Dinsdag 23:30 vertrokken we met de trailer naar Valencia om donderdagmiddag rond het middaguur de paddock van het circuit van Valencia op te rijden.
De rest van het team zat op dat moment nog in de lucht dus zijn we even hallo gaan zeggen tegen wat bekende en wat papparassen afgehandeld. Wat rond gekeken op het fantastische circuit van Valencia. Heren van Zandvoort ga daar eens kijken gooi die ouwe meuk plat zet er een bungolowpark neer en zet een nieuw circuit op ala Valencia in de Flevopolder.
Voor diegene die Valencia niet kennen. Het circuit zo'n 4 km lang is omringd door tribunes vanwaar je het hele circuit kunt overzien. in feite een soort van arena waarbinnen ze een circuit hebben neergelegd. Dus overal kun je de actie volgen en niet slechts een klein stukje van het circuit zien. Briljant.
affijn toen de rest van het team geland was meteen de tent opgezet de 147 erin en biertjes drinken. De wagen heeft in de weken voorafgaand aan Valencia bij JS racing gestaan die zeer goed werk heeft geleverd. namelijk dat werk waar wij als vrijwilligers gewoonweg de ruimte en tijd niet voor hebben hoe graag we dat ook zouden willen. Jacco bij deze bedankt.
Vrijdag de vrije training een kleine domper na 1,5 ronde kwam Dennis al binnen met een hevig trillende wagen, de vrije training moest worden afgeblazen. de schuldige bleek een kapotte homokineet. vervangen en de wagen was klaar voor de qualificatie. Hoewel nog niet helemaal naar tevredenheid was het gat met de rest nog maar een seconde of 3 Ter herrinering dit was aan het begin van het seizoen soms een dikke 15-20 seconden.
Belangrijkste was echter dat de wagen naar Dennis tevredenheid was, en dat ie zelf aangaf dat het nu op hem aankwam er iets van te gaan maken. een paar kleine aanpassingen aan de dempers en verstelling van de stabi zijn nog uitgevoerd maar daarna was het aan Dennis.
Tijdens de qualificatie trad er echter wederom een koppelingsprobleem op. waardoor niet echt een tijd gezet kon worden maar er was wel weer progressie te zien zij het miniem. Terug in de tent de koppeling nagekeken maar niet direct iets te vinden. Goed ontlucht scheelde wat maar nog niet alles. De koppeling kwam domweg te langzaam vrij. met het koppelingspedaal los duurde het 2 a 3 seconden alvorens de plaat aangreep. das niet goed. Jacco zijn oplossing was het plaatsen van ringetjes achter de hoofdkoppelingscilinder dit werkte wel maar.......
Edwin Steffers en ik waren het met dit paardenmiddel echter niet eens. Wel de symptomen genezen maar niet de oorzaak. Dus koppig als wij beidde zijn weer in en onder de wagen gedoken om de oorzaak te achterhalen. Cilinder weer gedemonteerd, ringetjes weg ontluchten weer proberen, probleem weer terug. Verder kijken en zoeken en wat bleek!! De bevestiging van de koppelingszuiger aan het pedaal was kapot. Het kogeltje wat in een plastic clipje vast moet zitten schoot los bij het omhaag komen van het pedaal en lag vervolgens tegen het pedaal met als gevolg dat de cilinder nog gedeeltelijk ingedrukt was. Die 2 a 3 seconden die het duurde voordat de koppeling aangreep was het gevolg van de drukgroep die uiteindelijk het kogeltje weer op z'n plek drukte. Dit gerepareerd en probleem opgelost. Weer aan het bier en wachten op wat de dag ging brengen.
Hier knip en plak ik even het verslag van onze verslaggever Bartjan in:
Het was de tweede keer tijdens het seizoen European Alfa Challenge dat Forza Olanda met een beker aan de haal ging. ‘Een mooie beloning na een moeizame race.’
