#ferrari are not supportive they are controlling of their drivers down to their fashion and public appearances

[mickstart]

Bro I thought this was a joke what do you mean it's getting more real.

[voodoospeedcult]

Questionable Ethics?

A couple of years ago we saw Lance Stroll make his F1 debut, the kid was quick occasionally and there was speculation that he could be the future of F1. Since that debut Lance has been the butt of many jokes due to the complete lack of consistency and control. Now, we are not saying that Lance is a hack, he did acquire a Super License which in itself proves that he does have skill but he doesn’t belong on the F1 grid. A little background for those out of the know, Lance is the son of Lawrence Stroll, a Canadian billionaire worth an estimated 6.4 billion dollars. Lawrence invested in some big fashion brands such as Tommy Hilfiger, Ralph Lauren and Pierre Cardin. He is a pretty hardcore car and race guy, he has a large collection of Ferraris and he owns the Circuit Mont-Tremblant in Canada. It easy to see how his son Lance got behind the wheel of a race car and it’s very easy to see that Lawrence has invested a lot to make his son’s dreams come true. He bought him various seats with race teams over the years including the seat at Force India (now Racing Point). Now this is where things get ugly and to be very questionable. Half-way through the 2018 season, Force India has had enough of Lance and made a number of statements hinting that he wouldn’t be with the team in 2019. When daddy hears about this he puts a group of investors together and buys into Force India team, at the end of 2018 he buys the entire team, renames it Racing Point, fires a lot of people who were critical of his son and of course leaves his son in the seat of one of the two Racing Point cars.

2019 was… it was pretty ugly for the team as a whole, the only bright point was Sergio Perez (the other Racing Point driver) finishing 10th in the championship with consistent top 10 finishes through the season while Lance finished 15th, to be fair had a great run in Germany and finished 4th in that wild race (if you didn’t see the race go hit YouTube and be totally entertained). The team finished 7th in the Championship out of 10 teams. It was what everyone expected of the team even with all the preseason hype, everyone knew it was just hype and that the team would be mid-pack at best. With the 2019 season over it was time to get ready for 2020. For me personally I love the off season because I love the business of racing. I have made my 28 year career in the business of motorsports, I love the off season moves, business, all of it. But the off season following 2019 made me sick! So Lawrence Stroll wants his team to be more competitive as any team owner would but instead of doing the hard work he and the investment sheep that follow him bought a large stake in Aston Martin. From the outside it looks like just another business deal for Lawrence until you dig into the details. Aston Martin sponsors the Red Bull team, that will now end after the 2020 season and Racing Point will become Aston Martin Racing Point, just good marketing? Keep reading. Mercedes Benz owns 5% of Aston Martin. In that deal is a technology sharing agreement which allows Aston Martin to use Mercedes and AMG parts and pieces, much of the new Aston Martin DBX road going SUV road car is actually Mercedes and that is just the start, there are dozens of crosses between Aston Martin and Mercedes, from sharing the same wind tunnel to working hand in hand on many road car and F1 car developments and programs. Hmmm… what does this mean for the F1 team? It means that things keep getting more questionable once the 2020 cars are unveiled and testing starts. The 2020 Racing Point car, named the RP20 is just last years championship winning Mercedes Benz W10 painted pink. While just speculation at first, once testing started it was evident. And the. The ball keeps rolling... Aston Martin was committed to the new ACO HyperCar program, was being the key word here because almost immediately after all of this happened Aston Martin announced that they were killing that program. They gave bullshit excuses then changed their story after being called out on it. It all comes down to greed, one man wants his kid to have the very best racing opportunity, that is fair, every father wants the best for their kid. But when it comes at the expense of others it is fucking shameful!

Sure to an ethics committee it can all be written off as above board but really, what matters is F1 fans who support sponsors, buy team and sponsor merch to a point where fans almost feel as if they are part of their favorite team (at least in every country outside of the USA), similar to how fans of NFL teams feel a sense of pride, ownership and like they are part of the team. The avid fan sees what is happening and no one is happy. F1 was built upon teams building the best program they can and pushing that program as far as they can. For hardcore fans, F1 is not about buying your way to the top and securing your future with money. F1 has had many legends; Prost, Schumacher, Senna, Lauda, Hamilton, Alonso, Fangio all who made their way to the top by hard work, hustling and true grit. Sure Lance may get to the top of the podium some day but he will never be a legend, he will never be a hero, he will never be admired because money can’t buy those things!

Not sure how Lance sleeps at night knowing that he doesn’t belong there? He will be able to tell his grandkids one day that he was an F1 driver but those kids are going to have to do a lot of Google searching to find anything positive about grandpa. Note: I do not hate Lance Stroll, I hate the privileged attitude and I hate that the greatest form of motorsports is becoming a nothing more than a game of politics and shady deals.

M. DeFord

[itsworn]

High Tech Braking Systems: The Latest Developments in What’s Stopping You!

The disc brake as we know it was first patented in 1902, but it failed to gain acceptance in the U.S. until the early 1960s, when vacuum-assist power brakes made the pedal effort acceptable for the American driving public. European automakers had adopted disc brakes in the 1950s, rapidly following Jaguar’s dominance in the 1953 24 Hours of Le Mans race, thanks in no small part to the car’s four-wheel disc-brake system.

