.
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subzero9285 said:
subzero9285 said:
SourceThe Indy Racing League has admitted that it might have to postpone its new technical package until 2012 due to the economic downturn.
The whole IndyCar Series field has used Dallara chassis powered by normally-aspirated Hondas for the past three seasons, but the IRL wanted to introduce a new formula for 2011, which would see a variety of manufacturers constructing turbocharged engines to use in a new generation Dallara.
But IRL president of competition and racing operations Brian Barnhart now fears that it will be difficult for manufacturers to commit in time for 2011 given the automotive industry's current financial predicament.
"As much as we'd like 2011, to be honest with you, if I had to say while I mentioned we're waiting on a manufacturer in the next 60 days, and that is perhaps for 2011, my gut tells me in this economic environment and situation, we're probably looking more toward 2012 now," Barnhart says.
"I wouldn't rule out 2011. But it most certainly and likely could be pushed back to 2012."
The IRL announced earlier this week that Honda, Fiat, Audi, Volkswagen and Porsche were all still involved in talks about the new engine formula, although none of the companies have yet made a firm commitment to producing IndyCar engines.
But Barnhart reckons the fact that they are all still in talks is an encouraging sign - even though he doesn't expect all five to join the series.
"The fact that we've got five of them involved in this global economy, I think it speaks volumes," he said. "And I think it's a really good indicator about the interest in the future of the IndyCar Series in this economy that we have five this engaged this far down the path.
"That being said, how many of those five are we going to get? We're not going to get all five of them. If we can get two to join Honda, and we came out of this deal with three manufacturers, it would be absolute pure happiness on our side."
He added that while the downturn was affecting the IndyCar Series' future technical plans, he was still upbeat about the size of the 2009 grid.
"I think in this economic environment we've been anticipating perhaps a significant down turn," said Barnhart.
"And I've come to the conclusion in talking with (commercial boss) Terry (Angstadt) about it, I think we might be better positioned from a league standpoint to be less affected by the economic climate than perhaps other racing series.
"While we may not match the full numbers of what we had with the first year of unification last year, indications are we may not be down too much.
"I think anywhere from 22 to 24 could show up on the grid at St Petersburg for our season-opener. I think that would be a strong statement."
SourceFormer Bud Shootout winner Mark Martin says he is disappointed that rule changes are forcing him to miss the event for the first time.
Martin is the driver with most consecutive appearances in the annual non-championship Shootout race, competing for 20 straight years between 1989 and 2008, and winning it in 1999 while driving for Jack Roush.
This year he is ineligible to compete, as the new rules do not give automatic entry for past event winners, as was previously the case.
From 2009, only the top six cars from each manufacturer in last year's owners' standings, plus one wild-card per manufacturer, get into the field for the Shootout, and Martin's No.5 Chevrolet did not make the cut-off in Casey Mears's hands last season.
Martin says the reduced testing time for this year's Daytona 500 makes it more painful to be left out of the field.
"I feel really left out you know," Martin said at Daytona today. "Because there's twenty-eight cars, more than ever, and this is the first time in my knowledge in 20 years that I haven't been in that race and we won't even hit the racetrack on race trim until Thursday."
Teams competing in the Shootout will not only enjoy the chance to race before the season-opener, but also gain some additional practice time. Martin says it would have been a greater advantage for him to be in the event this year than ever before as he is still in the early days of his relationship with Hendrick Motorsports.
"It's always been an advantage and I recognise it in the Shootout but not nearly as much when you have three days of testing and you're with an existing team," Martin added.
"This is a new team for me to work with and they are incredible, but we do have to figure each other out and an hour and forty-five minutes is not a lot of time to do that."
Defending Daytona 500 champion Ryan Newman has also been left out of the Shootout field due to the new regulations. He says he dislikes the new selection criteria and doesn't see how it will make for a better race for the fans.
"I'm not happy with the way they organised the Shootout," Newman told autosport.com. "Last year we made the statement that we were going back to racing old-school and I don't see that in the formation of the new Shootout.
"To me it's just a thank you pat on the back to the manufacturers, which to me doesn't make for the ideal race in my opinion."
Under the previous rules, all the previous year's pole-winners, plus past champions and previous Shootout winners, were eligible for the race.
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SourceSebastien Bourdais has moved a step closer to the second racing seat at Scuderia Toro Rosso, autosport.com has learned, as the Frenchman will test with the team next week at Jerez.
Toro Rosso are the only team yet to confirm their full line-up for the 2009 season, having only announced Sebastien Buemi so far.
However, autosport.com has learned that Bourdais is now on pole position to secure the second racing seat, and he will test with Toro Rosso in next week's test at Jerez.
Although there is no official confirmation yet, the four-time Champ Car champion looks certain to secure the seat.
Bourdais made his Formula One debut with Toro Rosso last season, but was largely eclipsed by teammate Sebastian Vettel in the second half of the season as the Frenchman felt the car did not suit his driving style.
With Bourdais now likely to secure the seat, Japanese Takuma Sato's chances of racing in F1 next year seems to have vanished.
The former Super Aguri driver tested for Toro Rosso at the end of last year and was one of the candidates for the second seat at the Italian squad.
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SourceLoris Capirossi was a surprise pace-setter for Suzuki as testing got underway for the 2009 MotoGP season at Sepang.