Dennis kende een prachtige start vanaf plek dertien. Hij schoof door naar plek elf en passeerde daarbij onder andere de andere Nederlander in het veld, Willy Welles. Tussen beide landgenoten ontspon een leuke strijd, totdat Dennis zich enigszins verremde. De actie leidde tot een platte kant aan een van de achterbanden. ‘Het zorgde voor zeer heftige trillingen, waardoor ik niet meer kon pushen.’ De coureur uit Almelo liet Welles weer langzij. Hij koos ervoor om de beschadigde band zo veel mogelijk te ontlasten en de race uit te rijden. Forza Olanda maakte de goed keuze, want daarmee was Dennis tiende en belangrijker: de snelste Rookie (nieuwkomer) van het veld.
Zo eindigde de eerste racedag op het podium. Dennis kreeg een prachtige beker met een fles champagne, die werd ingezet om winnaar Massimiliano Fantani te trakteren op een verfrissende douche
s'avonds werd een verrassende avond zowaar kwam de concurrentie een kijkje nemen in de Forza Ollanda partytent. In deze laatste race werd het racen blijkbaar even vergeten en werd er toenadering gezocht. Dennis heeft wat zeer waardevolle tips gekregen van enkele van de 147 veteranen zoals de volgende dag zou blijken met name het schakelen. wat deed Dennis nml voor een bocht, ontkoppelen 2 of 3 versnellingen terug en koppeling los met als gevolg dat de 147 met een heftige beweging van het vermogen wat plots de voorwielen vertraagd uit balans de bocht in duikt. Je kon dat het hele seizoen al horen tov de andere deelnemers. Die je iedere keer een versnelling kon horen terugschakelen wat de auto dus in balans de bocht laat insturen. Deze tip bleek goud en door Dennis toegepast in de race op zondag resulteerde dit in een respectabele 1:49:003. En een rondenlange strijd. Problemen met de temperatuur en grip van de voorbanden (iets waar we dus nog aan moeten werken) zorgden er echter voor dat Dennis iets moest toegeven en wat afzakte maar al met al wel een van de beste races dit seizoen reed.
Wat volgend jaar gaat brengen is nog niet bekend maar als er met de 147 geraced gaat worden zijn we er allemaal weer klaar voor en kunnen we de strijd aangaan.
Ciao
-
pepijn
- Advanced Member
- Berichten: 504
- Lid geworden op: ma dec 27, 2004 10:02
- Locatie: Berkel Enschot
Valencia laatste race
Understeer is when you hit the wall with the front of the car and oversteer is when you hit the wall with the rear of the car.
Horsepower is how fast you hit the wall, torque is how far you take the wall with you.
Horsepower is how fast you hit the wall, torque is how far you take the wall with you.
-
Michel
- Guru Quintuplo
- Berichten: 5074
- Lid geworden op: ma dec 27, 2004 09:46
- Locatie: Mijn paddestoel. IK HAAT EGELS
RE: Valencia laatste race
mooie afsluiter toch ? Persoonlijk vind ik dat al deze jongens een dikke pluim verdienen, ze hebben het er behoorlijk afgebracht !!!!
't kan alleen maar beter worden volgend jaar;
't kan alleen maar beter worden volgend jaar;
Wa gade doen ? DE POLIES BELLEN ? 
RE: Valencia laatste race
Leuk verhaal maar opmerkingen over Zandvoort.......
Ah, Zandvoort! The classic Dutch dune track might not be as evocative in its current state as it was during the years it was a regular part of the World Championship but the fame of some of its corners still put awe into the most ardent Grand Prix followers. Hunzerug, Scheivlak, Hondenvlak, Bos Uit… (recently renamed the Arie Luyendijkbocht) and of course, Tarzan!
Conceived in the immediate post-war years to give the Netherlands a place on the international racing calendar, the original Zandvoort track with its elevations, its long and winding full-throttle and often off-camber corners and its long finishing straight approaching the slightly banked Tarzan 180° was immediately considered a real drivers' track. Apart from all that the dune sand blowing across the track posed an extra challenge as your tyres were treading on treacherous ground as soon as you endeavoured to go off-line.