Disc-brake systems can be divided into two key components: the friction side, which is the hub/rotor and caliper clamping system, and the apply side, which includes the pedal, pushrod, booster (if any), master cylinder, and hydraulic lines. In more modern vehicles, a third system has been introduced: electro-mechanical controls like antilock braking systems (ABS). Originally, ABS was developed to rapidly modulate brake pressure to prevent locking up the brakes or tires, putting an end to uncontrolled skids. Relatively simple ABS systems have morphed into complex car-control and hydraulic-force application systems for electronic brake force distribution (EBD), such as anti-skid, stability control, and yaw control. By 2020, all new vehicles will have some form of automated emergency braking (AEB), along with a sensor, ECU, and algorithm-based predictive brake assist—and, yes, fully autonomous vehicles are coming soon.

One of the most interesting technologies on the horizon for enthusiasts will be integrated brake controls (IBC), which are being introduced in 2019 vehicles. An IBC uses a smaller, high-pressure pump that replaces vacuum pumps, vacuum boosters, or hydro-boost units. It is a compact unit that functions similarly to drive-by-wire throttles, weighing about 11 pounds less than the units it replaces. The control system will come from the OEs, much like GM and Ford crate engine/trans combinations or the aftermarket’s adapted electronic-transmission controls like those from TCI, HP Tuners, FiTech, and Holley. This will allow enthusiasts to add ABS, stability control, and other similar features to their classic cars and rods with far less fabrication and hassle.

ZF TRW’s integrated brake control (IBC), introduced this year, replaces the electronic stability control system, vacuum/booster pump, and the associated cables, sensors, switches, electronic controllers, and vacuum pumps with a single unit. IBCs also provide faster response, particularly for automated emergency braking triggered by onboard proximity and radar sensors. That faster response can mean a reduction of 10 to 20 feet in overall stopping distance, often the difference between stopping just in time and a crash.

On the friction side, two major elements are driving the technology: 1) the need to absorb and dissipate more heat due to heavier, higher-horsepower cars and trucks, and 2) the need to reduce weight to improve suspension control, steering response, and fuel economy.

In both cases, technologies developed for racing are trickling down into the enthusiast’s budget. The first such technology was aluminum calipers, made possible by improved materials such as 6061 and 7075 aluminum alloy and, more recently, 2618 forgings—the same alloy used in racing pistons. The next technology wave was the multi-piston caliper, which allows for the use of larger, curved pads with more swept area. More pistons of graduated size allow for fine-tuning of brake pressure across the pad face. However, more pistons add cost and machining complexity. While 8- and even 12-piston calipers had been developed at one time for cost-is-no-object racing, 6-piston calipers remain the gold standard for high-end sports cars like Ferrari, Ford GT, and the ZR-1.

This prototype 12-piston racing caliper was attempted in the late-1990s, but the complexity of six individual pads, guide rods, and tiny pistons overwhelmed the intended benefits.

These calipers illustrate the growth in size of brake calipers over the last 20 years. Caliper size can increase as wheel size increases, allowing for larger rotors, calipers, and greater swept area. These larger calipers also show how racing technology has improved the brakes available to the performance aftermarket, with graduated piston sizes and castellated (slotted) pistons, or as shown here second from top, two-piece pistons with crenelated (complex, FEA-designed) milled caps.

These OE and aftermarket pads illustrate the effect of larger caliper size and increased swept area over the past two decades. Pads can be identified and purchased by application and cross-referencing using the Friction Materials Standards Institute (FMSI) numbers. From left to right: The pad shape and size used in Baer and Wilwood compact four-piston calipers, FMSI 480, the then-revolutionary 1984 C4 Corvette PBR pad, FMSI 412, Gen 4 Camaro, FMSI 731, C6 Corvette, FMSI 1247, and an FMSI 1405 pad used in aftermarket racing and ultra-performance street calipers.

The other major friction-side development was bigger rotors enabled by bigger wheels. Much like using a 1/2-inch breaker bar instead of a 3/8-inch ratchet, a larger-diameter rotor provides greater mechanical advantage for the same pressure applied at the caliper. However, bigger rotors mean more weight, so two-piece rotors with aluminum hats have become the serious upgrade for hot rodders looking to offset the necessary increase in rotor mass. For relatively little money, a two-piece rotor with optimum materials will not only look great but can also remove as much as 8 pounds per wheel, which helps acceleration and braking. As wheels have grown, so have rotors—now up to 16 inches on many trucks, SUVs, and high-end cars. Large rotor diameters have brought about the next evolution: floating rotors.

Here is a 2015-and-later Mustang GT Performance Pack rotor and a similarly sized, two-piece replacement rotor. The replacement two-piece rotor weighs 7.9 pounds less, which helps reduce stopping distance and lap times. It has curved vanes for better cooling and uses NAS S287 fasteners.

As rotor diameter and thickness have increased to keep up with today’s faster and heavier cars, increased rotor mass has exacerbated the effects of differential rates of heat expansion. To allow for that, rotors—or more often the rotor hats—are now slotted to allow the materials to grow radially while still being safely retained to prevent or minimize side-to-side motion. For street use with acceptable noise levels (the two parts can rattle under some circumstances), two approaches have been used: T-shaped bobbins that lock the hat to the rotor and more complex CNC-shaped rotor stanchions typically combined with anti-rattle clips.

On these 14-, 15-, and 16-inch rotors, we see the three types of two-piece rotor attachments: the fixed T-shaped bobbin and the stanchion-style bobbin.