The veteran Italian lapped in 2:01.869 on the updated 2009 Suzuki to beat Casey Stoner by 0.169 seconds.
Ducati rider Stoner was quickly up to speed in his first appearance since his winter wrist injury, while Valentino Rossi also showed few ill-effects from his domestic incident as he went third-fastest for Yamaha.
The reigning champion was reportedly having some difficulty walking due to the lacerations he received when he fell through a glass table earlier this week, and also had a minor accident during the morning, but still lapped within half a second of Capirossi.
Chris Vermeulen was fourth on the second Suzuki, ahead of Gresini Honda returnee Toni Elias and new factory Honda rider Andrea Dovizioso.
Colin Edwards took seventh as he got to grips with Tech 3's upgraded Yamaha, but his teammate James Toseland crashed and was 14th.
Dani Pedrosa was eighth on the second Repsol Honda, Sete Gibernau ninth for Onde Ducati and Yamaha's Jorge Lorenzo 10th.
Nicky Hayden was only 11th quickest on the second works Ducati, two seconds slower than teammate Stoner.
SourceValentino Rossis long-awaited return to action in 2009 started in nightmare fashion when the Italian crashed on only his fifth lap in Sepang.
But despite that early setback, the Italian quickly recovered and ended the opening day with the third quickest time as he clocked a best lap of 2.02.324 in his 31 laps.
Rossi, who was limping heavily and sometimes walking with the aid of a crutch after he suffered cuts in his left hand and foot following a fall into a plate glass table last Saturday night, was 0.455s slower than compatriot Loris Capirossi.
The 2009 campaign was only five laps old though when Rossi lost the front end of his new 2009 factory Fiat Yamaha YZR-M1 at the slow second corner.
He escaped aggravating the cuts to his foot and wedding ring finger and he seemed a little perplexed when MCN asked him what had been the cause in the paddock night.
I am not sure, said the 29-year-old, who didnt blame a new patch of black tarmac at the second corner where factory Suzuki rider Chris Vermeulen also crashed on his first exit from pitlane.
It was a very slow crash, probably only about 55ks and Im really sure what happened.
"The track wasnt wet but some patches of the track were quite slippery and the grip wasnt as good as it was for the race, even though the temperature was almost the same, added Rossi, who has six stitches in his foot and hand.
Rossi said his injuries had not troubled him as much as he had feared, but it had proved to be a slight distraction in typically searing Malaysia heat.
I wasnt in too much pain but I realise now how I lucky I was when I fell into the table. It could have been much, much worse because the cuts didnt damage any tendons, although it was very scary with a lot of blood, said Rossi, who was satisfied with the performance of the 2009 YZR-M1.
The engine is an improvement, especially with acceleration, but we have some more new parts to try tomorrow to help with acceleration out of the corners. We have quite a different chassis now to suit the Bridgestone tyres and I am happy with that, said Rossi.
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Thanks.twinturbo2 said:Elfforkusu has the avatar to end all avatars, btw.
SourceCasey Stoner topped day two of the Sepang test, despite limiting his running after struggling with pain in his wrist yesterday.
The 2007 champion completed only 29 laps, mostly in short runs, but still managed to set a 2:01.483 lap on his Ducati, faster than Dani Pedrosa's 2008 pole time.
But Thursday pace-setter Loris Capirossi was just 0.072 seconds slower than Stoner as the new Suzuki continued to show good form.
Valentino Rossi (Yamaha) was third, losing out to Capirossi late in the session, ahead of Honda's Dani Pedrosa and Capirossi's Suzuki teammate Chris Vermeulen.
After taking fifth place yesterday, Toni Elias maintained his impressive pace on his return to Gresini Honda and completed the top six.
Colin Edwards (Tech 3 Yamaha), Andrea Dovizioso (Honda), Nicky Hayden (Ducati) and Jorge Lorenzo (Yamaha) filled the rest of the top ten places.
SourceDani Pedrosa has withdrawn from the Sepang test a day early due to pain from a knee injury.
The Honda rider underwent surgery in December, having hurt his left knee in a crash at Phillip Island last autumn, and was struggling to complete long runs during this week's test.
With the team planning to focus on race simulations during the final day of testing on Saturday, Pedrosa decided it made sense for him to head back to Spain.
"Tomorrow a race simulation was scheduled but at the end we decided to end the test session because today I could only do five, six laps in a row and tomorrow I won't be able to cover the race distance," he said.
"Last December, in fact, I underwent an intervention to the left knee for the consequences suffered when I slid off in Phillip Island during the last race in October. I only need some rest."
Despite his knee problem, Pedrosa was pleased with the work Honda had managed during the first two days of testing. His new teammate Andrea Dovizioso will stay on for Saturday.
"Today I was much more comfortable on the bike, I could be faster from the first laps and we could work on the bike testing all the items we had to test for this session," said Pedrosa.
"In fact I know this bike, which is an evolution of last year's bike, and this gives me an advantage compared to last year, when the bike was completely new for me. We have pointed out the aspects we want to improve for Qatar."
All of the 2009 season's title favourites have been hampered by physical problems during the Sepang test, with Pedrosa's main rivals Casey Stoner and Valentino Rossi struggling with residual pain from winter wrist surgery and cuts sustained in a domestic accident respectively.
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