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Renault Sport F1 unveiled its new 2014 F1 engine, dubbed the Energy F1, at an event in Paris on Friday.
The timing was rather unfortunate, as the F1 media was on red alert waiting for the announcement of the verdict in the Mercedes Pirelli Tribunal hearing, but the significance of the Renault announcement -particularly the message it contained – is not to be ignored.
Following on from Mercedes, which presented its 2014 engine to selected media at the start of the year, Renault pulled the cover off an engine which – it clearly feels – aligns F1 more with the direction of the road car industry. For this reason it has chosen to align the branding of the F1 unit with its road car range "Energy", so consumers can draw a line from the humble Clio right through to Formula 1, as it explained at the launch,
"For several years, Renault has used its racing know-how to develop fuel efficient engines for road cars, notably its Energy range," said the Renault statement. "The objectives are clear: maintain or improve driving pleasure, vitality and acceleration with downsized engines to achieve lower fuel consumption and CO2 emissions.
"Renault has employed these principles in developing the F1 Power Unit, creating a complete, and genuine, circular development process between road and track.
"For these reasons, Renault has named the F1 Power Unit series 'Energy F1'; clearly illustrating that the F1 Power Unit shares the same DNA as its road-going cousins."
The launch comes after talks between Renault CEO Carlos Ghosn and F1 promoter Bernie Ecclestone, where Ghosn communicated frustration at the lack of promotional opportunity for his company in the way F1 is set up currently.
As for the technicalities of the engine, it is a 1.6 litre direct injection, single turbo, fitted with ERS, the energy recovery system which replaces the unloved KERS units of today. ERS will increase efficiency by
harvesting energy dissipated as heat in the exhaust or brakes. Currently KERS gives a 60kW boost, ERS will provide double that – 120kW (160bhp).
The 2014 engine has two energy recovery units, one which harvests heat exhaust energy from the turbine shaft and another which recovers energy from the crankshaft under braking.
The engines will rev to 15,000rpm, compared to the 18,000rpm of the current V8s. To hear the new 2014 style engine, listen here: Renault 2014 engine sound
Drivers will be allowed to use five units in 2014, the idea being to drop that to four in the subsequent years, to keep costs under control; the initial cost to teams is high, as the manufacturers pass on the cost of development, this is something that has been subject of extensive discussions behind the scenes to try to find a way to cushion the financial impact to teams.
The new engines are remarkable; the maximum power of the new Power Unit will be greater than the
current V8 F1 engines at the same time as fuel efficiency will be significantly improved. Only 100kg of fuel is allowed per car for the 300km Grand Prix, compared with 150 kg typically today. So the new units will use 35% more fuel efficient.
"From next year, one of greatest challenges in F1 will be to maximize energy efficiency and fuel economy while maintaining the power output and performance expected of F1 cars," said Renault Sport F1 president Jean Michel Jalinier. "Renault has pioneered this technology in its road car engine range with the Energy series. Naming
the Power Unit Energy F1 creates an unbroken range, from the Clio through to our competition department."
According to Renault's Axel Plasse the packaging of the engine into the chassis is more complex than with the current V8s, which could more or less be swapped between teams. This hints at the advantage that works teams will have in the new era, where they are able to work with complete co-operation and transparency with the engine makers to optimise the chassis design; teams like Ferrari, Mercedes and Red Bull initially, with McLaren and Honda fitting the same mould from 2015 onwards.
"The Power Unit is much more integrated and central to design, for example the turbo overlaps the gearbox so it intrudes into the space where there was a clutch or a suspension part," said Plasse. "The energy store is also much larger, which has an impact on chassis length, fuel volume and radiator position, amongst other items."
The new F1 engines will change the balance in F1, instead of tyres being the limiting factor as they are today, it will be the engines. The drivers will have to go as fast as possible, while using only 100kg of fuel for the entire race.
"The question then becomes where to deploy the energy in the lap, " says Renault's Naoki Tokunaga. "This season, KERS is used only a few places in a lap. But from 2014 all of the energy, from fuel and battery, is so precious that we will have to identify where deployment of the energy will be beneficial over the whole
lap and saving will be least harmful for lap time – we call it 'power scheduling'. "
Most likely for road cars, Renault will introduce a small turbo engine ala Ford's 1.0 litre Ecoboost and fit it across the range. They can then claim its derived from a single bank of the V8 they race in F1.
They already have, it was launched a while ago and they were playing up the f1 connection even then.
Interesting to see the footnote in the Renault promo about the engine sound. As an avid fan of 3 cylinder motorcycles over the years I do love the (albeit muted) sound of my Ford 3 pot. As a company driver, I have gone back to petrol for the first time in 15 years. Great on cold mornings!
Yes, they could make it a 3-cylinder 800cc, and market it as 'F1/2'. You heard it here first!
You left out the Renault sound clip James. It sounded slightly muted and very smooth to me.
What we will see later is how the teams treat the exhaust after the single turbo outlet, since presumably they can choose a single or twin final exhaust pipe, though I cannot immediately see any advantage in splitting the flow unless it is to utilise coander effect as per this year.
The regs are slightly different next and would make the original Lotus and Caterham exits illegal.
Biggest problem next year will probably be the energy transmission and storage, electrical overheating and fires. But we may see some spectacular turbo fires as well like in the old days. (Remember when the Harrier blew the trade stands and tents over at Brands, that was the last turbo era)
Yeah I was there! Not too sure about this new era though, last time it was unlimited fuel, unlimited boost and unlimited power, this made it spectacular inspite of the crap sound they made(BMW engine had 1100 hp or more! Turbo bigger than a football)
1300 bhp actually, but there were fuel limits, hence several races were drivers ran out of fuel.
Next years exhaust outlets will be too far back for coanda or other diffuser effects. Except if exhaust pressures are harnessed to suck air over relevant parts instead, but that will have a much weaker effect than currently. If fuel efficiency is added to the 2014 exhaust exit positions, then that makes any diffuser effects totally undesirable as these effects are powered by higher fuel consumption.
Please, please, PLEASE can the drivers be given enough fuel to push as hard as they can for a significant portion of the race. Fuel saving in F1 has always been around but I'm concerned by the last part of this report which makes it sound like driving to lap deltas for most of the race will continue in 2014. Only this time because of fuel and energy restrictions rather than tyres. I want to see drivers on the limit!
Yeah, this past few seasons, racing has been dumbed down with funny tyres.
I find the new F1, with drivers each given a cup of fuel to finish races on much more intriguing. This time the uncertainty is firmly whithin the teams control, as against a 3rd party tyre supplier. Having 3rd parties controlling racing factors can easily lead to manipulation (real or percieved).
I agree, I find the new engines fascinating and am looking forward to next year, but I hope the races don't turn into a fuel saving exercise!
Those turbo specifications are hardly anything above Amateur Level of Tunning enthusiasts.
The only high tech part is the KERS unit. But I would have no clue about it's relative advances.
To be honest its hardly fascinating not like the V10 technology of the late 90's and early 2000's, to get an engine to produce 950hp from 3 litres naturally aspirated were unbelievable back then, next year's engines only produce 550-600hp depending on the fuel saving options and the fuel consumption has only improved over the V8's by 35% but the power output has also been reduced by about 30% and thats hardly impressive, maybe 1000hp from the engine with these fuel consumption would be impressive.
Sounds to me that you want the tyres to be better, that is the limiting factor which stops the drivers being on the limit 🙂
The FIA should make the rules for F1 and WEC more similar. Currently F1 limits teams to 5 engines per season, and some teams still struggle. In WEC however there are 24 hour races where the engine covers over 5,000 km without a break; the equivalent of 17 Grand Prix! Pretty close to an entire season on one engine. OK you need them to cover testing, but it's still an improvement.
Audi's engine man Ulrich Baretzky said early last year that he would love to do with gasoline what they have achieved with diesel. I would love to see Audi develop an F1 engine.
WEC is boring and slow.
FIA should drop WEC since it is nowhere near in line with their "road safety" program! It constantly gives the perfect bad example of "safety".
Not that simple, if an F1 team wanted to make their engines last longer they could but they choose to compromise the reliability of their engines for performance.
...so, if someone has a non-functional ERS next year, they might as well retire the car, right?
Normally, yes.
Unless of course it's Lewis. I believe he can drive around problems better than the rest. I read it here so it must be true.
How do you drive around being 160bhp down on everyone else?
The ERS units are twice as powerful as KERS, but their overall effect will be even bigger, given that the basic engine is getting smaller.
Also, remember that from next year most of the torque on turn exit will be coming from the electric motor, NOT the engine... and presumably, the engines will be mapped accordingly (i.e. for torque biased towards medium and high revs).
So, without the electric (literally) torque in the low end AND the extra power in the high end, an ERS-less driver coming out of a slow corner onto a longish straight, would be quite likely to use one or two expletives, as everyone else zooms past...
Its a wind up, Hamilton when just slightly low on fuel or tyres slightly degraded is miles slower even than Rosberg, everything needs to be perfect for him and the car for him to have a good weekend, after all he is only human, no driver can do supernatural things, with no ERS he'll be fighting with the Caterhams if not worse.
Raikkonen continued after being set on fire in a pit stop in 2008. His brake pedal went straight to floor last race at Montreal & finished 9th. He was the second fastest guy on track with a severely flat spotted tyre that eventually tore his suspension off when he was at Mclaren. He's driven in eras where tyres lasted and now with tyres that don't last he's the best on them!--in terms of managing a problematic car for a whole race- I would suggest he is the best
These new ERS engines appeal on many levels, but they are turning F1 into 'test' racing - always reigned in because of some arbitrarily set of rules - where's pure racing gone ?
It will be interesting to hear how these new engines sound - any chance James, of using your contacts to get a recording, to play alongside a current engine ?
If you want to see 'Pure' racing watch F3, Indy cars or WRC at least they can drive to the limit all the time!
...or go karting. Great fun, testing IS allowed and it's quite unusual to hear complaints about the tyres...
....you missed BTCC ....much much more entertaining.
i dont understand why you would show all the other teams what your engine looks like!!
i would of thought it would be kept secret up in till the last minute