This two-piece, slotted rotor shows the T-style bobbin components used to fasten the hat to the rotor in lateral attachment; they still allow for differential growth due to heat in the radial dimension.

The T bobbin is more compact and simpler to produce, saving some cost and allowing for tighter fitments. The stanchion style, while substantially more expensive, is better for eliminating or reducing noise, and due to its increased size and flat versus round sides, it can support 1.125-inch-thick rotors in 15- and even 16-inch-diameter sizes. The stanchion style is used almost exclusively for carbon-ceramic brakes due to its greater surface and clamping area.

The Corvette Z06/Z07 package’s carbon-ceramic brakes; note the floating rotor hardware and the small drilled holes. These holes are more for fashion than function.

This close-up of the stanchion-style bobbin shows the precisely machined dimensions, the 0.0001-inch tolerances, the anti-rattle retaining clips, and a plain rotor for this road-race-only application. Drivers of pure race cars don’t care about a little noise, but road-going cars need the clips for NVH reduction. Also note the NAS A286 high-temperature fasteners.

The last word on the friction side is carbon/carbon and carbon-ceramic brakes. The advantages are an estimated 50 percent weight savings over similarly sized cast-iron rotors and virtually fade-free performance. The carbon/carbon brakes used in Formula 1 and other top racing series aren’t suitable for street driving, as they are designed to be run at extreme temperatures and literally burn themselves off during racing use. Racing carbon/carbon brakes also cost $20,000-and-up (way up) per axle. Carbon-ceramic brakes, which have a ceramic braking-surface coating applied to the underlying carbon-fiber disc, have made the transition to high-end exotic cars like Ferrari, Lamborghini, and Aston Martin; sports cars from BMW, Mercedes, and Audi; and the best of Detroit with the ZR-1, ZL-1, GT350R, and the Z06/Z07 package available for Corvette.

Carbon-ceramic brakes bring the huge weight savings and fade resistance of carbon/carbon without the accelerated wear. Carbon-ceramic brakes will typically last longer than a similarly sized iron disc-brake system, but replacement costs are still between three to five times more expensive. For those who use their cars heavily at track days, annual rotor replacement is part of the program, and many Corvette, Camaro, Mustang, and even some German import drivers turn to iron rotors and compatible pads for similar braking performance and reduced cost despite the increased rotating weight.

This recent Formula 1 brake shows the carbon/carbon rotor, carbon-reinforced caliper and ducting, and the Kinetic Energy Recovery System (KERS) components all stuffed into a 13-inch wheel! The KERS is much like the regenerative braking found on electric hybrids and pure electric vehicles like the Tesla. Formula 1 drivers can use the extra power under limited circumstances like the NOS bottle in Mad Max.

The apply-side technology had been static for many years, with many hot rodders using OE-style vacuum or hydraulic boosters for power brakes or converting to manual brakes, of which the latter remains a surprisingly good option for drag-race, road-race, or autocross competition. Once again, the technology that trickles down from racing has made items like multiple individual master-cylinder setups more available and affordable for building more serious customs or hot rods with hidden brake setups. A more surprising source—electric cars—has brought us affordable and quiet electric vacuum pumps that help big-cam or blown applications use a vacuum booster while still maintaining the 15 to 16 inches of manifold vacuum necessary for proper brake-application pressure when the engine is at idle. These developments are making well-thought-out, highly effective brake systems easier to install and tune than ever before.

As with assembling a new blown engine or a performance transmission, a little research and planning can save time, money, and, unlike the other two, maybe your life.

Two-Piece Rotor Technology The use of an aluminum hat or bell bolted to an iron rotor ring was introduced from aerospace to the high-end racing classes in the 1960s and, as with all technologies, trickled down to more mainstream racing and high-performance street-driven cars—and then trucks—over the next decades.

Back in the 1960s and 1970s, the typical way to attach the hat to the rotor ring was with bolts that clamped the hat into threaded holes in the rotor. But a simple set of Grade-5 or even Grade-8 bolts isn’t adequate for the critical task of keeping the hat firmly attached to the rotor. Everyone has seen nighttime pictures or video of brake rotors glowing red under racing cars caused by the enormous heat generated by heavy braking at speed. Those cycles of heat, expansion, and contraction, as well as thermal tempering of the bolts themselves means that the bolts will come loose or fail completely over a relatively short period of time.

There are additional issues with using conventional bolts. Because of the expansion-rate differential and the stress relaxation it causes, SAE J429 Grade-8 bolts should not be used at temperatures above 800 degrees Fahrenheit, Grade-5 not above 450 degrees, and plated bolts should not be used above 250 degrees. Iron and steel glow red at 900 degrees. Your rotors need to be fastened according to how much heat you’ll be generating. Like so many other technologies, aircraft and aerospace requirements led to the development of super-high-quality bolts and nuts that are specifically recommended for use in circumstances like rotor-to-hat attachment.

Examples of NAS A286 aerospace high-temperature stable hardware. These fasteners retain their clamping properties at temperatures up to 1,300 degrees Fahrenheit and are more than twice as strong as Grade-8. They come in conventional hex-head styles and in unique counter-sunk, tri-wing configurations for tight clearance situations. The torque specification is double the Grade-8 fastener, and while they cost 10 times as much, what would you rather have holding your rotors together?

