F1 Update

How ironic was it that in a race that depended on tyre wear and strategy, it should all come right for Mercedes and Nico Rosberg as the young German scored his maiden Grand Prix victory by 20.6s as a fantastic war raged a long way behind him?

Rosberg was in charge all the way, proving convincingly that Mercedes have solved their tyre degradation issues. It was their first ‘works’ victory since Juan Manuel Fangio won the Italian Grand Prix at Monza back in 1955, prior to their withdrawal from the sport.

Thus, after the race of the season, Hamilton leads the world championship with 45 points to Button’s 43, with Fernando Alonso third on 37 after a tough afternoon. In the constructors’ stakes, McLaren still lead with 88 points to Red Bull’s 64, Ferrari’s 37, Sauber’s 31, Mercedes’ 26 and Lotus’s 24.

Next Race

Sakhir

Race Date:	22 Apr 2012
Circuit Name:	Bahrain International Circuit
Number of Laps:	57
Circuit Length:	5.412 km
Race Distance:	308.238 km
Lap Record:	1:30.252 - M Schumacher (2004)

 F1 update brought to you by Towbars Cape

2012 Australian Grand Prix

The 27-year-old F1 motor racer from Hertfordshire claimed pole position around the Albert Park street circuit in Melbourne this morning (Saturday).
Hamilton’s Vodafone McLaren Mercedes colleague Jenson Button was second quickest in Q3 to complete the team’s first front row lock-out since Hungary 2008.
While there were celebrations in the McLaren garage, there were glum faces in the Red Bull paddock after double world champion Sebastian Vettel could only qualify sixth behind Mark Webber, who will start from the third row in fifth spot.
Things were even worse for Ferrari, with both their drivers, Fernando Alonso and Felipe Massa, failing to reach the top 10 shootout in qualifying.

Will Lewis Hamilton win the 2012 world title in the McLaren MP4-27?

Following the capitulation of both the Red Bull and the Ferrari cars, William Hill make Stevenage-born Hamilton the 11/10 favourite to win the Australian Grand Prix, with his team-mate Button second in the betting at 11/4.
Vettel has gone from being the 11/8 favourite for the race to 8/1, while Michael Schumacher, fourth on the grid, could get his first podium finish since returning to F1.
The German Mercedes driver is 12/1 for first place and 2/1 for a spot in the top three.
Romain Grosjean qualified third for Lotus ahead of Schumacher.

Hamilton is 8/13 to beat his team-mate, while Button is 6/5 to finish ahead of Lewis.
If Vettel’s drift in the race odds has been alarming, then his drift in the Drivers’ Championship has been more so.
At one point 5/6 before the season had even started, Vettel is now 9/4 second favourite, with Hamilton 2/1 and Button, in from 8/1 to 3/1 third favourite.
“Sebastian Vettel has been so well fancied and that is highlighted by the fact that he was odds on before a wheel had been turned in anger.

 

Lewis Hamilton in Melbourne [Picture: Vodafone McLaren Mercedes]

 

“That the Red Bulls were so far off the pace indicates that this season could be the closest yet,” said Hill’s spokesman Joe Crilly.
The poor Australian GP qualifying for Red Bull has also seen them overtaken for the Constructors’ Championship, with McLaren 8/11 and Red Bull 2/1.
Mercedes GP are in third for the first time at 5/1 with Ferrari out to 20/1.
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F1 Australian Grand Prix

It's F1 time again. Towbars Cape will be blogging all the latest updates on the F1 2012 season for our fellow petrol heads, keep an eye on our Facebook page for our blog posts or follow us on Blogger.

Ferrari doubtful of a podium finish in Australia 

Ferrari technical boss Pat Fry has conceded that the team are unlikely to finish on the podium at the season-opening Australian Grand Prix later this month. After wrapping up the final winter test in Barcelona on Sunday, Fry admitted the new F2012 had failed to meet expectations and that they must work very hard back in Maranello to extract more performance from the car before it’s too late.

“In the hunt for the podium in Melbourne? At the moment I’d say no,” Fry told Ferrari’s official website. “We are disappointed with the performance level seen at these tests and I think we have a lot of work ahead of us.

“In testing, you can only make assumptions regarding what fuel loads the other cars are running and it will only be in Melbourne that we will get a clear answer as to whether we have to be very disappointed or just a little, how far we really are off the front runners and consequently how much ground we have to make up to get there.”

