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Robert Kubica 
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Kubica :: Последние комментарии под фото
Показываются последние комментарии из незакрытых (общедоступных) альбомов.
F0LLY в альбоме «Forza, Robert!»
AUTOSPORT SAYS... GLENN FREEMAN NEWS EDITOR When news of Robert Kubica's injuries surfaced after his horrific rally crash last January, the description of damage to the tendons in his right arm and hand stood out to a friend of mine. Having sustained similar damage (though on a much smaller scale and not doing anything as interesting or skilful as driving a rally car) to one of his hands a couple of years ago, he was not convinced when the Renault and Kubica camps were making very positive noises about how soon we would see him back in the cockpit of a Formula l car. Granted, Kubica wouldn't be relying on the NHS for his recovery, but tendons have a mind of their own when it comes to fixing themselves, my mate added. As doctors close to the Pole eventually pointed out much later in his recovery, repairing tendons is nothing like dealing with muscle damage. While athletes can often recover quicker than the average person from most injuries due to their impeccable fitness, that offers little benefit in this case. Our latest report reveals that it is indeed the hand and wrist — where Kubica sustained the worst of the tendon damage — that is holding back his ability to jump into a Formula l car. My friend got enough dexterity back in his hand to play his Xbox, but that wouldn't be enough for a true racer like Robert.
Kubica в альбоме «СМИ 2011-12»
Kubica return may be out si de off Fl R obert Kubica continues to move closer to a racing comeback, but he faces a battle to make sure that he can return to the cockpit of a Formula i car. The 2008 Canadian Grand Prix winner, who suffered serious injuries to the right-hand side of his body in a rally crash in early 2011, has made enough progress in recent months to allow him to get back behind the wheel. Two months ago he drove rally cars from Skoda and Renault, and sources close to him have revealed that the injuries to his right leg — on which he re-opened a fracture with a fall in January — have healed particularly well. Recent rally tests went better than expected. Kubica had driven some of the roads before in the Clio S2000, and after quickly matching the times he had set in the past, he was able to better them. As far as he was concerned, a point had been proven. However, AUTOSPORT understands that the reason he chose to drive a rally car rather than a single-seater or Formula 1 simulator is because he is still fighting to regain full mobility in Ms right arm, which remains the final obstacle in his impressive recovery. The rally cars, which were left-hand drive, enabled the 27-year-old more freedom to move his arm than a cramped single-seater cockpit would. The driving position required in an Fi car leaves the elbow almost stuck between a driver's hip and the side of the chassis. This means that most of his movement has to come from the wrist and the forearm — the two areas in which Kubica is having to work hardest during his recovery. His recent rally tests prompted a lot of speculation about his recovery. But even inaccurate reports about his condition will not prompt Kubica to break his decision to avoid speaking publicly about his progress. He surprised many people by not attending last month's Monaco Grand Prix, despite living in the Principality. His absence was partly down to the fact that he has no interest in attending a grand prix when he is not able to compete, but also because he has vowed not to speak about his return until a comeback is definitely on the cards. "What's the point of me talking to the press knowing that I wouldn't be able to reply to the first question they asked?" said Kubica. "They would say to me, 'So Robert, when are you coming back?'And I wouldn't know what to tell them." His desire to avoid putting a timeframe on his recovery is also one of the key reasons that he has shied away from talk of driving an Fi simulator, and why he refuses to be drawn on when he hopes to come back. In the first weeks and months after his accident there was often talk of when he was likely to return, but he was uncomfortable with that because he does not want to rush his recovery, or try to start racing again before he is back to his best. People close to the Pole report that his morale is still high and his passion for motorsport is strong enough that he will return to racing even if he is never able to compete in Fi again. Some of his closest friends in the paddock are also surprised at the constant level of interest in his condition in the Fi paddock, especially given that drivers are normally quickly forgotten once they are no longer a feature on race weekends. Kubica has yet to be told by a doctor that he will definitely be able to return to the pinnacle of the sport, but nor has he been told at any point that it is impossible.