Finally, bolts must be sized so that the sheer plane—the surface where the hat and rotor are attached—is on the shank of the bolt, not the threaded portion. Bolts are weakest at the root of the thread, and bolt strength is reduced by almost 30 percent when the threaded portion is placed in sheer. Therefore, the length of the bolt shank is critical, as is the material it is made from, in order to have an extended service life and significant margin of safety. Look at the bolts used in your two-piece rotors—are they sized correctly, do they have the right shank length, and what material are they made of?

These illustrations show the proper bolt-shank length for sheer-loaded fasteners. This applies to any situation where bolts are loaded in sheer, such as suspension components.

Drilled and Slotted vs. Slot-Only Rotors When larger-diameter and thicker rotors were introduced to the car-buying public in the early 1980s via the C4 Corvette and some imports, street-compatible pad-formulation technology lagged. As a result, pad outgassing (the pad boiling off the resins and binders used to hold the friction materials together) became a significant issue. You’ll know you have brake fade to pad overheating when the brake pedal stays hard, but the car won’t stop. If the pedal goes soft, you’ve boiled the fluid.

The answer was drilled rotors, which gave the gases a ventilation path. Slots allow the rotor to actively clean contaminants off the pad face, keeping the best elements of the friction material in use. As a result, drilled and slotted rotors—along with zinc plating to eliminate oxidization from the unscrubbed parts of the rotor—as introduced by Baer Brakes in the 1990s became the default standard for high-performance brakes. You can see this today, as even the carbon-ceramic brakes on Ferraris and Corvettes are drilled. In the last five years, pad technology has evolved dramatically, and as a result, properly selected, high-quality pads don’t have outgassing issues. Instead, the additional heat generated can cause radial cracks at the drilled holes, especially with big-power, heavy drag cars or frequently used track-day cars. If the cracks are fingernail-width-thick or thicker, the rotor should be replaced. For these applications, slot-only rotors are recommended. For pure road-racing applications with no street driving, some racers will use a plain rotor with no zinc plating to speed up rotor seasoning and pad bedding. Talk to your brake provider’s tech support to get the right answer for your specific application.

The post High Tech Braking Systems: The Latest Developments in What’s Stopping You! appeared first on Hot Rod Network.

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[latestnews2018-blog]

Hamilton’s Hockenheim heroics

New Post has been published on https://latestnews2018.com/hamiltons-hockenheim-heroics/

Hamilton’s Hockenheim heroics

Mercedes’ British driver Lewis Hamilton celebrates after winning the German Formula One Grand Prix at the Hockenheim racing circuit on July 22, 2018 in Hockenheim, southern Germany.

Hockenheim: Lewis Hamilton regained the championship lead in unexpected and dramatic fashion on Sunday, winning the German Grand Prix after Sebastian Vettel crashed while leading near the end.

Heavy rain played havoc late on at the Hockenheimring as Vettel misjudged a basic entry into a turn and slid over the gravel into the barriers with 15 laps to go.

The four-time Formula One champion started from pole position and seemed in control. He was livid with himself, kicking the gravel in frustration as he stepped out his car. His mishap opened the door wide open for Hamilton.

The British driver was fourth at the time of the crash, having started from 14th on the grid because of a hydraulic problem in qualifying.

“You’ve always got to believe. I just wanted to stay collected, stay calm,” said a delighted Hamilton, adding defiantly. “For those who don’t know me, now you do.”

Valtteri Bottas started and finished second on a great day for Mercedes, with Kimi Raikkonen taking third on a bad one for Ferrari.

Vettel’s incident led to a safety car coming out for several laps.

There was confusion at Mercedes, even with Hamilton out in front.

Hamilton was told to come into the pits, but ignored his mechanic screaming “In, in, in, in!” at him.

When the race resumed, with about 10 laps left, Bottas almost overtook Hamilton.

That did not go down well at a nervy Mercedes.

Shortly after, Bottas was firmly told on team radio to “hold position” and not challenge Hamilton, who secured his fourth win of the season and 66th overall.

“We had a bit of a battle after the safety car… Taking positives as a team, perfect result for us,” said Bottas, who added — seemingly half-heartedly — that he “understood” the team’s call.

Ferrari had made a similar call earlier on, at Raikkonen’s expense.

With a little more than 20 of the 67 laps to go, Raikkonen was leading Vettel — who was complaining of his tires overheating.

Ferrari’s senior performance engineer, Jock Clear, told Raikkonen not to hold up Vettel.

Raikkonen replied “I’m sorry but can you be direct? What do you want?” and then, after another indirect suggestion to let Vettel through, Raikkonen said “So you want me to let him (past)? Please. Just tell me.”

He eventually did, ending Raikkonen’s hopes of a first win since the season-opening Australian GP in 2013.

Asked about the instructions moments after the race, a rueful Raikkonen said “it wasn’t clear. I had the speed.”

Earlier, Mercedes team chief Toto Wolff has said he was concerned by Ferrari’s recent surge in outright power that has given them the initiative in the Formula One world championship.

Wolff said Ferrari had a half-second time advantage on the straights at the Hockenheimring.

“We were looking good through all kinds of corners, but we are not able to match their straight-line performance.

“Valtteri was exceptional in the third sector and this is why he was even closer to pole, but we just have to look at things and try to improve.”

He said that Ferrari “have a great power unit and huge performances”.

Ferrari’s recent performances have followed their introduction of a new engine at the Canadian Grand Prix in June while Mercedes delayed their new unit until the French Grand Prix.

Champions Mercedes had previously enjoyed an overall power advantage, which has been a key factor in their domination in recent seasons.