On the other end of the scale, Tarzan was - and still is - a corner without a set "line", allowing you to take all sorts of approaches, entries and exits and still be racing your rivals - thanks to its banking. Tarzan always gave you a feast of overtaking manoeuvres - on the inside, on the outside - that could go wrong at any time. And so they did more than often, as you never knew what line your opponent was going to take. Would he be breaking at the latest, taking an outside line only to cut back to the apex with speed? Would he dive into the inside, breaking into the corner, bunching up on the exit but holding you at bay? Would he stay in the middle, defending both of his sides? Or would he overcook his move and head for the barriers or inch wide on the grass on his exit, putting him in a twirl that might come back in your face? At Tarzan, you could lose a few as easy as you won them. Just ask James Hunt and Mario Andretti. Or Alain Prost and Nelson Piquet.
Zandvoort's permanent race track was completed in the early years after the war but the seaside resort already had seen some racing in the immediate days before the outbreak of World War II. Zandvoort's visionary mayor Van Alphen had managed to attract the best Dutch racers to put on a show in Zandvoort's streets. A temporary eight-shaped circuit was laid out in the northern part of town, comprising the Vondellaan and the Van Lennepweg. Today these roads lead up to the main gates of the race track. The event saw several touring car races, with the undoubted highlight being a demo run by Manfred von Brauchitsch in his Mercedes W154. Things were shaping up for the creation of Holland's first permanent race track. That is, until the Nazis decided to invade their neutral neighbour at the North Sea. In the first days of May 1940 the Netherlands were trampled under foot, and the plans for a permanent circuit were the last thing on Zandvoort people's minds.
But Van Alphen's vision was not lost in the war. Au contraire. Just months into the German occupation the mayor rekindled his ambitions. In 1941 a map was presented at the Annual National Fair in Utrecht, on which a track-shaped road can be seen winding through a new park area that is envisaged to appear on the north side of town. Also included in these plans was the erection of a new forest, with connecting roads leading through it to link up with the streets that formed the temporary race track in 1939. But how could they actually go on and build the darned thing? There was this tiny matter of a war going on.
Leave that to Van Alphen.
The cunning mayor did not just order to start work on the project, he even managed to con the occupying forces into helping him build the foundations! With some 40 hotels and 600 coast-line houses demolished and Zandvoort's northern part cleared off the face of the earth to prevent the allies from using the Zandvoort beach as a landing site, the north side of town was far from a glorious park area. It was a ruinous mess. But Van Alphen made the proud Germans believe that he wanted to pave the way for a Paradestraße to honour the victors of the war. They fell for the ploy blindly - with a striking immediate result: many of Zandvoort's workers were not put on transport to Germany to contribute to the Nazi war effort but stayed behind to clear the ruins and turn them into the Parade Road's first layer of foundation. The Germans were well satisfied with the Dutch gift but of course Van Alphen had quite another type of victory celebration in mind for the end result… Unsurprisingly, to this day the circuit's official name is the Burgemeester Van Alphenweg (Mayor Van Alphen Road).
After the war the mayor was on his own with his plans to complete the circuit on top of the layers of rubble. As most European countries the Netherlands were on the rebound of five years of German occupation. The country was virtually bankrupt and all effort was channelled to rebuilding the nation's vital infrastructure. Zandvoort and the Royal Dutch Automobile Club (KNAC) decided that they would do the work themselves, and got together with members of the Royal Dutch Motorcycling Association to determine the shape of the track. In July 1946, 1927 Le Mans winner Sammy Davis was brought in as a track design advisor. Tarzan was part of the earliest plans, and the rest of the lay-out was simply created using the existing roads in a sensible way.
As an aside, famous track designer Hans Hugenholtz cannot be credited - as he is often done - with the design of the Zandvoort track, although he was heavily involved as the Nederlandse Automobiel Ren Club chairman (NARC, the Dutch Auto Racing Club) before becoming the first track director in 1949. He did take a leaf out of the Zandvoort book when designing such tracks as Suzuka and Zolder.
In February 1948, mayor Van Alphen went into retirement, throwing the finalisation of the project into serious doubt. But his successor, H.M. van Fennema, continued where Van Alphen left off and set about completing the circuit with its top layer. They worked all through the spring of 1948 to finish the pit area and a modestly sized grandstand - and couldn't wait to get the first race started. With no previous organizing experience in the field of motor racing events the KNAC wisely decided to contact Desmond Scannell of the British Racing Drivers Club, the BRDC secretary agreeing to organize the first Zandvoort Grand Prix.