Kubica в альбоме «СМИ 2011-12»
Kubica в альбоме «СМИ 2011-12»
Kubica в альбоме «Dani Morelli»
Khushi-Hill в альбоме «other»
Kubica в альбоме «other»
elenaideymon в альбоме «общее»
Nippon911 в альбоме «Страшное воскресенье (6.02.11)»
Сезон завершен, известно имя нового чемпиона мира и порядок гонщиков в личном зачёте, но многие спортивные издания публикуют свой рейтинг, который базируется на впечатлениях от выступлений пилотов, абстрагируясь от конкурентоспособности их машин. Не стал исключением и авторитетный британский Autosport, опубликовавший свою десятку лучших гонщиков по итогам сезона. Первую строчку в нём занял не чемпион мира Себастьян Феттель, а Льюис Хэмилтон, выступавший не на самой быстрой машине. Инженеры McLaren в этом году уступили соперникам в темпе доработки машины, но журналисты Autosport считают, что Льюис провёл этот сезон лучше всех.
Kubica в альбоме «СМИ»
Двенадцать боссов – Петер Заубер (Sauber), Эрик Булье (Renault), Мартин Уитмарш (McLaren), Тони Фернандес (Lotus), Фрэнк Уильямс (Williams), Колин Коллес (HRT), Отмар Сафнауэр (Force India), Росс Браун (Mercedes), Джон Бут (Virgin Racing), Кристиан Хорнер (Red Bull), Стефано Доменикали (Ferrari) и Франц Тост (Toro Rosso) заполнили анкету с именами десяти лучших гонщиков. По результатам голосования гонщики получили очки – 25 за первое место, 18 за второе – до одного очка за десятое, по правилам начисления в прошедшем сезоне. Интересно, что в бумажной версии журнала в этом списке не учитывалось мнение руководителя Ferrari – к моменту сдачи номера в печать позиция Стефано Доменикали не была известна, но в онлайн-версии рейтинга учтён и его голос. Разница между этими двумя публикациями позволяет судить о том, кого вписал Стефано – в его списке: Алонсо, Феттель, Уэббер, Хэмилтон, Масса, Кубица, Баттон и Хюлкенберг – ещё на двух позициях руководитель Ferrari указал гонщиков, не попавших в финальную десятку. В прошлом году в аналогичном опросе победил Себастьян Феттель, на этот раз, по мнению руководителей 12-ти команд, лучшим гонщиком сезона стал Фернандо Алонсо – испанец на девять очков опередил Феттеля. Льюис Хэмилтон на третьей строчке с небольшим отставанием, остальные проиграли больше…
Kubica в альбоме «СМИ»
A proper race driver… He doesn’t care that he’s largely underrated in his profession. “That’s normal. Ha ha ha! It’s kinda normal. It doesn’t worry me. It’s nice to hear good opinions, or even bad ones if they are constructive is also good. You can always learn from negative things or mistakes. But to be honest I am the first person which is quite harsh on myself, and if I am happy that’s what I need to be. “In 2008, at the end of the season, for me I thought it would be very difficult to repeat such performance on my side, but not many people picked it up because I finished fourth, so other people had to be better because they scored more points. But in 2008 there were only a couple of races when I wasn’t up there. The judgement is difficult, because it is depending on your point of view, and it’s difficult for someone from the outside to judge.” He loves Renault, and it adores him. The structure there has allowed him to breathe more than BMW Sauber did, and to make a difference. “I can contribute more here,” he says. “I came as quite an experienced driver who had showed that he can fight for podiums, whereas when I joined BMW I was young and unexperienced [sic]. Definitely when you have experience it’s helpful all areas, helping the engineers, the way you work with the team, building up confidence around you.” He demonstrated his own confidence convincingly in Australia, holding off Hamilton, who recently admitted, with a knowing smile: “Robert is very fair, but you know he’ll close the door on you harder than anyone else.” Kubica smiles at that. “To be 100 per cent honest, I was very pleased when he pitted. But I didn’t saw it so close, once we were side by side but he couldn’t quite overtake. It’s not personal, but if I get overtaken at that point it would not have been good for me!” There is clear mutual respect here. “We know each other for very long, we have raced already since 1998,” Kubica says. “To be honest, when Lewis joined F1 I was not surprised what he was doing in his first year. I wasn’t encouraged as such, but I knew what he can do. Some drivers might take quite a long time to reach their peak, but Lewis was an example of getting on the limit straight away. That helps a lot, without any testing now, or any experience.” That drive against Hamilton was a key indicator of Kubica’s quality and talent, but that’s not all he has in his arsenal. “He’s without doubt the hardest working driver I’ve ever encountered,” Permane says. “He will be at the track until well after midnight, even if he’s racing the next day. He wants to go through and understand everything. He’s always making suggestions, always wanting to know what’s happening. He’s very demanding, always on your case. As an example, he drove that great race in Australia to finish second but afterwards had a list of stuff that he wasn’t happy with.” Kubica likes to play down his ferocious work ethic. “I’m just trying to get as much information as I can, and you can improve a lot by analysing all the data with the engineers.” Like, doesn’t everyone do that? Actually, they don’t. And that’s why, when Robert Kubica, Poland’s first-ever grand prix driver, the kid who used to sleep on the workshop floor when he was racing karts for CRG, gets his dedicated hands on a really competitive Renault, even Lewis Hamilton and Fernando Alonso had better watch their backs.