i know its probably to late for anyone to copy anything and that the parts that matter are inside but still why give away anything ???? even the smallest thing i would of thought could be something some else has not thought of or to a expert looking at it parts it might give away clues to sum of the features the engine might have
Its only PR - a mockup, or maybe an artists concept done with CGI.
Who says they're really showing it with all the bits they will eventually use, packed in the way they will eventually be packed?
With the engine rules so strict I doubt showing the engine will give anything away to another manufacturer. The location of the turbo is fixed by the rules, as is V angle, bore, piston center distance, center of gravity, fuel pressure, RPM, materials, ECU, fuel flow, fuel quantity, weight, engine mount locations, etc. etc.
It's also probably much too late in the game to change much. The engine is built as a harmonious unit; adding a bit here or there because another manufacturer has it won't improve it. If an engine isn't working now the manufacturer has a huge problem.
i think they know what they're doing. mercedes revealed there's many months ago. i think they know that their secrets are safe and what they reveal are noth worth copying because they're standard issue spec.
kers will be much more reliable and the thermal energy recovery system has to be bullet proof throughou the season. this is where the team which tests the most number of hours will have that advantage.
ferrari are silent with their engine developments.
Thank you James - a positive F1 story!
These engines will give so much more for everyone to work on. It amuses me that so many have complained that the new engines will not sound right and hark back to days of uncapped development.
More power and less weight (I do not know how much the new units weight but I would guess less but with 50Kg less fuel) should give some exciting times. The weight of the car will vary less during the race. With 3000 rpm less, less capacity and exhaust energy used to drive the turbo there is a lot less benefit to be found tinkering with exhaust exit routes - do we know what boost the turbos will deliver?
The limits of physics are being explored more and more. I would like to know more about what this means for the tyres - more extreme power delivery makes them more critical than this year...
The new engines will weight considerably more than the current V8. From F1 Fanatic:
The complete engine unit for 2014 will be heavier than the current design, as director of programmes and customer support Axel Plasse explained:
"The current V8 is 95kg, 100kg if you add the weight of the MGU. This increases to 120kg when you include the ancillary parts, such as the radiators and other cooling devices. With the 2014 power unit, the V6 turbocharged engine will be a minimum of 145kg, plus 35kg for the battery. At 180kg, this is a 80% increase over the current units, plus a further 20kg for the ancillaries such as the intercooler and other radiators.
Ok - I have done my homework now.
I would suggest you re do your sums! If you add the current 35KG KERS battery to the 120KG you get 155KG. The new total power unit inclusive of greater capacity batteries is 145KG. In other words the complete power package will be very little different to the current units - and certainly not 80% more!
More importantly there is no mention of any change to the total car weight. At the moment they are required to complete the race above 620Kg plus enough fuel to run and give a sample(raised from 605 Kg to encourage KERS). This means at some races this year the cars must be hitting 780Kg. With next year only allowing a fuel consumption of 100kg the cars will be starting as close to 720 Kg as they dare.
At the very least this is 50KG less fuel carried for half the race distance. The suspension geometry will not need as big a differential capacity - although with aero loadings this is far more complicated than that. Early and late race lap times will be less varied - and may be as close as in the refuelling era.
The min weight (dry- no fuel) of the car in 2013 is 642kg. Given it takes 2-3kg to complete a lap. Means the car must be 645kg when they finish a race! Not 620.
Given the cars will carry-55 to 60kg less fuel it pretty much cancels itself out. Also the new power units will have more torque so it will manage heavy start conditions a bit better. What will be super interesting will be how they handle, aero packaging,suspension, heat management and yes you guessed it tyres.
Jonathon, did you see the quote marks? I simply quoted the director of programmes for Renault. Tell him to redo his sums.
The complete engine unit for 2014 will be heavier than the current design, as director of programmes and customer support Axel Plasse explained: (see above).
Also, minimum car weight from the 2014 regulations:
4.1 Minimum weight :
The weight of the car must not be less than
at all times during the Event.
Very interesting insight. Thanks! (and btw very refreshing after testgate)
Couple of questions here:
1. With the max power and torque greater, why does this change the balance towards the engine as the limiting factor? Shouldn't it be the other way around (unless the tyres get much more 'durable' to overcompensate this change?
2. As to the last paragraph: is the ERS energy limited to a certain duration over one lap? Or can the driver use all that's in the battery? I would find the latter much more natural, cause it's a battle of technologies and the outcome would in fact be applicable to road car development in the form of more efficient power trains.
I find it intriguing that after shortening the available fuel by a third the manufacturers come up with stronger engines. Illustrates that F1 does not any more apply up-to-date technology.
My understanding is that Pirelli wont be messing with the tyres for 2014. They believe that the teams have enough on their plate without the need to unravel tyres. I read it somewhere but don't recall where.
After all the BS they've had to catch this season F1 will be lucky if they stay.
1) Unless Pirelli are allowed to develop the right compound tyres, they will still be the limiting factor. But it is likely (if they are still the supplier) that they will make them to last longer. However without the use of current vehicles (of still much less torque then will be used next year) it is going to be very difficult. May need to be bigger sized wheel/tyre next year. May need big change after season starts.
2)Take a look at Appendix 3 in the 2014 Tech regs. http://www.fia.com/sites/default/files/regulation/file/2014-F1-TECHNICAL-REGULATIONS-111212.pdf This is a diagram giving all the answers.
3) The engine is used less, but more efficiently, as energy normally lost in exhaust gas is used to drive the turbo and high speed MGUH will be used to recharge the "battery" This is in addition to the MGUK we already have.
2) If I understand the regs correctly, you can apply a maximum of around 33 sec of 120 kW per lap from the ERS (if the other constraints like battery load etc. allow to do so)
3) I understand the advantages of the new engine construction, I'm just saying that the new engines are far more efficient or the old ones are extremely inefficient by todays measures (b/c the rules didn't allow efficiency in the form of turbo/ERS, etc.)
Thank you James. Have you heard anything about Ferrari's power unit? When should we expect this to be unveiled?
And finaly, now that Renault unveiled their power unit, how does it compare to the one Mercedes have?
Easy. Following Renault's logic in reverse, there's already a Fiat Panda with a turbo-charged, 800cc engine. Put another bank of cylinders next to it, re-work a single turbo for both and hey presto, you're done!
No wait, that fiat engine only has 2 cylinders... nevermind!
the mercedes engine looked a lot slicker, neatly packaged. the renault's looks a mess compared to the merc's but the performance may tell a different story.
I agree the Mercedes unit looks more compact but also significantly taller. This might be far more important when it comes to centre of gravity on the Renault unit.
a taller engine can have a lover center of gravity simply because its mass concentration is lower. the box on the engine block is mostly plastic. am sure they'll all stick with the regulations anyway.
Per the 2014 regulations, Section 5.4.2:
The centre of gravity of the power unit
may not lie less than 200mm above the reference plane.
I would wager a huge sum of money that every one of these engines has a c.g. at exactly 200mm above the reference plane.
Why do they need an airbox, unlike the 80s F1 cars??
they want to get the air from the lowest temperature possible.
if i was an engineer, i would point the air intake vertically upwards to catch the coolest air.
Ah - now I understand! You want a different definition for vertical. You want a vertical air inlet that has a lower front edge... which most of us would take to mean it had a cross sectional opening when viewed from the front. A bit like a current air box opening once refined...
Formula one cars want cool air for many things including brake cooling ducts, water and oil cooling radiators and once even for "f ducts". All air entry points want cool air, and all are optimised for the most gain from the least cost in terms of drag. I very much doubt current cars would have their air boxes where they are if it were not for the requirement to have their roll over hoops.
good morning jonathan, i am sure I'd ask you if I wanted anything from you.
the air box for f1 cars has not always been in the position it is and until recent years, aerodynamics has been severely scrutinised, air from the air box opening wasn't used for cooling. break cooling became crucial when with the use of carbon discs and pads. take a look at pictures of older cars and you will notice the difference.
these turbo cars have a roll hoop and their air boxes are not in the same position nor do they have cooling vents for their brakes. the brakes are fully exposed with very little to obstruct them from head wind.
I made no suggestion that ram pressure from the air box was great enough to do away with the turbo - but it is a positive pressure as opposed to a negative pressure created by a vertical intake. The turbo and intercooler only increase pressure - starting from a naturally high pressure will always help. The last thing any sensible engineer would do would be to start with a deficit!
Taking air from under the car would only be a problem as Rich C points out. If the air was clean it would work well by increasing the pressure differential and, therefore, increasing downforce.
Whatever the chosen solution the number one priority is to deliver sufficient cold air to the engine. If vertical inlets were the best all cars would already be using them ... and I haven't seen them since they started using covers for rear engines.
we have all seen f1 car engine air inlets at the highest point on the car because that is the best position to get the coolest air. if the regulation allow it , a vertical intake with a lower leading edge would supply the engine with the coolest air.
you have every right not to accept a concept you may not understand.
That would be disastrous! The air box helps drive air into the engine. A vertical air intake would be like a spraygun - in other words it would suck air out of the engine! It might help aerodynamically but an engine without air is going nowhere.
I have actually been wondering if there is any benefit in taking the air intake from under the car as this would increase downforce. There is a lot more to learn about fluidic switches .
Even with a smaller capacity the turbo will need more air than current units (except when it comes to the lower rev limit). Cooler air is about getting a greater mass into the cylinders which is why turbos have intercoolers.
Taking air from under the car would probably suck up lots of plank dust and marbles!
if the ram pressure were as high as you suggest, then the engines will not need a turbo charger. fact is, the turbo chargers such a lot harder than ram pressure. the cooler the inlet air the higher the end mass of air entering the engine after negociating the turbo and intercooler. the higher the mass of the air the more fuel can be injected for combustion.