Wolff was not keen to support any suggestions that the new Ferrari unit’s extra power has come from questionable means.

An investigation by ruling body the International Motoring Federation (FIA) earlier this season cleared Ferrari of any wrongdoing in relation to the battery. However, the Ferrari factory team and their F1 customer teams — Haas and Force India — all gained from the introduction of new MGU-K (motor generator unit — kinetic) and energy store systems in Germany.

“I want to look at Mercedes and say is there anything that we’ve missed?” said Wolff. “How can we increase our power output on the ICE or from the battery or from the MGU-H?

“Whatever we can look at in order to have more power because, if we want to win this championship, or stay in the hunt of the championship, we’ve got a severe warning in terms of what we’ve seen.”

[idontevenwannaknow]

Best Claw Grip Mouse

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[nikki-reuclife]

Best Claw Grip Mouse

This is by far the best all-rounder I’ve ever used and it’s at the moment my every day driver. As far as the connectivity is anxious, it can be related by way of the USB cable for wired connections. Or what in the event you don’t wish to be buying a new modular cable every six months? Most corporations try to convince us into shopping for their gaming mice by highlighting features reminiscent of insanely high DPIs, however there may be a lot more to the equation. Practically all mouse above 40€ supply excessive precision and accuracy; don't forget to deactivate mouse acceleration, though, as it can make you lose quite a lot of in-recreation precision, together with growing input lag. Quite frankly, Razer is tip toing on perfection with this one, and we aren’t positive if Razer might make any tweaks or adjustments that wouldn’t throw off this finely balanced rodent. Since most gaming peripherals include illumination choices, having gadgets from the identical model will make it easier to sync lighting schemes across your keyboard, mice and some other machine you could have. Most MOBA game mice use a 12-button number pad, but the V2’s thumb wheel shouldn't be solely simpler, but in addition simpler to use, making this the MOBA mouse of selection for newcomers.

The scroll wheel for the Rival 600 will get the job executed however may very well be too much better. However in any case practice reveals that optic mice give higher leads to in depth gaming. However, numerous brands, be it SteelSeries, Razer or Logitech, are pacing into this area of interest to supply their users with the best features in gaming mouse with every minute ticking the clock. Razer Naga has rolled out with a wireless charging dock with the mouse. The mouse does not characteristic a number of buttons. The left and right click buttons have grooves on your fingers to relaxation and in addition quickly work on. Such a grip places another pressure on the total support of your hand since you would need to curl your fingers into claws in order to click and scroll on the mouse. You merely relaxation the base of your palm against the again of the mouse, the center of the palm on high of the mouse, and lay the fingers flat out on the buttons.

Claw users had to shift their fingers in entrance to achieve the button, which was not snug because the hump of the mouse was propping up the bottom of the palm up. This super mouse gives you the pleasure of the most comfortable contact and really feel in this value vary. Personalize your on-screen show with the SteelSeries Rival performance gaming mouse. Settling upon a gaming mouse is kind of a private selection. This tiny optical mouse is nicely-identified by professional players within the US and elsewhere. Rival 500 is a MMO/MOBA mouse that has been designed holding the expectations of serial avid gamers in mind and works properly for players who steadily participate in gaming tournaments. When the need arises, simply press and hold the sniper button and your DPI might be set to a value you’ve set in Corsair’s proprietary gaming software. If we discuss the heart and soul of any gaming mouse, its the SENSOR, the g502 mouse houses the PMW3366 sensor, which proves an option to select from five settings from 200 to 12,000 DPI.

Favor to customise the DPI settings as an alternative of using our presets? Tribe. Everybody was using the same two or three mice again then however in the future at a clan meeting we went for a journey to a giant Pc store. It’s as much as the person private preferences to decide on the best one. This mouse is ideal for individuals who use a claw grip, it is best for RTS games. The mouse helps up to 30 hours of battery life. FeelsModMan: in all probability a very good mouse for osu! With the introduction of seven buttons, this gaming mouse has pretty good customization options. The latest development is the introduction of the 3G infrared sensor, which reduces the raise-off distance issues of a laser sensor but can be very good at working on totally different surfaces. It isn't as long-lasting as the excellent G900, or as correct with its laser sensor, however if you want to sync your Asus motherboard, keyboard and mouse these LEDs matter.After installing Logitech Setpoint, you'll be able to customise your mouse settings. As you might already expect from a Logitech gaming mouse, the GUI is consumer-pleasant and fast to program. Computer systems actually, the entire "claw vs palm grip" debate you often see on gaming boards is fairly pointless as that is dependent upon user's personal preference and what the form of the mouse is optimized for. We’ll keep updating this story with new merchandise, too, so let us know if we’ve missed a private favorite—we’ll try to get it in for testing. For individuals who know what a claw grip mouse is and why it may be benefit this is a great lens. Also, there isn't any manner for you to know that which DPI level is at present on as there isn't a such indicator on the mouse. At that point, the almost perfect three-zone backlighting system and high-DPI Pixart sensor (not to mention the niftily included DPI status lights) are a mere bonus. Mere mortal gamers can play easily at about 4,000-6,000dpi with the sensitivity down.