Kubica в альбоме «СМИ»
“Give any quick driver a quick car and he’ll be right there, and we’re working very hard on giving Robert a quick car. But he’s more than just that. His attitude just makes things an awful lot more rewarding for everyone in the team – especially those guys sat at laptops all day. There’s no downside with Robert.” So when was his last serious mistake? Maybe qualifying in Monza in 2007? At Silverstone in 2008 he aquaplaned off, but that didn’t really count as a mistake given the conditions… “I was upset with myself because I am never, even when I win, 100 per cent happy,” he says of that moment. “In such difficult conditions I couldn’t see anything, I was behind Kovalainen, and I got on to a puddle. “I don’t think last year I went off…” he muses. “Definitely this year I didn’t went off. I have not even put one wheel off the road.” He pauses, then grins, “That reminds me that I’m under the limit and I try, then maybe I flat spot the tyres or I go off!” But the point is that he doesn’t. BobKub is arguably the most consistent, mistake-free driver in F1. And one day that is going to reap the whirlwind. “Somehow I am not a spectacular driver but I think I can deliver consistency,” he says modestly. “At least from my point of view if you are selecting a driver I would look more for consistency than spectacularity [sic], because in the long term that gives you more points. Everyone remember Colin McRae, huge speed, huge accidents. On the other side you had Carlos Sainz, but he deliver massive results.” His use of rally driving examples is illuminating. That’s his antidote to F1, and he adores it. “Rally is my biggest passion,” he says, becoming animated. “I want always to do some rallies but was not allowed before. But last year I was joking when talking to Renault and they were convincing me to come: ‘You allow me to do rallies,’ kind of joke, but there was no real plan. But when I bad luck in rallying in November and December, I knew that I had to do it until I got a finish. Lately I’ve been doing really well, with quite good performance and pace; I’m quite surprised. “Somehow I have to take care of myself, and with front-wheel drive you can’t go sideways. But what I like is that when you approach a corner you never know what will happen. There is always a kind of question like that. In F1, if I go to Barcelona, I can tell you with 80 to 90 per cent certainty everything that will happen on a lap, unless there is a sudden weather change, a wind change that you can’t predict. Rallying is unpredictable, you go into the corner with the notes from your co-driver. What the bloody hell will happen? You have to predict. That’s what I like from rallying most.” He’s an impulsive/compulsive character, as evinced by his various hobbies. Last year he used to go for a run after every race. So what was with all that? “I was in competition with my friends. It gave me more motivation, and I’m the kind of person which really likes to give 100 per cent from myself, even if I’m bowling or something. I always decide to have competition. “You know, running doesn’t necessarily mean the same energy is needed, it’s a different kind of energy from driving. Running at 50 per cent of your pace is good, you can run and run, without pushing. Actually it’s kind of therapeutic, it helps your patience. It’s good for your mind. Breathing some fresh air.” He admits that he’s the sort of person who has to dedicate himself 100 per cent to anything he decides to do, to get the best possible result. “If I don’t have the motivation I’m not able to concentrate 100 per cent, so I stop. People ask what is my hobby, and I’m changing nearly every year! The first moment I found it not giving me what I’m looking for, I stop. I played a lot of racing and rally games, bowling, squash, poker…” He’s part of F1’s poker club: Tonio Liuzzi, Fernando Alonso, Rubens Barrichello, Giancarlo Fisichella… Does he win or lose? “Actually, last year was good year for me,” he grins. “Sometimes I win, sometimes I lose, but the most important thing when you lose is to lose as little as possible, and when you win to win as much as possible!” We talk for a bit about bowling, how the great thing about it is to be natural and let it flow, that the harder you try, the worse you play… “Yeah,” he says, eyes lighting up. “It’s unbelievable! In bowling is a very, very difficult sport. It looks very easy, but the muscles have to be under control, you have to be fluid, the whole movement unbelievable. When you go deep into it, it’s amazing.” He doesn’t really know when his passion for cars started. “I don’t know where it begins, but especially my father, Artur, gives it to me. He dedicated nearly all the money which my parents had at the time to my karting, but also the mentality I have of doing things to 100 per