a vertical inlet will therefore not be dissaterous as you put it.
taking air from under the car will be disasterous for engine performance.
And here's what the Renault sounds like!!
Sounds like a household mixer grinder that's grinding cummin seeds at different speeds...really not that cool 🙁
Would have been nice to hear it through to downshift, be interested to hear where the turbo vents with all the ERS.
I sincerely hope not but thanks for the link Jarv.
terrible. There's no high pitch! :((((
Oh dear, hardly musical is it? Okay, it will be loud but it doesn't really sound exciting does it?
I can see the new engines being a disaster for F1 in 2014, forget tyres - the drivers will be fuel saving and driving to lap times from the start, only if we get a safety car will the cars be able to race nearer their potential.
I am also really concerned that one of the three power plants will be significantly better than the others, relegating 2/3 of the grid to a second division, and the extra costs will push some teams off the grid.
The current engines are pretty equal over the season and have served F1 well over recent seasons.
I totally agree I think these engines are completely pointless and sound awful, the signature sound of high pitched F1 engine is a thing of the past, also only 570hp from these things? Its like a kids toy compared to the past formulas, more yawn moments next year when fuel saving becomes the norm.
The more I read about this new era of F1, the less I like it. I think there is a market for a rival series that goes back to 1997 technical regulations using current technology speeds could easily match current F1 speeds at a fraction of the price. This power scheduling idea is the straw that had broken the camels back for me. I have been to Monza twice, Monaco, Montreal and going to Silverstone next week, and a VERY large part of the experience if the engine noise. This Renault engine sounds like a Le Man LMP1 engine
Have you heard the Toyota engines (Both on the TS030 and the Rebellion Lola's), they sound glorious.
Ah yes... and bring back the full 2 metres' width we lost after 1997, too. Those extra 200mm made a big difference around Monaco, didn't they?
they'll soon recover engine from the sound of the engines rendering them mute.
kinetic energy recovery system plus
thermal energy recovery system plus
sound energy recovery system.
with engine capacity reduced to 1litre.
that will be more like it.
These engines are not advanced. There's nothing new. They're simply reacting to the trend of smaller displacement turbo units in road cars. They might be closer to a production engine but whether they can actually get any benefit out of that is doubtful -- difficult thing to market for Renault too, bandying the term "Energy F1" around isn't going to do much.
I'd guess that F1 has looked at Audi's success in sportscars and wants something similar. Only issue there is that prototypes are always going to be more road relevant (not something F1 should be interested in) and promoting individual technologies can only work when the competition is using something else!
This is an expensive change that seems ill-thought out from start to finish.
I don't know what you're expecting. The combustion engine hasn't changed since it was invented. Yes it's a reaction to road going small turbo engines, but it's a fact that they'll nobody to make F1 engines otherwise. It's not an altruistic act.
Anyway, I understand these engines use some tricks re. turbo lag that could be relevant to road engines.
It's not a question of expectation, I'm well aware that scope for genuine advancement of ICEs is small -- albeit Koenigsegg's "free-valve" system sounds groundbreaking -- but the change for 2014 is of huge cost to the teams and what for?
Yes the ERS from the wastegate sounds interesting but the possibility of turbo lag on a V6 revving to 15k makes me question the turbo design, why not just use a supercharger? Audi have raced their VTG design at Le Mans and transitioned it to their road cars, I don't see this ERS doing likewise.
I'd prefer seeing them switch to hydrogen ICEs; no emissions for PR, not expensive to modify the engine block and could help develop the technology e.g, hydrogen's lack of lubricating quality.
@iceman, Koenigsegg have a Saab 93/95 demo vehicle that proves the technology, the issue is cost. Given that engine's are getting more and more electronically controlled, free-valve makes sense -- chuck in the potential for forced induction via the pneumatic system and I think that it's worth talking about.
I mentioned it here because F1 already uses pneumatic valves and free-valve sounds 100% more interesting and forward thinking than the 2014 engines.
I'm not sure what's groundbreaking about Koenigsegg's valve system. Lots of car companies have done work on camless valve systems, but they have not made it to production so far. Which as I understand it is exactly where Koenigsegg's camless system is too.
That way F1 accidents will not just be spectacular but 'explosive' too..
I do however agree that with this change, at least for now, F1 may have to learn a bit from road car engines before it being the other way around.
I hope "power scheduling" doesn't turn into drivers cruising half the race to save fuel and power, rather than actually racing...
In reality this announcement from Renault is much more important than the faux justice supposedly being dispensed by the FIA tribunal upon Mercedes, a short distance away in Paris.
Despite a lot of negativity within Motorsport generally about electrification of drive trains, like it or not vehicles with batteries as key components of the drive chain are here to stay and be more prevalent in the future across a wide range of vehicles, from refuse trucks and city buses to small private EV's and outrageous hybrid supercars.
So from an engineering perspective Renaults commitment to electrification and hybridisation is highly commendable. While the link to road cars is very important with regard to promoting true sustainable and energy efficient behaviour across the general population.
It's a pity then for Renaults sake, that the perception of their brand from all the key attributes necessary to invoke passion, engineering excellence, innovation and quality is so sorely missing from their current range of cars.
They do make quite a few direct-injection diesels, though... and in terms of outright energy efficiency, you do know which one actually wins (hybrid or diesel), right..?
Hybrid diesel (he says watching Audi winning Le Mans again)?
Now that was obvious, wasn't it..? 😀
To be clear, I'm not against hybrids, in fact I'm quite happy with the new regs, because after blown diffusers, DRS and all the other stuff that can't possibly be of ANY relevance to road cars, this is something that 'might' one day be useful to you and me...
Not unless we see another revolution to battery technology, though. Ultimately, that is what this and Formula-E are all about.
Now that is a seriously nice looking engine.
35% improved efficiency but with more power than this year? That level of technological capability is what keeps F1 ahead of the game.
More power than this year? Are we sure about that? OK the ERS produces more power than KERS (and for longer), but how much power does the actual combustion engine lose, compared to what we have now?
I think its been stated the power units (engine+ERS) will have at least the same amount of power as what we currently have, and with more torque at lower speeds. I think it was one of the goals that the cars aren't slower over a lap than this year.
I think Spyros has a point there. The 33 seconds of ERS is less than the time they currently spend on full throttle even at Monaco, and not much more than half the full-throttle time at Monza. With the lower rev limit, the increased crankshaft torque is not going to be seen by the wheels unless they gear the cars for considerably lower top speeds.
They will have the same (or more) power than this year, WHILE THE ERS IS DELIVERING POWER. That will happen more often than this year, but not over the whole lap. In full-throttle fest tracks like Monza, expecting lap times to stay at current levels seems unrealistic to me.
I really hope I'm wrong, though...
You can listen to the engine's sound on their website:
It might not be the brightest idea, given how many people have owned Renaults road cars and cursed their risible build quality.
I'm sure watching Senna "Power Scheduling" his laps around Monaco would have been inspiring. Can't wait for next year, it's going to be great!
Like many other fans, I am being slowly put off the sport by the continually increasing technology bans in F1. However, I do have a positive suggestion to re-direct some of the hard-won sponsorship dollars in ways more meaningful to both sponsors and fans alike.
It seems to me that the bulk of the dollars spent by the teams goes on aero development, most of which can only be seen at close range,and also has little relevance to most sponsors. I would suggest getting rid of ALL the current aero rules, and replacing them with a single rule that says
"The total downforce exerted on the car, at any speed and in any configuration, shall be [insert a figure here] kilograms."
I would suggest a figure equal to the maximum weight of the F1 car for the particular season. This level of downforce should be achievable pretty well straight off the drawing board with the curent level of knowledge of most teams, and stop the hugely expensive aero development currently done by all teams throught the season.
It should save a great deal of money, which could go towards development of the various parts of the cars which have much more relevance to car manufacturers and other potential sponsors (and fans), and the re-introduction (un-banning!) of many technologies not currently allowed. With the reduced downforce also giving reduced drag, there would be less disturbed air upsetting the car behind, giving the drivers more chance to overtake, without the rather ridiculous "blue flag" drs rule currently in vogue.
It doesn't seem like you really understand how aerodynamics work. Your suggestion also doesn't prevent teams from spending a lot on trying to gain aero advantages at lower speeds. And on top of that, do you REALLY want slower F1 cars?
This wont help
Teams will still send money on aero development. They will send up on making the aero more efficient. Less drag same down force.
Better if the rules get rid of all the aero appendages on the car. 1 plain front wings, no gills on rear wings. get rid of all the suspension aero. Make the care look clean again
But then F1 cars would then probably be even slower than they already are....and we have enough complaints about that aspect!
Well, we know you have limited technical knowledge.
Downforce squares with speed and since F1 cars don't travel at constant speed it makes your suggestion completely unworkable.
This also shows how little most peolple about know about aero. It's not all about how much downforce, drag or turbulance that the cars make but the way it's made. I've often said if F1 switches back to ground effect it would make for better races whithout unecessarely simplifying the cars. Of course the problem is preventing the cars getting dangerously fast as the amount of downforce that could be produced would be rediculous.
Regarding 'how little most people know about aero' – which is what I think you meant to say:-
1. I guess what KenJ meant to say was the "maximum down-force exerted, regardless of speed".
2. It's amusing how many times small 'important' pieces have broken off the front wings of competitors' cars with little or no effect on their lap times. Even the experts' knowledge appears to have its limits.
Hi Andrew- re. your first sentence, yes I would be the first to admit there are many things I do not yet know, and sadly, many I
never will know- with the best will in the world, life is too short to learn everything- but I can assure you I have been giving it
my very best for the last 64 years.
Your second sentence, first statement. Yes, it does indeed follow a square law- in a perfect world, Lift (in newtons) = Cl x
1/2rV^2 x S, but of course it is much more complex for an F1 car due to all the bits hanging in the breeze from the basic lifting