Drivers Fernando Alonso and Felipe Massa have laboured at the three pre-season tests to find a consistent level of performance from the F2012, but have topped the timesheets just once. With the new car full of radical solutions, including innovative front pull-rod suspension, both have found it a difficult charge to master.

Midway through testing Ferrari also introduced a new exhaust position to boost rear downforce but, according to Fry, the solution appears to have hindered rather than helped progress.

“Clearly the decision relating to the exhausts that we took last week meant we took a few steps backwards in terms of development,” Fry continued. “How much? Difficult to say right now. We have been working on the current configuration for really just two weeks. We found a bit of performance but there’s no doubt that the original solution is the one that gives the most.

“I think we can claw back, at best, at least 25 percent of the downforce we had last year, even if we need to see what that costs us in fuel consumption and corner turn-in stability. At the moment it’s still causing us problems, but it’s the most obvious way to try and improve performance and increase aerodynamic downforce. We will continue to work on it, as indeed will all the others.”

With just 10 days to go before the Australian race weekend gets underway, Ferrari have returned to their Maranello factory to continue work. But with their rivals doing just the same, Fry doesn’t hold out much hope of noticeable improvement before Melbourne and is instead waiting for May’s multi-team test at Mugello - four races into the season - to enact greater change.

“We must improve in general the level of aerodynamic downforce on the car, but we are well aware that the pace of development is more or less the same for everyone,” he concluded. “We will have a few updates for Melbourne, basically aimed at readapting the car to the exhaust configuration we have chosen to run for at least the first four races of the season. (But) the Mugello test will be useful to try new parts, because it is always difficult to introduce major developments during a race weekend.”

The 2012 Formula 1 Australian Grand Prix takes place on March 16-18.

All about Towing

If you ever plan to involve yourself in activities such as boating, camping or some sort of automotive pastime, such as auto crossing or drag racing, then chances are you'll need to do some towing. While it may seem scary, towing an average-sized trailer is really easier than it looks.

Two of the most important things to have when you tow are basic common sense and the ability to adjust your driving. In other words, when towing, everything you do while driving needs to be done at about half the speed when compared to driving without a trailer. When you turn, go much slower. When you accelerate, do it much easier. When you brake, allow yourself a great deal more space to stop. And when you change lanes, allow room for your vehicle and the trailer.

The types of things you are likely going to tow are a boat, a camper of some sort, or a car trailer that's usually home to a race or show car. The following information on towing basics applies to just about any type of towing application whether the trailer is carrying a boat, a car, or any other item that needs a lift from point A to point B. The universal nature of this information is due to the fact that how much you can tow and what you tow with are mainly based on weights and capacities.

Once you know how much weight you'll be towing and that the weight doesn't exceed the maximum towing capacity of your tow vehicle, you're ready to determine the proper towbar. Many pickups and SUVs come factory-equipped with a Class III towbar, which is the most popular class of towbar. Most hitches bolt to the vehicle, and while some are welded, a bolt-on installation is the method preferred for attachment. For hauling any load (car, boat, camper, or whatever) a Class III towbar can handle up to 5,000 pounds. For heavier boats or campers, a Class IV hitch (up to 7,500 pounds) would be required, and you might want to consider a three-quarter-ton truck at this point as well. We'd recommend (especially on a compact or half-ton pickup if not already equipped) going straight to a Class III towbar, which is enough to tow most campers, car trailers and small- to medium-sized boats.

Safe Towing

If you ever plan to involve yourself in activities such as boating, camping or some sort of automotive pastime, such as auto crossing or drag racing, then chances are you'll need to do some towing. While it may seem scary, towing an average-sized trailer is really easier than it looks.

Two of the most important things to have when you tow are basic common sense and the ability to adjust your driving. In other words, when towing, everything you do while driving needs to be done at about half the speed when compared to driving without a trailer. When you turn, go much slower. When you accelerate, do it much easier. When you brake, allow yourself a great deal more space to stop. And when you change lanes, allow room for your vehicle and the trailer.

The types of things you are likely going to tow are a boat, a camper of some sort, or a car trailer that's usually home to a race or show car. The following information on towing basics applies to just about any type of towing application whether the trailer is carrying a boat, a car, or any other item that needs a lift from point A to point B. The universal nature of this information is due to the fact that how much you can tow and what you tow with are mainly based on weights and capacities.