And so the first race at Zandvoort became a British national event, albeit one with a fine turnout of 21 entries, of which some 14 cars appeared on the final's grid on August 7, with many of the big British names present and accounted for. The entry was led by Reg Parnell's Ambrosiana 4CLT and Prince Bira's Chula-entered Maserati 4CL, with Duncan Hamilton and Anthony Baring bringing their 6CMs. The ERA fleet was headed by the later Autosport reporter John Bolster (in Bira's old R5B "Remus", also previously raced by Tony Rolt) and also saw cars driven by David Hampshire (R1A), Fred Ashmore (R2A), Geoffrey Ansell (R9B) and Leslie Brooke (in the works R7B), while Leslie Johnson (in the works ERA GP2 E-type) and Peter Walker (R10B) suffered problems during their heats and were non-starters for the final. Further variety was provided by the Alta (F2-2) of Geoffrey Watson, the two Bugattis of Kenneth Bear (59121) and Michael Chorlton (a T51), and the Anglo-Italian concept that was called the Aitken-Alfa Romeo Special, originally based on the Alfa Bimotore 5.8-litre, here raced by Tony Rolt and Kenneth Hutchinson. It was enough to compensate for the non-starts of Abecassis' Alta, Robert Ansell's Maserati and the ERAs of none other than Bob Gerard, Cuth Harrison and a young Roy Salvadori.
The final was a cracker, with pole man Parnell running into problems but recovering to third, leaving a titanic race-long battle between Bira and Rolt. In the end the unnerved Siamese prince prevailed, giving no quarter to Rolt, who finished an extremely close second. (Incidentally, along with his pre-war mechanic Freddy Dixon, Colditz POW camp hero and 1953 Le Mans winner Tony Rolt (through their company Dixon-Rolt Developments, which later became FF Developments) pioneered the viscous coupling 4WD system that was to form the basis of the Ferguson P99 all-wheel drive system, the near-winner of the 1967 Indy 500, all of the 1969 4WD F1 cars and, amongst others, the current line of Audi quattro and Subaru AWD road and rally cars.)
The success of the inaugural Zandvoort Grand Prix sparked off an almost unbroken run of Zandvoort GPs, followed by Dutch GPs, counting towards the World Championship almost since the series' inception. The track was universally loved for its challenge and looks, and feared for the fearsomeness it required. Loved as well as feared it may have been, but Zandvoort was never loathed for being too dangerous. Not even the cruel deaths of Courage and Williamson could change that. Why? It was a track that allowed you to race.
The Dutch motor racing scene may never have figured prominently among the world's best, its track was on center stage for the good of almost 40 years. And with the annual Marlboro Masters attracting the finest F3 talent of the world to the new-style seaside track, it still manages to capture the center of attention once a year.
Ah, Zandvoort! The classic Dutch dune track might not be as evocative in its current state as it was during the years it was a regular part of the World Championship but the fame of some of its corners still put awe into the most ardent Grand Prix followers. Hunzerug, Scheivlak, Hondenvlak, Bos Uit… (recently renamed the Arie Luyendijkbocht) and of course, Tarzan!
Conceived in the immediate post-war years to give the Netherlands a place on the international racing calendar, the original Zandvoort track with its elevations, its long and winding full-throttle and often off-camber corners and its long finishing straight approaching the slightly banked Tarzan 180° was immediately considered a real drivers' track. Apart from all that the dune sand blowing across the track posed an extra challenge as your tyres were treading on treacherous ground as soon as you endeavoured to go off-line.
On the other end of the scale, Tarzan was - and still is - a corner without a set "line", allowing you to take all sorts of approaches, entries and exits and still be racing your rivals - thanks to its banking. Tarzan always gave you a feast of overtaking manoeuvres - on the inside, on the outside - that could go wrong at any time. And so they did more than often, as you never knew what line your opponent was going to take. Would he be breaking at the latest, taking an outside line only to cut back to the apex with speed? Would he dive into the inside, breaking into the corner, bunching up on the exit but holding you at bay? Would he stay in the middle, defending both of his sides? Or would he overcook his move and head for the barriers or inch wide on the grass on his exit, putting him in a twirl that might come back in your face? At Tarzan, you could lose a few as easy as you won them. Just ask James Hunt and Mario Andretti. Or Alain Prost and Nelson Piquet.