body which affect the air flow in an exceedingly complex manner.
The second statement- yes, F1 cars do not travel at constant speed, but that in no way invalidates my proposal. It is a trivial
matter to establish the appropriate maximum speed of the cars, add a margin for error, then use that as the test speed in a wind
tunnel to establish the total downforce on the cars.
Re. your comment on ground effect- like the current wings, etc, it does make for fast and furious racing, but it also has the same
problems as the current aero development. The development of aero has a quite narrow market when it come to sponsorship and the
marketability of the data. The main thrust of my idea is to enable development to be channeled in to areas that are more marketable
to sponsors by being relevant to their day-to-day business.
Something tells me Phillip Morris don't sponsor Ferrari so that the team can help them make better cigarettes. I'd say the sponsors don't give a toss about the marketability of aero data or suspension kinematics, nor do any of the team members give a damn about the day to day core business of their soft drinks sponsor.
I want development to be channeled into making cars go faster, the essence of Formula 1, and if the teams want to find a way to apply and sell off any of their accrued knowledge, practices, techniques, technology or whatever, then they can do (see McLaren Applied Technology).
My suggestion is aimed at improving the spectacle of F1 without dumbing it down to the level of a spec series.
"The total downforce exerted on the car, at any speed and in any configuration, shall be [insert a figure here] kilograms."
Very sensible.
Just doesn't sound like F1 to me. YES I KNOW they used to use turbos back in the day. But that Renault engine sound given just leaves me feeling a little hollow to be honest.
I agree. Sounds droning and boring. Sounds like a GP3 car or something.
Quite like the way that sounds, Kinda similar to the current Indycar V6 Turbo units although the F1 units will rev higher & have the ERS.
Also bear in mind that the sound was recorded on the dyno, When out on track actually been driven it will likely sound even better.
I think we will hear a lot of bitching from people in early 2014, But once the racing starts Im betting a lot of that will die down. I remember the same back in 2006 when the V8′s came in, It was the death of F1 & people were never going to watch ever again because of how crap the cars were going to sound.
All that talk soon died down when the racing started & now some of those same people think the V8′s they protested about 7yrs ago should remain.
I didn't like the V8's when they were introduced and I'll be glad to see them gone. They may have 750hp but they have minnimul torque (I think in the region of 200nm, road car levels) making them gutless, something that the turbo's will definitely change.
People will complain, it seems to be the only thing some fans like doing these days regardless of what happens.
Based on the power figures Toyota admitted for their old V8, torque at peak power would have been 277 Nm. Some sources say peak torque was 290 Nm. The current engines will be a bit more I think, despite the so-called engine freeze.
The upper limit on torque output is pretty much set when you choose the displacement, aspiration and fuel. Changes in number and configuration of cylinders will make minor differences.
A really good 2.4l normally-aspirated road car engine might get you something like 250Nm I would think.
It would have been the same with the 3.0l V10s, they would have made something in the order of 25% more torque than a good 3.0l NA road engine.
+1 Andrew. Agreed!
Torque will definitely increase, but most of it in low revs will come from the electric motor... unless, of course, the ERS package has a malfunction, in which case you might as well park the car.
What's the engine size of those Indy V6s?
2.2 litres.
The pitch is a tad lower and less agitated (shame), but we'll get used to it.
Take note though, that the sound Renault released is purely synthetic, they wouldn't want other teams locking their nerds and cloacked spooks in dark rooms doing audio analysis to reverse engineer their hard work.
James what will a team do if one or both of their cars has non functioning ERS?
If that actually happens, the ERS will be coming from the engine supplier...think about it 🙂
Wait until that Felix bloke rolls out the safety car, and hope you're faster than him.
I dont know if the sound of this engine on the links is genuine or not but it does not do anything for me, far too "normal" not earth shattering like the current engines. I really hope that when the teams put their pipes on they can do something that not only improves the power but the noise too.
I concur, it is not F1 at all. Ask ANYONE who goes to a Grand Prix and they will ALL tell you that the screaming, earth bending, ear bleeding noises of an F1 engine is one of the major reasons for their attendance.
If the engines are going to sound like that preview we've seen, we should all take a chair and go sit next to our local motorways and we'd get just as much enjoyment out of it.
I go to Drag Racing only to see TOP-Fuel cars taking of the line. I would recommend this experience as a must have in ones live.
Same applies to F1 cars, otherwise they become impotent toy cars, what the IndyCar is right now.
Any truth in the rumour that Pirelli will ditch F1 for Le Mans next year?
And that they plan to call it Le Mans 2.4 hours instead, to compensate for the tyre degradation?
Don't worry, Pirelli makes tyres for other competitions and have no problem making them last. Which is why it's so weird that they're not leaving F1!
Can't blame Pirelli mate, Formula 1 has treated them like absolute crap! I wouldn't be sticking around if I was a business like Pirelli.
Me neither. It would be 'fu F1, and the horse you rode up on."
I just hope the limited fuel does not put drivers off pushing and attacking hard because they could face the prospect of running out of fuel before the end. I think we have all had enough of seeing drivers race to a lap delta that is set by the pit wall to manage the tyres, I hope they can push like hell, or alternatively, have 10 extra kg of emergency fuel and add a pre-determined amount of time to their final race time for every 100g of extra fuel they burn. Would add a great strategy twist. Would be fun tho.
A lot of you seem to be worrying about this, but what you are forgetting is that right now they don't start with enough fuel to actually finish the race at full speed, meaning that they already have to go into fuel saving mode at some point during every race (usually during a safety car).
Fair enough in 2014 they'll be starting with less fuel, but with any luck these new fuel efficient engines will eliminate the current fuel saving so that they can go racing...but we'll have to wait and see.
Frankly right now the tyres are still the limiting factor.
Call me old fashioned, or just old, but to my ears this engine sounds like a mildly souped up 1970s road car. A F1 engine it 'aint.
Bring back the Matra V12, I say.
You haven't lived if you've never heard one of those at full chat along the Hanger straight !
The 1st time I live heard a F1 car as a child I remember tears were coming out of my eyes and instantaneously I was a F1 fan, after listening to the new renault F1 engine I was crying again...... 🙁
'power scheduling'. Great, so if we're not managing tyre degredation, we're going to be managing a very limited supply of fuel and battery power. I heard an interview with Allan McNish this week, where he thinks that the endurance cars are being driven flat out more than f1 cars are. Something is very wrong here people.
Next it will be my "nap scheduling" ... yawn
I'd like to see BMW make one of these babies
I have not jumped on the "it'll be terrible sound" band wagon, mainly because it was Bernie E that introduced such a silly notion. Because I always assume everything he does or says is for potitcal manoeuvring I just disregarded any nonsense about the new engine sound losing F1 fans from him or media on his payroll.
But I must say, that sound clip of the Renault engine sounds really terrible. It's ust not F1. No urgency, no ear trauma and I don't anticipate ear trauma live to be frank. There is no aural sensation to overwhelm me.
I don't think it's the displacement or configuration though. I think its the rev limit maybe. The 80's turbos were great, the V12 atmo's were great, the V10's of the 1990's early 2000's were just spectacular. There have been various engine formula's that were captivating. The V8's today are pretty good too.
I hate to say it, Bernie might be right. Maybe give them more engines over a year so they can really turn them up and flog them more at closer to 17,000 - 18,000 rpm. Make them quicker reving. And let them use the fuel they need to get them going. I really think its the revs.
"So the new units will use 35% more fuel efficient." This sounds incorrect ?
James, from news I read smaller teams are are very concern about the rising cost for the turbos. Do you think there will be less teams and the 3 cars per team which was mentioned before.
How long will drivers be able to use ERS for?
So they will not be going as fast as possible, they will be driving around conserving not only tires, but also fuel and battery life. Why not also remove the water bottles from the car, that will save weight and fuel and promote human evolution of more water efficient drivers. Then they can drive around conserving human energy and sweat emissions also. After that they can introduce a combustible human exhaust gas recovery system and feed them only soybeans, which will further reduce team costs.
This comment was pure awesomeness. +1
The Renault engine sounds nothing like the current F1 engine more like a wasp. They seem to be determined to wreck every aspect of F1 racing with duff tyres now we have the exciting sound of an F1 engine about to be a thing of the past if your sound byte is correct. This is engine manufacturers using a supposedly "sport" to develop road car engines. Will not be worth watching at all before long.
Agree with you, but on hindsight we witnessed Ayrton Senna at his peak during the turbo era. Just hope racing will even be better and maybe we'll have to get use to the wasp.
software employed by branders to "manage" drivers
James, you've heard the 2014 power units from Mercedes and Renault now, can you tell an audible difference in their sounds? If so, which one do you prefer?
I don't know what you're all moaning about, I think it sounds great. Ok not as great as a V10 or an old V12 but anything is better than those horrible horrible V8s we have had to endure for the last 7 years.
I am concerned to read how much the engines are regulated though, looks like they will all be various shades of the same colour as they are now, no doubt all making exactly the same noise, I miss the days of being able to identify a car by its sound.
The unique sound came more from them all having different numbers of cylinders, different firing orders, vee angle etc. You'll only get that again if it goes to a free-for-all which isn't happening anytime soon!
I'm going to wait until the engines are running in a car at full speed before making a judgement. I was pleasantly surprised when I saw the Audi/Peugeot diesels at Le Mans for the first time about how effortlessly brutal the silence was as they went past, made the Corvettes seem like little shouty ants!! Yes I do mean a brutal silence!!
Fuel flow is fixed and cannot go higher after 10.5k rpms. The ice power curve from this point to the 15k redline will be almost flat, slightly decreasing due to mechanical losses increasing. Due to this, I will be surprised if any engine will ever see the redline limit. Also, teams may actually have to use engine braking to charge the batteries rather than overrun the ice since the fuel weight is capped.
Hi James,
in recent years we've seen Redbull aligning themseves more closely with Infiniti, do you think we could soon see them with an Infiniti motor instead of a Renult?
You should be a part of a contest for one off the most useful websites on the web.
I'm going to highly recommend this site!