Once you know how much weight you'll be towing and that the weight doesn't exceed the maximum towing capacity of your tow vehicle, you're ready to determine the proper hitch. Many pickups and SUVs come factory-equipped with a Class III hitch, which is the most popular class of hitch. Most hitches bolt to the vehicle, and while some are welded, a bolt-on installation is the method preferred for attachment. For hauling any load (car, boat, camper, or whatever) a Class III hitch can handle up to 5,000 pounds. For heavier boats or campers, a Class IV hitch (up to 7,500 pounds) would be required, and you might want to consider a three-quarter-ton truck at this point as well. We'd recommend (especially on a compact or half-ton pickup if not already equipped) going straight to a Class III hitch, which is enough to tow most campers, car trailers and small- to medium-sized boats.

4 x 4 Safety

As 4x4 ownership has increased, so has the amount of off-highway recreation. There is no special license required to drive off-road, even though there are many different techniques and practices involved. There does exist an often unspoken etiquette that is practiced by old-school four-wheelers, which developed not just so that everyone can get along on the trail, but, primarily, for safety considerations.

With the availability of trail-ready 4x4’s, both in the traditional truck mold and outside of it, the slow and steady progression of four-wheeling initiation through involvement and camaraderie has been bypassed. The honor-by-association process misses the chance to be taught to the enthusiastic guy who just bought his first real 4x4.

Responsible 4-wheeling is about finesse. Other features and driving techniques assist in the overall safety of your off-road outing, but finesse is the first and most important portion of your driving repertoire to acquire.
Here are some hints to help you out in this area.

• It’s important always to drive within your ability. There are times when in soft sand, like beaches and washes, speed needs to be moderate and flotation through mud and snow needs to be kept up, hence “within your ability.” Usually taking your time on the trail will allow you to pick a smooth path and allow you time to react to the varieties of terrain you can encounter like moving rocks and logs under the tyres. If you have a ground clearance deficiency, going slow helps here, in that, if you do hit a rock with the differential or other rock grabber, it will usually stop the vehicle on impact or you will lightly scrape over it. If you were going too fast and hit a rock or other obstacle, it could knock a hole in the oil pan, differential, or even knock off the oil filter.
• Avoid surprises by surveying the road ahead before you encounter it. Make sure the trail goes beyond the obstacle, doesn't become a bottomless quagmire, has no back side to the hill (cliff?) or just plain ends. You can get a good idea where to place your tyres and the differentials to have a plan of approach. Follow through to beyond the obstacle.
• Driving diagonally = Rollover. Always drive straight down hills or steep terrain. Know your approach and departure angles, the bumper to tyre distance. Some trails will require off-camber driving. In situations like this it’s best to go slow, keeping the tyres in the tracks. Make every attempt to avoid losing attention and ascending up a rock or stump on the up side of the hill. Trucks will tend to slide sideways before rolling over – the tyres will slip sideways a little. Stop if the slide puts you off the edge of the track. If it is clear downhill and a rollover is imminent, immediately turn the vehicle into the slide and drive it down. If that is not an option, and you are going over, turn the vehicle off and hold on to your seat-bottom while hoping that the seat belt works properly.
• Reducing tire pressure will increase traction on gravel and sand. For most 4-wheeling purposes, a tire pressure of 18 to 20psi will be adequate. Highway pressure is another consideration altogether. The tyre is marked on the side, i.e., 50psi at 3300 pounds. In essence, that one tyre could hold my Defender up. Depending on the weight of the loaded vehicle and the size of tyre, a tyre pressure of between 28 and 35psi works in most on-highway applications. Never overlook the importance of reading the manufacturer’s label. The air pressure difference between the front and rear is due to the tyre and auto manufacturers’ experimentation for over/under steer and load variances.
• Cross ditches or logs at an angle so that one wheel at a time goes over the obstacle; the other three help the one wheel to climb over. Dropping the tyre into a ditch or crack in a rock can put you and your truck in a vulnerable position. Sometimes the vehicle pitches and one or more tyres will catch air. Be very deliberate and careful when approaching this challenging section of any trail. Logs can bounce up and catch the undercarriage, so come off these obstacles slowly and carefully. Turn the vehicle at an angle to facilitate the one tyre at a time approach. Be careful not to allow one of the front tyres and one of the rear tyres to get in the ditch at the same time.