Zandvoort's permanent race track was completed in the early years after the war but the seaside resort already had seen some racing in the immediate days before the outbreak of World War II. Zandvoort's visionary mayor Van Alphen had managed to attract the best Dutch racers to put on a show in Zandvoort's streets. A temporary eight-shaped circuit was laid out in the northern part of town, comprising the Vondellaan and the Van Lennepweg. Today these roads lead up to the main gates of the race track. The event saw several touring car races, with the undoubted highlight being a demo run by Manfred von Brauchitsch in his Mercedes W154. Things were shaping up for the creation of Holland's first permanent race track. That is, until the Nazis decided to invade their neutral neighbour at the North Sea. In the first days of May 1940 the Netherlands were trampled under foot, and the plans for a permanent circuit were the last thing on Zandvoort people's minds.
But Van Alphen's vision was not lost in the war. Au contraire. Just months into the German occupation the mayor rekindled his ambitions. In 1941 a map was presented at the Annual National Fair in Utrecht, on which a track-shaped road can be seen winding through a new park area that is envisaged to appear on the north side of town. Also included in these plans was the erection of a new forest, with connecting roads leading through it to link up with the streets that formed the temporary race track in 1939. But how could they actually go on and build the darned thing? There was this tiny matter of a war going on.
Leave that to Van Alphen.
The cunning mayor did not just order to start work on the project, he even managed to con the occupying forces into helping him build the foundations! With some 40 hotels and 600 coast-line houses demolished and Zandvoort's northern part cleared off the face of the earth to prevent the allies from using the Zandvoort beach as a landing site, the north side of town was far from a glorious park area. It was a ruinous mess. But Van Alphen made the proud Germans believe that he wanted to pave the way for a Paradestraße to honour the victors of the war. They fell for the ploy blindly - with a striking immediate result: many of Zandvoort's workers were not put on transport to Germany to contribute to the Nazi war effort but stayed behind to clear the ruins and turn them into the Parade Road's first layer of foundation. The Germans were well satisfied with the Dutch gift but of course Van Alphen had quite another type of victory celebration in mind for the end result… Unsurprisingly, to this day the circuit's official name is the Burgemeester Van Alphenweg (Mayor Van Alphen Road).
After the war the mayor was on his own with his plans to complete the circuit on top of the layers of rubble. As most European countries the Netherlands were on the rebound of five years of German occupation. The country was virtually bankrupt and all effort was channelled to rebuilding the nation's vital infrastructure. Zandvoort and the Royal Dutch Automobile Club (KNAC) decided that they would do the work themselves, and got together with members of the Royal Dutch Motorcycling Association to determine the shape of the track. In July 1946, 1927 Le Mans winner Sammy Davis was brought in as a track design advisor. Tarzan was part of the earliest plans, and the rest of the lay-out was simply created using the existing roads in a sensible way.
As an aside, famous track designer Hans Hugenholtz cannot be credited - as he is often done - with the design of the Zandvoort track, although he was heavily involved as the Nederlandse Automobiel Ren Club chairman (NARC, the Dutch Auto Racing Club) before becoming the first track director in 1949. He did take a leaf out of the Zandvoort book when designing such tracks as Suzuka and Zolder.
In February 1948, mayor Van Alphen went into retirement, throwing the finalisation of the project into serious doubt. But his successor, H.M. van Fennema, continued where Van Alphen left off and set about completing the circuit with its top layer. They worked all through the spring of 1948 to finish the pit area and a modestly sized grandstand - and couldn't wait to get the first race started. With no previous organizing experience in the field of motor racing events the KNAC wisely decided to contact Desmond Scannell of the British Racing Drivers Club, the BRDC secretary agreeing to organize the first Zandvoort Grand Prix.