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We Came, We Shopped, We're Ready for Cocktails Martini Shaker
They have no work, nothing they have to do, and their schedule is entirely empty. Will they be bored? Of course not! Because they know exactly how they enjoy spending their free time. Mix a drink and enjoy themselves.

subset: commoncrawl


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Night Photography At Crater Of Diamonds State Park
Learn how to take pictures after dark!
Additional Information
For the first time, the Crater of Diamonds State Park will host a night photography workshop at the park on Aug. 17 from 7 – 9:30 p.m.
Capturing digital images at night can be both challenging and fun. Interpreter Waymon Cox will present a program on "how to do it," and then class participants will try out their newly acquired skills. Deadline to register is Aug. 10.
Cost is $20 per person, including a $10 registration fee that must be paid by Aug. 10.
For more information about this program, call Margi or Waymon at (870) 285-3113 or send an email to firstname.lastname@example.com or email@example.com. Also, look for regular daily programs on the events calendar feature of the Crater of Diamonds website.


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Aaron Leech
Duwayne''s Greenhouses, Hudsonville, Mich.
Job Title
Head Grower
Directs team of assistant growers and production crew for large root and sell supplier; Proficient in advanced greenhouse technology and trains staff on equipment use; Participant in Michigan State Universitys College of Knowledge program.
Helped lead a group of students from his church on a mission trip to Alaska. Hobbies: Enjoys late model short track racing and even served on the pit crew at Five Flags Speedway in Pensacola, Fla. Favorite movie: A River Runs Through It. It has a great moral about life and how they turn to their love of fly fishing to escape the troubles of life.
Fun Facts
You might not know: Aaron is an Eagle Scout


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Dive Against Debris - October
We had two dives today at Princess Bay within the marine reserve. There was not a lot of rubbish underwater or on the beach today which is great.
We did find the following underwater:
1 coke bottle
1 dive knife
1 spark plug
1 cat food package
1 numbered tag
2 cable ties
3 pieces of rubber
& some rope - from a old net?


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March 13, 2003
Check out what AALL's candidates for vice president/president-elect had to say on some of the most pressing issues law libraries face today.
Timothy L. Coggins and Victoria K. (Tory) Trotta shared their views on the direction and evolving nature of the law library profession in an interview posted on AALL's Web site. They talked about the important issues law librarians will face in the next five years, such as providing legal information in a timely and efficient manner and securing adequate resources for AALL to provide education and training. Coggins and Trotta examined how to promote law librarianship as a viable career choice to students as well. They also explained how they work with legal researchers who tend to rely exclusively on online resources.
To read the interview in its entirety, please go to http://aallnet.org/board/03_board_candidates.asp.
The AALL Executive Board thanks both candidates for participating in the interview.
Member Login


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Question #1
wendymadre asks: I want to plant a sidewalk strip garden for my sister in Saint Paul, Minnesota, Zone 5A. She used to have a garden there that attracted butterflies. She'd like that again, but has concerns about bees, as her husband is allergic to them. Are there flowers with long enough "throats" that the butterflies can steal the nectar, but the bees don't bother with them?
sallyg answers: That's a deceptively tough question. Bees visit flowers to gather pollen and sip nectar; butterflies visit flowers to drink nectar. Butterflies also visit certain plants and trees to lay eggs. A number of books and websites list good butterfly plants according to the larval food or adult food quality of the plant. Bees will surely use some of the same flowers for the nectar.
Here is one site listing of butterfly plants
And here is a lengthy list of species used by North American bees:
I suppose you could cross check the two lists and see if you can come up with butterfly plants NOT on the bee list. However, there seems no way to guarantee that bees won't visit the flowers in your butterfly garden.
Here are a few suggestions based on what I've read:
Grow plants as butterfly larval food sources and hope to see butterflies as they search for egg-laying sites. Cut off the flowers of those plants before bees find them. Enjoy watching caterpillars as they grow and change.
Mulch the garden so bees do not visit looking for bare dirt to use in nest building.
Avoid large patches of one kind of flower.
Add a shallow water dish, or muddy spot in the garden, as a place for butterflies to drink.
Keep your flowers away from walking areas but in a spot you can view from a distance using binoculars.
I know there are valid worries for some people about the presence of bees. My personal observation is that bees are so busy when visiting flowers that they don't notice people nearby.
melody adds: Nearly all bees will ignore humans when nectar flowers are around. Most stings are the result of inadvertantly trapping the bee where it can't escape. Still, it is a concern and a real danger for people who are allergic. The theory of using deep throated flowers is a good one, but some bees simply chew a little hole in the base of a tubular flower and never miss a beat. They bite the base off of my coral honeysuckle blooms all the time. I rarely see bees at my marigolds, and you can always use annual plants with interesting foliage such as coleus or caladiums. Sprinkle some of them through the bed for a cheerful border and include a few butterfly magnets such as zinnias to round things out.
Question #2
michigan420 asks: A purple and white garden is my goal. Light, deep, medium purple but not blue! As I order most of my Iris and clematis from catalogs, I am puzzled by purples being lumped into the "blue" category! And what color is orchid? I recently planted "True Blue" dwarf iris and was delighted to see it definitely was a very pale lavender, and not blue. Photos don't always differentiate a blue from a purple...so is there a buzz word I need to look for to distinguish blue from purple? And then there is the problem with changing color...by season 2, Crystal Falls clematis turned to sort of a dull pale magenta. Can soil additives help keep the desired color as with hydrangeas? Many thanks to anyone who can help me with this!
carrielamont answers: Fortunately and unfortunately, color is subjective, and only defined in the eye of the beholder. For instance, we were planning some indoor painting projects, and one was to choose a more neutral color for our ORANGE bedroom. My husband said, "Oh, can we FINALLY paint the bedroom something besides PINK?"
But back to purple and blue ... I desire a blue garden, myself, and would be irritated if an iris named "true blue" turned out to be lavender! I have yet to find a magic code word -- I would have thought "true blue" would be the bluest of blues. I order blue plants that grow purple! So my recommendation is to plant new plants in containers or in a separate trial area until you find out if the color suits you. Or maybe find a friend who likes blue but not purple. Color is such a subtly finicky thing with some of us, myself included. Good luck with your purple and white garden.
melody adds: Color is affected by soil composition, but each plant responds differently to the trace elements available. The good news is, there are far more purple flowers than blue ones. The color blue is the 'Holy Grail' in some families of plants. There are no blue tulips, roses, clematis or daylilies, despite the wishful thinking of many breeders. Many gardeners seeking blue are snagged by the optimistic naming of their favorite type of plant. Carrie's suggestion of a trial bed is a good one and selecting your plants when they are in bloom is also foolproof if you are lucky to stumble across something in your travels.
Question #3
ogon asks: The I live in Paradise, California, and in 2008 the area was ravaged by a massive wildland fire, the Humboldt Fire. Plants have been slowly growing back in the burned areas since then, and this year I have found something interesting. Driving up the Skyway into town, the south-east side of the road above Lookout Point, that was completed obliterated by the fire in 2008, is now almost completely covered in small plants and shrubs, including a huge amount of California Pitcher Sage, Lepechinia calycina. I don't even remember ever seeing any Lepechinia calycina in the area before the fire, let alone how much is now present. Literally more than half of the plants in that area are now Lepechinia calycina. I am wondering if this plant, like so many other native plants, needs fire for propogation? I've tried to find out through Google searches on the subject, but haven't found much. area in question was foothill chaparrel before the fire, and what has come back so far, that is visible from the road since there are no trails, is mostly Pitcher Sage, Calfornia Bay Laurel, Toyon, Ceanothus, Wild Grape, and smaller plants. Just something that has peaked my interest recently :).
Kelli answers: Many California native plants become especially abundant after fires, as you know. Also, you know that some plants need the fire in order to germinate. The heat or sometimes the chemicals in the smoke, weaken the seed coat and allow water to enter and germination to begin. However, not all plants need the fire itself. They are responding to the increased sunlight and space of the newly opened area. Though I am not certain, I think that Lepechinia calycina would fall into the second group. We do not have that species in my area, but we have the similar Lepechinia fragrans. This past winter I saw many seedlings coming up in an area that had not burned since circa 1994. They were coming up in a cut along a trail, where there were few other plants to compete with them.
It is fascinating to watch the recovery of the chaparral after a fire. In the first year or two after the fire, there were probably a lot of lupines and various poppies and mariposa lilies in the area. Now perennial shrubs are taking over. If they are native to the area, you will probably see a lot of bush poppy (Dendromecon rigida) and bush mallow (Malacothamnus fasciculatus). As time goes by, the ceanothus will crowd out these and a lot of the pitcher sage. Within roughly ten years, things will look pretty much as they did before the fire.
Question #4
Lester43 asks: Why Are My Burgundy Cotton Crepe Myrtle Flowers Pink? I thought they where supposed to be white. Could the company have shipped me the wrong plants?
sallyg answers: According to other Burgundy Cotton owners who have commented in PlantFiles, these have flowers with a light pink tinge. The pictures they've posted show, to my eye, white flowers with only the faintest pink tinge, though the closed buds are pink. If your flowers look definitely pink though, then a mistake may well have been made. There would be a number of chances for human error to occur in the labeling during the propagation and packing of a nursery plant. I hope the source showed you a realistic picture of what your plant was to look like when blooming. If your crepe flowers are distinctly different, then you would seem to have a valid complaint. Best take a picture of the offending blooms so you can support your complaint even if it takes some time to resolve. Good luck!
Remember, if you have a gardening question that you would like to suggest for this feature, post it here. Our writers and admins will handpick a few of your questions and answer them in an upcoming Ask-a-Gardener, one of our Saturday morning features. Other questions may be moved to one of our other forums so your fellow members can help you.
A special thanks to member 'bishopofbattle' for the image of the Burgundy Cotton crape myrtle.