One of the most crucial aspects to off-roading is understanding the absolute importance of tyre pressure. Among the most pertinent tyre pressure considerations in regards to summer off-roading is utilizing optimum sand tyre pressure. Optimum sand tyre pressure is a combination of many things, of which truck-owner’s myths are least productive. However, your tyres, their construction methods and materials, what your car weighs, how it is loaded, and wheel width, all play into the sand-pressure tyre formula with predictable results. Why low pressure works, and how to determine your best sand pressure, follows:
It’s a simple fact, which some die-hard truckers still deny, the bigger the footprint, the softer the stuff you can travel in. Boiled down, it’s nothing more than a fact of nature. For those who say skinny, hard tyres are better for snow, mud or whatever, please tell me why they don’t use ten-speed bicycle-type tyres on snowmobiles? Sand rail people and mud boggers know big feet work better as well. With that out of the way, let’s take a look at tyre pressure and footprints.
The choice of tread pattern, otherwise known as your tyre’s footprint, is extremely important to consider during your new tyre decision making process, and especially so if your are fitting your truck for an off-road adventure. Tread pattern should be chosen based on the intended use of your truck. The most popular tread pattern for all around off-road use is a mud terrain pattern.

Naukluft 4x4 Trail

Naukluft 4X4 Trail

The Naukluft 4x4 trail offers you a closer look at nature and the magnificent Naukluft Mountains.

The Namib-Naukluft Park stretches from the Swakop River in the north to the Aus/Lüderitz road in the south and from the sea almost to the escarpment in the east and covers an area of almost 5 million hectares.

HISTORY:
The Namib-Naukluft Park grew to its present size over a period of almost 90 years. In 1907 the area between the Swakop River and the Kuiseb River was proclaimed as Game Reserve No. 3 by the German Colonial Administration. In 1941 the Sandwich area was incorporated into Game Reserve No. 3. This was to protect the guano concession on islands in the lagoon.

The Reserve was enlarged in 1956 to include the Welwitschia Plains, Swakop River valley and the Kuiseb Canyon. In 1966 this area became known as the Namib Desert Park.

In 1968 the Naukluft Mountain Zebra Park was proclaimed with the purchase of the farm Naukluft. This was to protect the endangered Hartmann's mountain zebra. After an ecological survey in 1970 most of the farms forming the Naukluft mountain massif were purchased and later a number of farms west of the mountain were bought to create a corridor so that gemsbok could migrate between the dunes and the mountains.

In 1979 a large portion of land known as Diamond Area 2, to the south of the Kuiseb River, including Sesriem and Sossusvlei, was ceded to conservation. This area, unoccupied State Land, the Namib Desert Park and the Naukluft Mountain Zebra Park were consolidated to form the 23 340 km2 Namib-Naukluft Park.

The further addition of the remainder of Diamond Area 2 and a portion of Diamond Area 1, as far south as the Aus/Lüderitz road in 1986, made the Namib-Naukluft Park the biggest park in Africa. Animals now again roam over this vast area as they did in former years.

ACCOMMODATION & FACILITIES:
The Naukluft camp, in the mountains on the banks of the Naukluft River is small and exclusive. Because there are only 4 camp-sites (no chalets) a reservation is essential.

Visitors intending to go on the Naukluft 4x4 trail must make a reservation for the camp-site if they intend to over night at Naukluft before going on or after completing the trail. There are also a number of guest farms and lodges outside the Park.

GENERAL:
This unique 4x4 trail is on tracks built by early pioneers, who farmed this area for many years. The trail is approximately 73 km long and there is an overnight stop 30 km from Naukluft on the plateau at Tjeriktik.
(Tjeriktik is the Afrikaans name for titbabbler, a common bird of the Naukluft.)

This trail is not only for 4x4 enthusiasts but for anyone interested in nature and wanting a closer look at the mountains, plants, and animals that inhabit them.

Because of the narrow, rocky tracks on the mountain, there are restrictions on certain vehicles, but the trail is negotiable by most 4 x 4 vehicles that have standard track width. Sand or wide, soft-walled tyres are not recommended because of the many sharp stones.

This route is not designed to test your vehicle, but rather to test your driving ability. We ask all visitors to drive slowly and to stay on the track. Avoid wheel spinning, which accelerates erosion. Use the lowest gear on the steep sections. Not only is it better for our road, it is also better for your tyres.


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