cent is because of my father. There were no race tracks in Krakow, so we were driving 150 kilometres from there to nearest track twice a week, even if we were not racing and were there just to test with other drivers. It was time consuming for him, and sometimes very harsh, extremely harsh, I now realise… And we had some quiet journeys home! And then at home I had to get back to school with all I had missed while I was racing.” Ask him to identify his most challenging track, and one part of the answer is obvious. “I think Suzuka, that’s the most challenging,” he says straight away. “But you know, I sometimes get the feeling that simple-looking tracks can be the most difficult. Spa, for example, is very nice and a favourite, but it’s not challenging, though it has very nice corners. It was much more challenging when there was gravel round the track. Now there is Tarmac, it’s not so challenging, In the past, when I was in Formula Renault there was gravel, and if you carry too much speed into a corner, it’s over. Now they have Tarmac run-offs, painted kerbs…”
Kubica в альбоме «СМИ»
A pole apart By David Tremayne For reasons that remain unfathomable, Robert Kubica remains underrated even though he’s doing a fabulous job for Renault. But just wait until it can give him the right car… Three years ago here, Robert Kubica had one of those ‘air crash’ accidents that make a press room go very, very quiet. His BMW Sauber shattered into pieces, and there was huge relief when the popular Pole emerged unhurt. It had been a very big one. The following week, as he was advised by doctors not to race at Indianapolis and his seat was taken by rookie Sebastian Vettel, then still tied to BMW, a reporter asked Kubica if he’d watched the videos of the dramatic accident. “I didn’t need to, I was there live,” Robert replied, humour Martini-dry. The only thing about him that’s sharper is the way he drives race cars. Believe it, Kubica is brilliant. And the fact that he is underrated outside the paddock will change. It’s easy for some to forget that, in the dramatic Lewis Hamilton versus Felipe Massa battle for the 2008 World Championship, Kubica was also a factor until BMW Sauber’s rate of development lagged towards the end of the season. He won his first (and so far, only) F1 victory here in 2008, and of the three contenders, he made the fewest mistakes. The man drives like an automaton. Second in Australia and third in Monaco have been highlights even though he doesn’t have the best car. “I knew he was quick,” Renault’s chief engineer Alan Permane says, “but what’s surprised me apart from the amazing work ethic is the consistency. He just hasn’t put a foot wrong, in winter testing and in the race weekends, not so much as a single spin – other than when he was hit in the first corner in Bahrain. He’s totally on it from the word go, yet does not make mistakes. He was brilliant under pressure from a faster car in Australia. In Malaysia fourth was the best result that was possible, and he got it. Just as second was the maximum in Australia.
Kubica в альбоме «СМИ»
rennie в альбоме «Саймон с Робертом»
Kubica в альбоме «enstone factory photos»
Kubica в альбоме «enstone factory photos»
Kubica в альбоме «enstone factory photos»
1. Управление составом топливной смеси 2. Регулятор максимальных оборотов 3. Назначение неизвестно 4. Колёсико выбора комплексных настроек силового агрегата 5. Активация системы KERS 6. Кнопка радиообмена 7. Многофункциональный дисплей и клавиши для изменения параметров 8. Лимитатор 9. Изменение угла переднего антикрыла в большом диапазоне (используется при манёврах в гонке) 10. Колёсико плавного изменения угла переднего антикрыла (прижимная сила увеличивается по ходу гонки для компенсации износа шин) 11–13. Управление дифференциалом: установка «преднатяга», изменение степени блокировки на торможении и под тягой 14. Переключатель режимов контроллера 15. «Горячие» программируемые клавиши, на которые можно вывести две запрограммированные функции (у Петрова одна из них отвечает за режим, в котором двигатель делает более длительную перегазовку при переключении вниз на входе в поворот, чтобы сделать смену передач более плавной и избежать срыва в занос под тягой) 16. Лепестки переключения передач 17. Лепестки сцепления (используются или синхронно, или в разных комбинациях, в зависимости от текущей программы). Например, при старте сначала отпускается один лепесток, а второй, выжатый наполовину, — только спустя секунду. Всё это, по-видимому, как-то хитро управляет проскальзыванием сцепления и блокировкой дифференциала. При этом от гонщика требуется держать дроссель открытым ровно на 75%. Малейший перебор — начнётся пробуксовка, недобор — двигатель заглохнет. И только со второй передачи можно открывать полный газ. До запрещения лонч-контроля пилотам было, похоже, проще.