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Just For Fun, Let's Watch This Woman Swallow A Whole Stick Of Butter Together
Things are always butter together!
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I said let's watch it, not let's talk about it. Who would want to talk about this? This is terrible. Goodbye.
Well. OK.
I GIFed it. You're welcome. I'm sorry. No more words. Just regrets.
From: Cosmopolitan


text:
The no-loss offset provision and the attitude towards risk of a risk-neutral firm
In this paper, we show how a differentiated tax treatment of corporate losses and corporate profits induces the firm to behave in a very specific risk-averse manner.
(This abstract was borrowed from another version of this item.)
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Volume (Year): 65 (1997)
Issue (Month): 2 (August)
Pages: 207-217
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References listed on IDEAS
Please report citation or reference errors to , or , if you are the registered author of the cited work, log in to your RePEc Author Service profile, click on "citations" and make appropriate adjustments.:
- J. Tobin, 1958.
"Liquidity Preference as Behavior Towards Risk,"
Review of Economic Studies,
Oxford University Press, vol. 25(2), pages 65-86.
- James Tobin, 1956. "Liquidity Preference as Behavior Towards Risk," Cowles Foundation Discussion Papers 14, Cowles Foundation for Research in Economics, Yale University.
- Baron, David P, 1970. "Price Uncertainty, Utility, and Industry Equilibrium in Pure Competition," International Economic Review, Department of Economics, University of Pennsylvania and Osaka University Institute of Social and Economic Research Association, vol. 11(3), pages 463-480, October.
- Rothschild, Michael & Stiglitz, Joseph E., 1970. "Increasing risk: I. A definition," Journal of Economic Theory, Elsevier, vol. 2(3), pages 225-243, September.
- Sandmo, Agnar, 1971. "On the Theory of the Competitive Firm under Price Uncertainty," American Economic Review, American Economic Association, vol. 61(1), pages 65-73, March.
- Segal, Uzi & Spivak, Avia, 1990. "First order versus second order risk aversion," Journal of Economic Theory, Elsevier, vol. 51(1), pages 111-125, June.
- Uzi Segal & Avia Spivak, 1988. "First Order Versus Second Order Risk Aversion," UCLA Economics Working Papers 540, UCLA Department of Economics.
- Leland, Hayne E, 1972. "Theory of the Firm Facing Uncertain Demand," American Economic Review, American Economic Association, vol. 62(3), pages 278-291, June.
- Gollier Christian, 1995. "The Comparative Statics of Changes in Risk Revisited," Journal of Economic Theory, Elsevier, vol. 66(2), pages 522-535, August. Full references (including those not matched with items on IDEAS)
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Bangkok is in an economic crisis at the beginning of "6ixtynin9," a stylish, deadpan thriller from director Pen-Ek Ratanaruang. A group of blue-blazered secretaries at an unnamed...
Bangkok is in an economic crisis at the beginning of "6ixtynin9," a stylish, deadpan thriller from director Pen-Ek Ratanaruang. A group of blue-blazered secretaries at an unnamed financial corporation draw straws to find out which three are being laid off; an elevator at the apartment building of Ms. Tum (Lalita Panyopas), the last woman fired, is out of order (even the "Out of Order" sign, which lies dirty on the floor, is out of order); and the number on her apartment door, "6," keeps slipping into a "9."
It's this last detail that proves the most important. Shocked by her sudden dismissal, Tum walks dazed through the rest of her day. The economy stinks, she doesn't have much money, she resorts to shoplifting. At home, she contemplates suicide by drinking cleaning supplies. The next morning, she finds a noodle box filled with 1 million baht outside her door — left there, we find out later, because of the 6/9 mix-up.
At first she doesn't know what to do; the money's obviously not legit. This becomes painfully clear when two bruisers show up — one young and good-looking in a neck brace, the other pockmarked and pony-tailed, both wearing warm-up suits emblazoned with "Kanchit's Thai Boxing" on the back.
When the two deadpan thugs begin to argue over which brand of noodles is imprinted on the box, you suddenly realize we're verging into "Pulp Fiction" territory. These are the quirky-but-deadly variety of crooks. Less proficient than Quentin Tarantino's bad guys, they are just as prone to calamitous happenstance.
Before long, they're dead. Before long, more bodies are piling up in Tum's apartment.
Their boss is Kanchit (Black Phomtong), a fat Buddhist who lovingly combs his long hair and runs a kickboxing dojo where his students/gangsters, all clad in the same warm-up suit, sport bloody bandages. The next two flunkies he sends to Tum's apartment include a deaf kickboxer who answers phones.
Although everyone around Tum is absurd in some fashion, she is not, and that's one of the movie's strengths. Her stunned, halting reactions, as she finds herself in the middle of a gang war, ground the picture. Her point of view is often surreal, but in a real way.
But it's Ratanaruang's stylish direction that recommends the movie. From the first shot, a silent close-up of a woman's face, we know we're in the hands of someone talented and assured. Ratanaruang knows which detail to place in the foreground (a ringing phone) and which to let us search for in the background (a Princess Di coffee mug). His colors are vivid and pure under "natural" lighting and sickly under low-grade fluorescence. The soundtrack is uncluttered. Clocks tick. Birds chirp sweetly after people die. The pace is unhurried.
There is a plan to remake "6ixtynin9" in Hollywood, with Jim Fall ("The Lizzie McGuire Movie") directing. Be the coolest person on your block and see this one first.
Erik Lundegaard: firstname.lastname@example.com


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Showing results 1 to 10 of 264 for Shooting Games
Enjoy playing Shooting Games? We have the largest selection of Shooting Games on the web. AtArcade not only allows you to play Flash Shooting Games on our site, but we want you to take them with you. That is right, all our Shooting Games can be added to your MySpace, blog or website with our handy HTML codes. So now you do not have to come back here to play our great selection of Shooting Games (although we hope you will come back for the many new Shooting Games added daily). If you need any help adding the Shooting Games or any other games to your myspace or blog just read the instructions included on the Add To page. Our Shooting Games are available to you directly from atArcade or from your own myspace or blog 24/7. We hope you find the Shooting Game you are looking for and want to remind you that we are adding fun Shooting games daily! Check back for new Shooting games and be sure to bookmark our Shooting games page before you leave. Also, remember we have more then just Shooting Games, be sure to check out our large selection of other free online games. Enjoy your stay here at atArcade, home of the largest selection of Shooting Games.