The Truemove3 sensor itself is self sufficient in giving around 12000 CPI and 1 to 1 monitoring for upto 3500 CPI at a lift off of mere .5mm - you won't ever miss successful! Philips PLN sensor which has some odd quirks associated to tracking and lift-off distance that the Avago sensor in R.A.T. It options a professional-optic (R3) sensor and you can modify up to 4000 DPI. Razer’s 4G laser sensor has 1,000 Hz polling and up to 8200 DPI, giving it amazing accuracy and extra sensitivity than the typical user requires. Razer’s Synapse Software has a variety of customizations choices, however nonetheless uses the Cloud-based mostly driver that many consumers dislike but when you set it up, you have to be high quality. As soon as set you will not need to change it every time you plug the mouse into another computer - making it best for LAN tournaments. The mouse also has 200-12,000 DPI help and it has a 1ms response time as properly.

This mouse also comes with Omron Switches that are not solely durable but additionally nice to the contact as well. It comes with 6 programmable buttons which might be simply accessed. This great claw grip mouse also boasts 7 programmable buttons, excessive-quality PTFE (commonly known as Teflon) toes, and 32 KB on-board storage in your settings and macros. Razer Orochi Unboxing - The World's First Gaming Notebook Mouse. If you are wondering why such a closely priced gaming mouse that has the best gaming mouse tag on it weighs so much, then learn on! Everything from extremely-budget to ultra-customizable to extremely-small to ultra-packed-with-buttons is in the operating here, after which some. If you like to have the ability to feel the exact movement of your cursor and be capable to have the greatest control over the character/cross-hair/cursor then it is advisable to decide on between 800 - one thousand DPI. Or find the right DPI setting to match your play-fashion by opening up our new straightforward-to-use software program. Furthermore, taking part in RPG Witcher three round 2,000 DPI was good, and my hand never bought drained, even throughout marathon gaming sessions. The front even has a form somewhat paying homage to a Ferrari grill. Its form fits both claw and palm grip customers, whereas the ambidextrous design accommodates each left and right-handed users.

Whereas we usually choose smaller mice, the dimensions and weight of the Gladius didn’t really trouble us, as a result of its intelligent, comfy design. I would in that case go along with the SteelSeries Rival 600 that has recently been launched since it has weight adjustment features. There's a variety of a mouse with numerous value ranges and options. Let’s talk about its features intimately. Different manufacturers, including Razer, retailer the profiles on the cloud which permits customers to get better their profiles each time they alter the mouse that they're using. Basically, this feature permits the scroll wheel to both have resistance (good for games) or without resistance (excellent for scanning lengthy paperwork or webpages). Normally mouse have a few weights you’ll be ready to put inside them to make them heavier should you not enjoy a lightweight choice. Lets have a take a look at a few of these reasons. Look for a mouse which perfectly suits your hand.

The mouse is nice and matches comfortably to palm and claw grips. Fingertip grip: Solely the fingertips of your arms contact the mouse's surface, together with your palm remaining elevated from the mouse. It all depends upon the kind of grip you like and on the scale of your palms. The brief design means that it caters mainly to claw and finger grip gamers. Cool Claw Grip gaming mouse design. Logitech's Powerplay remains to be early-adopter tech for sure—but protecting your wireless mouse battery topped off sans wires is futuristic. The principle settings are still available in this mode. We’ve checked out proper-handed and ambidextrous mice as a result of our testers listed under are right-handed. At three.9 inches extensive, this mouse is greater than an inch wider than a lot of the devices we’ve reviewed. The build quality is not the greatest, and that i skilled some issues after utilizing it for over a 12 gamingdeals months: glue began leaking from the aspect rubber grips, and the middle mouse button became unreliable, only working as soon as every few clicks.

[kimiraikkonenspace]

Angry bird rant incoming

Like I’ve always said, it’s a rollercoaster being a Kimi supporter. Not even a pole position after nine years, can be celebrated long enough before we’re thrown deep down into the depths of sadness, but this dip wasn’t like the others, this was… betrayal. And never before in his entire career has it been so evidently clear on the Iceman’s face.

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Ferrari could’ve easily still achieved a 1-2 result with Kimi winning and Vettel in second at Monaco. So the idea that they did it for the best interests of the team and Kimi is being a sore loser is just plain wrong. They did it for the best interests of Vettel. It’s not illegal, so why not. A few sorry faces won’t cost them compared to the revenue they’ll make with another potential seven time world champion like Schumacher in the making. Actually, Kimi has a huge following and judging by the reaction of fans, even non-Kimi fans, on all the Scuderia’s social media, it might cost them a lot more than they thought.

As this article explains very clearly how Kimi was robbed of a victory, contrary to the excuses other sites and figures, even the official F1 media, which are trying to convince fans to save face of their sport being under controversial criticism. Vettel even lied about Bottas’ lap-time, trying to justify the over-cut being a response to a threat from Mercedes and RedBull. The only over-cut they were trying to do was to their own world champion, Kimi. He looked ready to give someone an uppercut after the race.

Blind folk will tell you to “look at the lap times”. Ok, yes I’ve seen them, what’s your point? “Kimi was slow and Vettel was faster, end of!” No he wasn’t that slow, even before pitting, he was simply left in the dark unlike Vettel who was told when to push and when he was pitting, Vettel wasn’t exactly flying before Kimi pitted either. Kimi was suddenly called in to pit with no warning and he was released into traffic which cost him the win. Look how close he and Vettel were once they met after the pits. Kimi could’ve easily been ahead without the order to release him into traffic which made him almost a whole lap disadvantaged. It’s one of those moronic situations where the truth is clear but people are so dumb to see it they need to trust F1’s spokepersons (hypocritical teambosses too) to defend Ferrari, luckily majority of us fans aren’t so stupid. Yes Vettel was faster but the question is how and why. How? He was in clear air and Kimi was in traffic. Why? Because Ferrari wanted it that way. He has been with them since 2014, and 3 years before that. Couldn’t they have honoured his services with a win in Monaco? It’s not like he was losing dramatic pace or made mistakes or had no chance. This isn’t about not accepting defeat, this is about unfair treatment.