And so the first race at Zandvoort became a British national event, albeit one with a fine turnout of 21 entries, of which some 14 cars appeared on the final's grid on August 7, with many of the big British names present and accounted for. The entry was led by Reg Parnell's Ambrosiana 4CLT and Prince Bira's Chula-entered Maserati 4CL, with Duncan Hamilton and Anthony Baring bringing their 6CMs. The ERA fleet was headed by the later Autosport reporter John Bolster (in Bira's old R5B "Remus", also previously raced by Tony Rolt) and also saw cars driven by David Hampshire (R1A), Fred Ashmore (R2A), Geoffrey Ansell (R9B) and Leslie Brooke (in the works R7B), while Leslie Johnson (in the works ERA GP2 E-type) and Peter Walker (R10B) suffered problems during their heats and were non-starters for the final. Further variety was provided by the Alta (F2-2) of Geoffrey Watson, the two Bugattis of Kenneth Bear (59121) and Michael Chorlton (a T51), and the Anglo-Italian concept that was called the Aitken-Alfa Romeo Special, originally based on the Alfa Bimotore 5.8-litre, here raced by Tony Rolt and Kenneth Hutchinson. It was enough to compensate for the non-starts of Abecassis' Alta, Robert Ansell's Maserati and the ERAs of none other than Bob Gerard, Cuth Harrison and a young Roy Salvadori.
The final was a cracker, with pole man Parnell running into problems but recovering to third, leaving a titanic race-long battle between Bira and Rolt. In the end the unnerved Siamese prince prevailed, giving no quarter to Rolt, who finished an extremely close second. (Incidentally, along with his pre-war mechanic Freddy Dixon, Colditz POW camp hero and 1953 Le Mans winner Tony Rolt (through their company Dixon-Rolt Developments, which later became FF Developments) pioneered the viscous coupling 4WD system that was to form the basis of the Ferguson P99 all-wheel drive system, the near-winner of the 1967 Indy 500, all of the 1969 4WD F1 cars and, amongst others, the current line of Audi quattro and Subaru AWD road and rally cars.)
The success of the inaugural Zandvoort Grand Prix sparked off an almost unbroken run of Zandvoort GPs, followed by Dutch GPs, counting towards the World Championship almost since the series' inception. The track was universally loved for its challenge and looks, and feared for the fearsomeness it required. Loved as well as feared it may have been, but Zandvoort was never loathed for being too dangerous. Not even the cruel deaths of Courage and Williamson could change that. Why? It was a track that allowed you to race.
The Dutch motor racing scene may never have figured prominently among the world's best, its track was on center stage for the good of almost 40 years. And with the annual Marlboro Masters attracting the finest F3 talent of the world to the new-style seaside track, it still manages to capture the center of attention once a year.
-
pepijn
- Advanced Member
- Berichten: 504
- Lid geworden op: ma dec 27, 2004 10:02
- Locatie: Berkel Enschot
RE: Valencia laatste race
Moderator TOPIC VERVUILING 
Understeer is when you hit the wall with the front of the car and oversteer is when you hit the wall with the rear of the car.
Horsepower is how fast you hit the wall, torque is how far you take the wall with you.
Horsepower is how fast you hit the wall, torque is how far you take the wall with you.
-
SPIDERVELOCE1750
RE: Valencia laatste race
Leuk verslag Pepijn ... en inderdaad toch een pluimke voor de mannen !!!
Maar waarom kent Uw bannerken mijn IPadres en server en heb ik soms geen lepel en heet ik MR. Anderson en is er soms een beest en dan een monsterken 
Kristal
Maar waarom kent Uw bannerken mijn IPadres en server en heb ik soms geen lepel en heet ik MR. Anderson en is er soms een beest en dan een monsterken Kristal
-
pepijn
- Advanced Member
- Berichten: 504
- Lid geworden op: ma dec 27, 2004 10:02
- Locatie: Berkel Enschot
RE: Valencia laatste race
Ik zou je firewall ff bijwerken en je antivirussoftware ook maar 
Understeer is when you hit the wall with the front of the car and oversteer is when you hit the wall with the rear of the car.
Horsepower is how fast you hit the wall, torque is how far you take the wall with you.
Horsepower is how fast you hit the wall, torque is how far you take the wall with you.