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[photogallerylink id=41874 align=left] LMAO!!! Now [lastfm link_type="artist_info"]Nicki Minaj [/lastfm]you know damn well you were gonna win Best Female Hip-Hop Artist at last night BET Awards.
OMG! When BET announced who was up for Best Female Hip Hop Artist (Nicki Mianj, [lastfm link_type="artist_info"]Lola Monroe[/lastfm], [lastfm link_type="artist_info"]Cymphonique Miller[/lastfm] and [lastfm link_type="artist_info"]Diamond[/lastfm]) everyone in the world knew Nicki Minaj would win but some how she was shocked. When they announced Nicki as the winner she too her [lastfm link_type="artist_info"]YMCMB[/lastfm] familia [lastfm link_type="artist_info"]Drake,[/lastfm] [lastfm link_type="artist_info"]Lil Wayne[/lastfm], [lastfm link_type="artist_info"]Mac Maine[/lastfm], and [lastfm link_type="artist_info"]Birdman[/lastfm] to the stage and proceeded to make a funny.
"Wow I can't believe I won," as the crowd laughed,
"Please don't [laugh]," Nicki told the crowd. "What I'm saying is that I didn't expect this [award]. I love my team Young Money, Cash Money," Nicki said, noting that it was the first award she accepted with Lil Wayne, since he was released from prison in November of 2010.
When I heard her say this I just rolled my eyes and said "Biotch Plz"! I also started to say the beef begins again.
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Get a free shipping quote.
driving horse deluxe, we are just starting to drive this beautiful boy and he is FANCY, going out of business because of heart problems, so all must go make an offer will trade for large horse driving equipment, has beautiful babies on the ground, will geld if needed for an extra 140 dollars
small breeder of homozygous black and white paint horses with amazing bloodlines of Zippo Pine Bars, Dixie war drum, Skippa star,have just purchased two of Pam Castleberrys wonderful homozygoous mares who have babies all over the world, thanks pam for letting me purchase theses beauties
Avoid Scams and Fraud - Potential areas of fraud: wire transfer, moneygrams, money orders, cashier checks, shipping, escrow, "transaction protection", "guarantee". Check out the Buyer Safety section for more info.


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In its latest initiative aimed at boosting property sales, luxury developer Damac Properties is offering a 24% rental return guarantee on all units purchased within its Burjside Terrace serviced apartment development in Dubai.
The developer is offering a guaranteed tax-free 8% annual rental return over three years, in a move aimed at increasing investor confidence in the stability and security of the property market in Dubai.
"A secure, guaranteed 8% annual return on investment is virtually unheard of anywhere in the world at the moment. There is no catch, no fine print, if you purchase a serviced apartment in our Burjside Terrace development, we will guarantee an annual 8% rental return, or a 24% total rental return over three years" said Niall McLoughlin, Senior Vice President, Damac Properties.
The rental guarantee is the second blockbuster promotion by Damac Properties since the start of 2012, following on from its luxury car giveaway as part of the Dubai Shopping Festival. The developer gave away scores of luxury cars, including Lamborghini's, BMW's and Mini Cooper's as part of its month long DSF promotion.
"We are adding value to our real estate proposition. The rental guarantee will appeal to a whole new league of investors, who are seeking high, stable, guaranteed returns on their investment. An 8% annual return in today's volatile investment climate gives investors a valuable peace of mind" Mc Loughlin commented.
"In addition to the guaranteed 8% annual return, there is scope for capital growth, which is an extremely attractive investment proposition for any global investor" he added.
Damac Properties will take responsibility for managing and leasing the unit, eliminating all stress for the investor.
The Burjside Terrace serviced apartment development is situated on the platinum stretch of real estate within Dubai's fashionable Downtown district, near the world's tallest building, The Burj Khalifa, and directly opposite the Dubai Mall. With the Armani Hotel and Dubai's iconic Address Hotel as neighbours, Burjside Terrace needed to distinguish itself amongst its highly acclaimed peers.
"DAMAC Properties was able to predict the likely demand for units in Burjside Terrace following the extraordinary success of the company's neighbouring serviced apartment development, Burjside Boulevard. We are so confident about the likely return on investment of units in Burjside Terrace that we decided to back all unit sales with a rental guarantee" said McLoughlin.
Both of Damac Properties' serviced apartment developments in Downtown Dubai will be managed 'Damac Suites and Spa', the hospitality management company subsidiary of Damac. It offers services from housekeeping at the most basic level, to items such as personalised butler services and personal chef services at the higher end of the spectrum.
Damac Properties is strategically focused on the serviced apartment development model, with construction continuing at pace at Burjside Boulevard which is on level 47, and foundation and enabling works completed at Burjside Terrace.
"Serviced apartments bridge the divide between luxury five-star hotels and residential properties. We are seeing extremely strong interest in this particular market segment" McLoughlin pointed out.
Dubai is a vibrant, global business hub with world-class infrastructure; strategic location; established tourist destinations, proven business centres; a highly skilled expat workforce; and most importantly strong and stable government leadership. While these factors contribute to the transient nature of Dubai's population, the highly mobile workforce has created significant demand for serviced apartments.
The growth in Dubai's hospitality sector is now attracting foreign investors, who are seeking high yielding property assets.
"The rental yields alone are attractive for investors, and coupled with the tax-free investment landscape, property in the UAE is an extremely attractive asset class for any investor, anywhere in the world" concluded McLoughlin.
With 36 buildings, including 7374 units completed to date, Damac Properties continues to be a major contributor to Dubai's real estate revival. As it continues to extend its portfolio of luxury products, which offer significant investment opportunities, Damac Properties will be an enduring fixture in the Dubai landscape, and Dubai itself will continue to be a major draw for property investors.
[1] https://www.albawaba.com/en/node/355857?nid=412696
[2] https://www.albawaba.com/asdaa-burson-marsteller
[3] http://www.albawaba.com


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"Undertaking market research" is basically a fancy way to say, "asking your potential customers what they want."
More officially, market research is a systematic gathering of information about a target market or group of consumers to determine their opinion about a product or service.
When and How To Do Market Research
Businesses conduct market research to determine the viability of a new business venture of some kind by asking potential customers what they think about a hypothetical product, service, or company.
When to Do Market Research
Businesses and entrepreneurs typically undertake market research before launching a new product, offering a new feature, or expanding into a new demographic or location.
Market research gives companies insight into how their market may react to these changes without the risk and expense of implementing them. Oftentimes market research reveals serious flaws in a business plan that must be corrected before launch; other times it confirms existing assumptions.
You should undertake a new market research study when new competitors enter your market, or any other significant external event takes place that affects your product or market.
If you make running shoes, for example, and someone wins a gold medal at the Olympics prominently wearing a competitor's shoe, you should definitely conduct some market research to see how dramatically your product's position in the market was affected.
It may seem like a huge problem, but a well thought out study might reveal that your target demographics were actually unimpressed by the win.
How to Do Market Research Effectively
Don't just rush into a market research study without a clear objective. Just asking people "What running shoes are your favorite and why?" is probably not going to give you actionable results.
Consider these four categories when designing your studies:
Market information: The larger your market the more it will cost to reach it, so you want to try and narrow yours down as much as is reasonable to keep your marketing budget in check. You may have assumed that parents of young kids would be your best market, but your market research may show that they don't need what you're selling.
Market segmentation: These questions allow you to segment your target market into different groups, each with its own traits, and then adjust your messaging to each segment. Market research might reveal that men and women have very different purchasing patterns for your product, and that's something you could exploit or try to fix.
Market trends: Understanding the direction your consumers' behavior is taking can be invaluable in helping you get and stay ahead of the competition. For example, knowing that your best customers have stopped buying from brick and mortar stores but are shopping online constantly helps you adjust your advertising channels and make the most of your budget.
SWOT analysis: SWOT, Strengths, Weaknesses, Opportunities, and Threats, helps you decide where you are succeeding in comparison to others in your market and where your opportunities and vulnerabilities are. Comparison questions like, "Would you consider Product A or Product B to be more reliable?" can help you target your future messages to address weaknesses and opportunities or respond to emerging threats to your brand.
Two Kinds of Market Research
There are two distinct types of market research, both of which should be part of your overall strategy. Primary market research comes from data you gather directly from your customers, while secondary market research is pulled from existing third-party data sources.
Primary Market Research: Contact Customers Directly
This kind of research requires access to your customers in some way. It can be done via phone or mail, in person, or with online surveys.
The fastest way to get your primary research done is to pay a market research firm to do it for you, but this is also by far the most expensive route. These firms charge tens or even hundreds of thousands of dollars to put their expertise to work for you; these prices are typically out of reach of all but the biggest businesses.
Instead you can opt to conduct the primary market research yourself, which will be much more time consuming but considerably less costly. This Entrepreneur.com guide to Inexpensive Market Research Methods is a good place to start, as is the software provided by our sister company SurveyGizmo.
Not to toot our own horn, but the data you can get with SurveyGizmo's reporting tools rivals what market research companies produce at a tiny fraction of the cost. Sales pitch over.
Secondary Market Research: Use Existing Data
This kind of research most businesses are willing and able to handle themselves, because it's just a matter of finding the right sources and processing their data.
Online research has made this phase infinitely simpler, especially since many educational and government institutions post their findings online.
In addition to these kinds of academic studies, public data like census results can provide good insight into your customer base and its typical behavior.
Finally, quite a few larger research firms will provide you with their data for a yearly membership fee, and even more will let you download a particular white paper for just the "cost" of an email address.
Other Articles You Might Be Interested In:
- From SurveyGizmo How to Develop a Market Research Plan
- From SurveyGizmo 6 Types of Market Research Surveys That Smart Marketers Use


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This Year's Junior Achievement Galaxy Bowl (Feb. 24- March 1) Will Be Out of This World!
Junior Achievement is a fantastic organization that arranges for community volunteers to visit schools and help kids learn about business and money management. The local chapter's annual fundraiser is Feb. 24-March 1. Don't miss it because this year it will be "out of this world"!
The annual bowling tournament at Spare Time Lanes always has a theme (under the sea, Hollywood, etc). This year's is "Galaxy" with a heavy emphasis on outer space and "Star Wars"!
Put a bowling team together, come up with a costume, and get registered! More than $50,000 in prizes has been donated for this tournament!
"Bowling skills and costumes are not required, but enthusiasm is!"
You bet your R2D2 that I'll be there!
To register a group email email@example.com or email@example.com.
For more information, visit the website.