Vettel makes out they are friends, and on Kimi’s part they probably are, but I never trusted Vettel and knew he would be crafty on track as he has previously shown in his career with “Multi 21” and what not. I don’t wanna get anymore personal but the way Vettel celebrated in Monaco whilst absolutely aware Kimi is not happy reduced my views of him even more. He prodded Kimi to shake his hand, what kind of winner goes seeking gratification like that? Then later says to the media he “heard” Kimi is upset, as if he didn’t see it for himself.

Not all of us understand what happened after Kimi clinched the title in 2007. Some of you may have read about the Santander deal which ousted Kimi for Fernando Alonso. But few of us know for certain, that something was not quite right and has not been ever since, despite Kimi’s return to Ferrari in 2014.

Since Michael Schumacher announced his retirement from F1 in 2006, that itself being forced by hand of then Ferrari boss Luca Di Montezemolo, the Scuderia needed a fitting replacement, the heir to the King, albeit a temporary one. The fastest guy around was Kimi Raikkonen who was falling out of love and patience with McLaren after suffering poor unreliability for 5 years, winning no championship with the team but built an impressive status nonetheless, narrowingly missing out on the 2003 and 2005 championships down to car failures. Apparently Ferrari jumped in and signed Kimi at the end of the 2005 season.

Everyone knew the quiet, mono-toned apolitical Finn was an odd match for the political Red outfit. Many of his fans, including myself, cringed at the idea. And for good reason. Plus, they had another Spanish driver in mind to fill Schumacher’s legacy, one who was more suited to the Latin image of Ferrari.

It was a matter of business and keeping friends close, but your enemies closer. Kimi Raikkonen, claimed by Sir Stirling Moss as “quite frankly the fastest driver in the world” was a threat to Ferrari and any other competitor. Why don’t they just embrace Kimi then, you’ll ask? Well, it’s a matter of personal taste, and those in control either love or hate Kimi. Whichever way, he doesn’t give a shit. Neither do I if anyone thinks I’m crazy.

Ferrari pretty much instantly dumped Kimi, their world champion, no more than four races into the 2008 season. As the Santander article explains, Kimi was at his peak and achieved in his opinion the most perfect hat-trick weekend, scoring pole position, fastest lap and victory at the Spanish Grand Prix. After that it went downhill to money and business. Instead of Kimi fighting for the championship, which he was leading by the way, teammate Felipe Massa was pushed to the fore to take glory, missing out on the title in dramatic fashion in Brazil to Lewis Hamilton. Actions do speak louder than words, like Kimi’s 10 fastest laps record that season, so pace and performance wasn’t a factor. Even whilst Kimi was struggling in 2007 adjusting to a new team, new car, new tyres, he was fighting on fair ground because Massa won a few races too that year. Kimi was never, ever, hired to be Ferrari’s No.1 driver. And I’m glad, because he’s better than that. You just have to look at how long Massa was in that “top” team yet never became champion. That’s because he was the perfect no.2 for Schumacher and then another driver, Alonso. Of course Massa even did his duty on his home race, Brazil, for Kimi to win the 2007 title by one point. Massa wasn’t good enough to be their No.1 driver so they needed Kimi to win in 2007 and he got the job done.

The following year, in 2009, Kimi knew he was on his way out. He knew he was done by a business deal. But the comments surrounding his motivation and character made it even worse. It had absolutely nothing to do with motivation or his lifestyle. Kimi was going through a lot of difficulty personally that time too, but he never let it affect his job. You only have to compare his performances in the poor F60 to Massa’s. Kimi even made the donkey wagon win at Spa-Francorchamps in a heroic style, which is my all-time favourite victory of his at the Scuderia because it was purely him. His mechanics and engineers were astounded by his achievement.

But the whole scenario at Ferrari disheartened him so much, the Iceman actually left F1. That’s how bad it was.

He forgave them after his return to F1 with Lotus. But that’s only because he’s a decent man. He felt so strongly about 2007 and his dream coming true, the joy, the happiness, he still considers the Scuderia his “family”, but this emotional connection clouded his judgement. I’m sorry to say this but Kimi made a huge mistake returning to Ferrari. When it was announced, on my birthday of all days in 2013, I wasn’t happy at all. I knew exactly what would ensue. I don’t know why his manager Steve Robertson agreed to it, but he is a manager after-all and wants to ensure he gets the best deal available for his driver. Kimi’s return to F1 with Lotus was such a great comeback, but as always on this rollercoaster of a ride, it ended bittersweet. Financial issues and no salary, and harsh behaviour from certain team members, gave Kimi no choice but to leave.

Ferrari were getting nowhere with their marriage with Alonso no matter how much money they pumped into itl. That bubble burst and ended in divorce. Karma for ruining Kimi’s career, maybe. But Kimi rejoining the team to be Alonso’s No.2, seriously? Didn’t he or Robertson see that one coming? Maybe they did and just accepted it till Alonso left the team a year later and things would be equal again with a new driver? What else could explain this?