-
SPIDERVELOCE1750
Re: RE: Valencia laatste race
Heb mijn Norton gisteren pas geupdated Maar een stupidity virus heb ik niks van te vrezen ... ben al immuun .
Kristal
-
kroehlur
-
pepijn
- Advanced Member
- Berichten: 504
- Lid geworden op: ma dec 27, 2004 10:02
- Locatie: Berkel Enschot
RE: Valencia laatste race
Beste banner op het net te vinden Understeer is when you hit the wall with the front of the car and oversteer is when you hit the wall with the rear of the car.
Horsepower is how fast you hit the wall, torque is how far you take the wall with you.
Horsepower is how fast you hit the wall, torque is how far you take the wall with you.
-
Alfasassie
RE: Valencia laatste race
Kortom, al met al geslaagd weekend
Benieuwd wat het in 2006 wordt...
Groetjes Saskia
Benieuwd wat het in 2006 wordt...
Groetjes Saskia
-
SPIDERVELOCE1750
RE: Valencia laatste race
Merciekes jongen
Your IP address and other information are only visible to YOU, not to others, but because people see their own IP address and computer information displayed in the graphic, they think that their information can be seen by everyone!
Oef ... maar ik zie hier toch het nut niet van in ...
Kristal
Your IP address and other information are only visible to YOU, not to others, but because people see their own IP address and computer information displayed in the graphic, they think that their information can be seen by everyone!
Oef ... maar ik zie hier toch het nut niet van in ...
Kristal
-
Dinky Boy
- Miniaturista
- Berichten: 12111
- Lid geworden op: ma dec 27, 2004 00:01
- Locatie: Groningen
- Contacteer: Website
RE: Valencia laatste race
Dank voor het verslag, Pepijn 
Even kritisch
(doe even net alsof ik verstand van heb) :
Even kritisch
(doe even net alsof ik verstand van heb) : Waarom dan niet eerder de schakeltechniek gewijzigdJe kon dat het hele seizoen al horen tov de andere deelnemers
-
pepijn
- Advanced Member
- Berichten: 504
- Lid geworden op: ma dec 27, 2004 10:02
- Locatie: Berkel Enschot
RE: Valencia laatste race
Coureurs zijn eigenwijs
Understeer is when you hit the wall with the front of the car and oversteer is when you hit the wall with the rear of the car.
Horsepower is how fast you hit the wall, torque is how far you take the wall with you.
Horsepower is how fast you hit the wall, torque is how far you take the wall with you.
-
Andretti Molletti
RE: Valencia laatste race
Dennis was gewoon zuinig op zijn koppelingspedaal!!!
Mooi man, eindelijk weer eens verhalen van achter het gordijn
Leuk dat er toch nog een beker ter afsluiting inzat!!!
Dat is een leuke opsteker voor iedereen!
Die ringetjes is een goede zet geweest omdat toch maar op te lossen, want het ontkoppelen gaat dan niet meer volledig en je had waarschijnlijk met een verbrandde koppelingsplaat gestaan...alweer
Tijd voor de winterstop..... enne ik heb nog steeds wat biertjes staan hier voor je
Mooi man, eindelijk weer eens verhalen van achter het gordijn
Leuk dat er toch nog een beker ter afsluiting inzat!!!
Dat is een leuke opsteker voor iedereen!
Die ringetjes is een goede zet geweest omdat toch maar op te lossen, want het ontkoppelen gaat dan niet meer volledig en je had waarschijnlijk met een verbrandde koppelingsplaat gestaan...alweer
Tijd voor de winterstop..... enne ik heb nog steeds wat biertjes staan hier voor je
RE: Valencia laatste race
Leest lekker weg Pep! , wat mij betreft ben je een guru
de kleur past in elk geval bij F.O., neem d'r maar eentje op dacht ik zo.....
, wat mij betreft ben je een guru de kleur past in elk geval bij F.O., neem d'r maar eentje op dacht ik zo.....
--2000-- Bertone Blu Olandese (1974)
159 SW Tbi TI Bianco Ghiaccio (2010)
159 SW Tbi TI Bianco Ghiaccio (2010)