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Hard to swallow
Dion Phaneuf and Maple Leafs teammate Francois Beauchemin were among the defencemen invited to the Olympic orientation camp last summer, but of course, Hockey Canada did not include the pair in its final plans.
"I was very disappointed not being on that team, but saying that, you move forward," Phaneuf said. "It was good to see Canada come out on top. (But) the break has been long enough and it will be exciting to get out there again (Tuesday night against the Carolina Hurricanes)."
Mice save
Leafs goaltending consultant Francois Allaire went down in a heap during practice on Monday when he was hit by a deflected puck in the face. Allaire emerged from the dressing room with a bandage on his left cheek and when he returned to the ice, the players tapped their sticks on the ice.
"It's good to see he pays the price too," Leafs goalie Jean-Sebastien Giguere said, jokingly.
Not true
Speculation that former Maple Leafs Shayne Corson and Darcy Tucker will buy the Barrie Colts of the Ontario Hockey League is just that, Corson said.
"I've heard the same rumour, but it's not true," Corson, a Barrie native, said. "It's not even something we have looked into."
Loose Leafs
Forward Mikhail Grabovski (wrist) said he is about a week away from playing ... Leafs prospect Chris DiDomenico, who missed nine months with a broken leg, recently returned to the lineup with Drummondville of the QMJHL.


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China's vice premier isn't the first to have said it, but it might not have been the wisest choice of words coming from a country ostensibly trying to improve its global image and its relationship in the United States.
Vice Premier Wang Qishan, now in the US for high-level talks with the Obama administration, called Americans "simple" on Tuesday night in a televised interview. His comments have generated a firestorm of complaints, while a few voices have noted that Wang might say the same of his own citizens. Talking about US criticism of China's human-rights record, Wang blamed overly simplistic media coverage and Americans' lack of nuanced understanding.
"The United States is the world's number one superpower, and the American people, they're very simple people," Wang reportedly told Charlie Rose. "If they're asked to choose to understand a foreign country, their first choice would be the European countries, and the South American countries may come second."


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Border Battle
The first leg of the CONCACAF quarterfinals is in the books. Which MLS team has the best chance against their Liga MX opponents going into the second leg next week? The guys discuss that and shine a light on the brewing rivalry between the LA Galaxy and Club Tijuana with Galaxy president Chris Klein, who offers his take on Tijuana's rise, the importance of CCL, new ownership for Chivas USA and if he'll one day battle David Beckham to land a Designated Player.
The guys also welcome on TSN color commentator Jason DeVos, who discusses the expectations on Toronto FC in their new-look debut on Saturday in Seattle, and if the fans will have to wait to see Jermain Defoe. And as Nick Firchau bids goodbye after nearly four years on the show, his potential successors line up to take over as host, and listeners sound off on the show's place in their lives.
Join the conversation! Email us at firstname.lastname@example.com or tweet to @extratimeradio.
Like the ET Radio theme song? Check out the boys who made it.
The views expressed by the hosts and guests are theirs and do not necessarily represent the views or opinions of Major League Soccer / Soccer United Marketing.
Meet the ETR team
David "The Gasman" Gass is an assistant producer and sound engineer for ExtraTime Radio. Originally from New York City, he attended Northeastern University in Boston and is currently questioning his choice of part-time employment.


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This is coming out late, but when you get stuck in Eugene for an extra day these things can happen. The end is nearing for the 2008 season, and the Pac-10 standings are finally starting to take form.
It was a tale of two halves for Arizona and the Wildcats came short of a monumental comeback, losing to Oregon 55-45 in Eugene. What happened in the first half? Arizona found itself down 14-0 a minute and a half into the game after Jeremiah Masoli's 66-yard touchdown run on the third play of the game and Patrick Chung's pick-six on the ensuing Arizona drive. At halftime, Oregon had amassed 411 total yard and 45 points while possessing the ball less than 10 minutes. In the press box I was told that Oregon averaged a point every 13 seconds it had the ball; wow. The tide shifted in Arizona's favor in the second half. Down 48-17, Arizona scored 28 unanswered points and had the ball at midfield trailing by three with four minutes remaining. Keola Antolin had a career day with four touchdowns, but the key moment of the game was his drop on 4th down late in the game that put an end to Arizona's comeback.
Article Continues Below
Arizona State has now won two in a row after beating Washington State 31-0 at home. Rudy Carpenter looked back to form with his 17 of 25, 213-yard, three-touchdown performance. Despite the score, Arizona State didn't look great against the lowly Cougars. ASU's 159 rushing yards, 398 total yards, and 31 points all rank below the respective averages allowed by Washington State. Still, the Sun Devils' win brings the team closer to a bowl bid and beating UCLA and Arizona is far from unreasonable.
Cal was shut down in the fourth quarter, ultimately losing 34-21 to Oregon State. Despite Oregon State having over 100 more total yards and nearly twice as many first downs as the Bears, Cal still had all of the fourth quarter to take over the game. I know that Kevin Riley is the overwhelming fan favorite, but this team needs to name Nate Longshore as its full-time starting quarterback. Not only were Riley's numbers sub-par (11-25, 117 yards, 1 TD, 1 INT), he also threw the pick-six in the final minute that struck the nail in Cal's coffin. Jahvid Best continued his remarkable season with 116 yards rushing, including another big touchdown run for 65 yards.
Oregon held off Arizona's second half rally, winning 55-45. Jeremiah Masoli's five touchdowns (two passing, three rushing) highlighted Oregon's ability to score at will in the first half. Despite all the ups and downs of this game, I credit the Ducks' +2 turnover margin as the key to this win. In the previous two games Oregon had turned the ball over eight times and was a late touchdown away from losing both contests. Oregon sported special "black-out" uniforms for this game. The jerseys had the usual Oregon flare, with wings on the shoulders in place of the usual metal meshing. I say they look far better than the Ducks' usual attire. Oregon can clinch a Holiday Bowl birth with a win against Oregon State in two weeks.
Oregon State:
The smell of roses is becoming more pungent in Corvallis after the Beavers beat Cal 31-14. Jacquizz Rodgers had 144 rushing yards and a touchdown while brother James Rodgers had two touchdowns of his own. Oregon State is 5-0 when both brothers reach the end zone and the Beavers can go to the Rose Bowl for the first time since 1965 by beating Arizona and Oregon in the next two weeks.
Stanford is going to need a win at Cal for bowl-eligibility after falling to USC 45-23. Stanford was able to manage 202 rushing yards against the Trojan defense that allows the sixth fewest rushing yards (90.2 per game) in the country, but the Cardinal offense simply died late in the second quarter. Anthony Kimble scored on a touchdown run that gave Stanford a 17-10 lead with 4:29 remaining in the second quarter, but the Cardinal punted the next six drives before throwing an interception on the seventh. In that span of time USC scored 35 unanswered points and put the Cardinal's dreams of a bowl on hold for the time being.
There would be no repeat upset for Stanford this weekend, as USC beat the Cardinal 45-23. USC looked lifeless early, as it only gained six yards in its first three drives, but dominated the second half with 243 rushing yards while keeping Stanford scoreless until the final play. USC's title hopes still remain bleak and will need Oregon State to lose a game to even go to the Rose Bowl. I have mentioned this before, but it is astonishing that such a talented team as USC has out-penalized its opponents in all but two games this season.
Rick Neuheisel was out revenge over his former team as UCLA beat Washington 27-7. It wasn't a particularly impressive effort against the winless Huskies, as quarterback Kevin Craft added three more interceptions to his season total and the team gave up three turnovers, but believe it or not UCLA can still become bowl eligible. UCLA did manage to rush for a season-high 157 yards, which is a good sign seeing as the Bruins' 85.7 rushing yards per game in the fourth fewest in the country. Wins against Arizona State and USC would have UCLA heading to the postseason, but saying that feat is doubtful would be an understatement.
Washington and Washington State:
Same thing as usual here, but someone has to win when the two teams meet this Saturday.
Personal Experience: Autzen Stadium:
I had the privilege to do a broadcast of this past week's game in Eugene. I haven't been to too many college football stadiums, but I can say with certainty that it was the loudest game I have attended, and by a large margin.
The announcing of departing players for Senior Day was as loud if not louder than a game-winning moment at any other stadium I had experienced. When Oregon scored, I would take off my headset and couldn't hear a word of my play by play partner who was directly to my right.
Willie Tuitama told me in post-game interviews that the atmosphere wasn't as bad as he expected. Though I also heard that he said the noise was greater than when he played at LSU two seasons ago.
Safety Cam Nelson told me as I was leaving the stadium that It wasn't that big of a deal, claiming that USC was probably the hardest place he's played.
The stadium and surrounding facilities, to no surprise, looked more like a work of art than they did athletic buildings.
The press box was stacked: Beef roast, scalloped potatoes, salad bar, soda, coffee and popcorn topped off by much needed peanut butter cups desserts at halftime.
When I stepped on the field after the game, the stadium looked puny. I knew Autzen held 57,000 but at a glance it looked like Arizona Stadium dwarfed the place.
All and all I had a wonderful time in Eugene and would highly recommend a future trip there for any Wildcat fan.
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