What is the true story Kimi? Was he just implying there’s car issues and problem solving practices in question or that he knows his position in the team? I think the latter is unlikely, due to this team radio:

“Yes, but who is making the calls? In one of those, I mean it seems to me at least we are not…. We seem to be getting second choice all the time. So, I wanna know what the hell is going on”.

Still wondering what the hell is going on? That was two years ago Kimi. It had to take achieving pole position after nine years (which by the way the team knew they could overcut Kimi in the race to let Vettel win), to realise you’re being treated unfairly?

This suggests to me there is no written agreement or clause in the contracts to suggest driver favouritism, otherwise why would Kimi be questioning like this? He would know about it and settle for it or leave. Him settling for it, obviously unhappy and complaining shows he does not know about it.

This is Ferrari.

They have cheated Kimi, betrayed his trust and played with his emotions. Heck, Kimi even invited Maurizio Arrivabene and his wife, who is Kimi’s team PR woman, to his wedding last year. This same man who, after Kimi’s excellent pole in Monaco, says “the champion is coming out sometimes“. Maybe because you Mafia guys have shackled him?

Few races earlier this year (and numerous races before since 2015), this is what they do to Kimi in the race when he is ahead of Vettel or threatens his position and then have the nerve to verbally abuse him to media for “doing nothing“?!

“Today Kimi seemed to have other commitments. I talked to Maurizio, maybe it’s time I sit with him and talk to him. “He seemed to be doing nothing on the track.”- Marchionne, Chinese Grand Prix 2017

So they’ve openly criticised him to the media in only the second race of the year? Claiming he always starts seasons on slow form and gets better? Maybe with Ferrari but he surely didn’t at Lotus after two years away from the sport.

Oh look, Arrivabene says it’s too early to start favouring a driver for the championship, what a lie!

And the sixth race in Monaco isn’t too early either? Why don’t you just admit you’ve handicapped Kimi since the start of the season and every other season to create such a large deficit between him and Vettel in points to justify your team orders to support him for the title? Oh wait, you can’t because you’re fooling him!

In the 2016 season, Ferrari didn’t win a single race, but they still messed about with Kimi. He and Vettel were on very similar pace since Australia, with Kimi outqualifying Vettel that season 11-10 and collecting a handful of podiums, with the odd exception of finishing ahead of Vettel at Spain in 2nd. With mixed fortunes for Vettel on track, Kimi was ahead in the WDC on a few ocassions, after the Russian, British, Malaysian GPs. Kimi was consistently out-qualifying Vettel towards the end of 2016, but with strange strategies and DNFs resulting in finishing behind the German on Sundays and in the championship.

In the 2015 season, as teammates for the first time, Kimi was on par with Vettel’s pace from the start. as James Allison stated Kimi making Vettel sweat. But Ferrari needed their No.1 to bring the team to glory, not the dude who won their last driver’s and constructors championships and suffered with them in 2014 and helped develop the car. In Australia, Vettel showed his class as he pushed Kimi wide into T1 on the first lap.

Malaysia 2015 was a clear indication to me that Kimi’s return to Red was indeed a mistake as Vettel took the team’s first win since Alonso. But I, like Kimi, persevered to watch this joke of a team, thinking he can win at some point without any issues like lack of engine power, electrical issues, clutch issues or poor pitstops and strategies again. Just look how dejected Kimi was after seeing the new boy take the fruits of hardwork Kimi actually made:

Then came Italy 2015, Vettel and Kimi qualified on the front row and Kimi’s car stalled on the start becoming dead last on the grid. That was the last straw for me, and that’s why I quit KRS on this blog since then. It was clear tampering with Kimi’s car to ensure Vettel gets the Italian podium for the Tifosi as the team’s higher paid driver and German Schumacher duplicate. Mercedes owned that year so Ferrari knew they couldn’t win at Monza, Hamilton did, so only one of their drivers could be on the podium so why not their No.1?

“Ah… maybe one day”

… what? Win one day? At Ferrari? That day has come and gone my dear. And it came again, to hurt like a knife in the back, last Sunday in Monaco. I don’t know, maybe he was just so deflated from not having won a race since 2013 and 12 years since winning there. Maybe he was extra invested in it emotionally since becoming a dad again to a baby girl and wants to make family proud. I’d like to think it was just those sentimental reasons, but as his despondent demeanor showed it clearly it wasn’t. I wish he would walk away from this “team” and find contentment elsewhere, whether it be in F1 or another sport or spending time with his real family.

Kimi considers Ferrari his family, well, they’re not, they’re your employers and colleagues, you should never mix business with pleasure. Now all I can hope is he has had words with the team and actually doesn’t get swayed by their fake reassurance and lies again and just leaves, it’s not like he can threaten to quit if they “do it” again as it’s never as clear cut as it was in Monaco’s race, sometimes their poor tactics are so subliminal that’s why Kimi is in this situation of utter perplex.

I’ll carry on supporting him as long as he races and hopefully will see him at Monza in September for the Grand Farce. Oops sorry. Prix. I meant Grand Prix…

– Evenstar

  Scuderia Failrrari #Kimi7 #kimiraikkonen #scuderiaferrari #f1 #monacogp Like I've always said, it's a rollercoaster being a Kimi supporter. Not even a pole position after nine years, can be celebrated long enough before we're thrown deep down into the depths of sadness, but this dip wasn't like the others, this was...