Kubica в альбоме «enstone factory photos»
Kubica в альбоме «enstone factory photos»
Kubica в альбоме «enstone factory photos»
Kubica в альбоме «enstone factory photos»
Отдел по изготовлению масштабных моделей, используемых для работы в аэродинамической трубе, называют минифабрикой. Тут всё как в больших цехах, но в масштабе 1:2. Полноразмерные прототипы, используемые в работах по компоновке, изготавливаются из керамической пудры. Станки фирмы 3D Systems — мечта моделиста-любителя! Прототипы формируются лазером в специальном геле, который затвердевает под направленным пучком. Этакий 3D-принтер наоборот: вместо наращивания новых слоёв на ровной поверхности деталь формируется слой за слоем по ходу того, как станок избавляется от излишков геля в специальной ванне. На одну деталь (а точнее — на пакет деталей, собранный на своеобразном подносе) уходит около четырёх часов.
Kubica в альбоме «enstone factory photos»
Нос по ветру! Власти FIA ограничивают количество часов, затрачиваемое на доводку аэродинамики: у федерации установлена контрольная аппаратура, показания которой периодически снимаются командированными чиновниками. Однако складывается впечатление, что это не мешает лаборатории работать без выходных. Масштабной модели обеспечивается масштабная скорость воздушного потока (около 140 км/ч). Под машиной — движущаяся лента, имитирующая дорогу. Объект теста крепится на подвижной штанге, которая позволяет проводить эксперименты под разными углами относительно потока, имитируя воздействие бокового ветра, а также изменение массы и дорожного просвета. В этом сезоне в Renault исповедуют «политику агрессивного развития», подготавливая новые элементы к каждой гонке. Вариант переднего антикрыла, который готовят к Гран-при Канады, станет, например, уже двадцатым. А вообще говорят, что программа испытаний в трубе — это десятки, если не сотни тысяч деталей в год.
Kubica в альбоме «enstone factory photos»
Аэродинамическая труба в Энстоуне, построенная в 1998 году за шесть миллионов фунтов стерлингов, не видит плодов своей работы. Готовые машины при необходимости отправляют самолётом продуваться в США — несколько раз в год. Есть команды, которые построили трубы под испытания полноразмерных болидов, а в Renault предпочли вложиться в CFD. Что в свете новых правил оказалось оправдано экономически. Обычно перед инженерами стоит задача повысить аэродинамическую эффективность машины на 15% по ходу сезона.
Kubica в альбоме «enstone factory photos»
Kubica в альбоме «enstone factory photos»
Будь это болид Renault R30 (хотя я очень не люблю использовать применительно к автомобилю слово «болид», которое означает неуправляемое небесное тело), то в нём оказалось бы целых 5050 мм от носа до хвоста. В ширину — ровно 180 см, в холке — меньше метра (950 мм). То есть он был бы крупнее своего «деда», позирующего у входа в вычислительный центр. Масса «сухой» машины с водителем и телекамерами — 620 кг. В действительности автомобиль заметно легче, но его догружают чушками из вольфрамсодержащего сплава — маленькими, зато очень тяжёлыми.
Kubica в альбоме «enstone factory photos»
•Доводка аэродинамики автомобиля — по сути единственный способ увеличить его скорость по ходу сезона, поскольку работа над силовым агрегатом заморожена. Технология CFD позволяет совершенствовать болид, сильно сокращая время продувки прототипов в аэродинамической трубе. Но в CFD-среде проводится лишь 40% исследований. Большая часть экспериментов подразумевает работу с масштабными моделями и живой машиной. Вдобавок на CFD-расчёты тоже действует огарничение по времени, наложенное FIA в целях борьбы с расходами. •Центр CFD открылся в Энстоуне в июле 2008 года. На постройку комплекса в старом каменном карьере потребовалось 11 месяцев. Входишь словно в военный бункер. Вся эта вычислительная мощь призвана максимально правдоподобно смоделировать поведение воздушного потока, обтекающего машину.
Kubica в альбоме «enstone factory photos»
Kubica в альбоме «test Bridgestone»
Kubica в альбоме «enstone factory photos»
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