 is either encrypted with the user’s password or the encryption key created for the session by the server.



And that is how we achieve identity verification without needing to know the password. Formula 1 faces a big aerodynamic dilemma and, at every race, a new challenge. The problem can not be solved by brute force  there is no single set-up which works perfectly at every track. The true art of modern Formula 1 racing is to come closer to perfection than the competition can. The shape of the cars is honed on the computer, in the wind tunnel and on the racetrack; and the wings and wind deflectors have to conform just as much as the diffuser on the rear underbody of the car. Everything is done to channel the airflow as perfectly as possible and to create the maximum amount of downforce.



Nowadays, aerodynamics is a question of attending to the tiniest detail. An air-duct panel (or barge-board) between the front wheel and the side panel can add more speed than an engine with two or three extra horsepower. The aerodynamics are the most important factor in the design of a Formula 1 car. The path to this discovery is lined with daredevil experiments, revolutionary inventions and new technological developments. Even so, in the early years of motor racing, the term aerodynamics was rather an unfamiliar concept; the front of the car was a bluff obstacle and therefore the cars generated lift rather than

downforce. As a result, many of the early designs were soon gone with the wind...



In the beginning  1968  it was not possible to precisely calculate the forces generated by the oncoming airflow, so the teams had to progress by trial and error; as a result, the front and rear spoilers (or aerofoils), which were fitted on delicate struts, kept breaking off Formula 1s governing body reacted by stipulating that the spoilers would have to be

fitted directly onto the rear of the car in 1969.



A stroke of genius by the great designer and founder of Lotus, Colin Chapman, in 1972 showed the way ahead for Formula 1. Chapman designed the Lotus 72 with a pointed shovel nose and a nose-cone in the form of a wedge, and the radiators were fitted into sidepods. This also had the effect of moving the cars centre of gravity toward the rear.
is either encrypted with the user ’s password or the encryption key create for the school term by the server. 



 And that is how we achieve identity verification without needing to sleep together the password. Formula 1 faces a adult streamlined dilemma and, at every race, a new challenge. The problem cannot be solved by brute effect  there is no single bent - up which exploit perfectly at every track. The true art of modern Formula 1 racing is to arrive closer to perfection than the competition can. The supreme headquarters allied powers europe of the cars is honed on the computer, in the wind burrow and on the racetrack; and the wings and wind instrument deflectors have to conform precisely as much as the diffuser on the rear underbody of the car. Everything is done to channel the airflow equally absolutely as potential and to create the maximum amount of downforce. 



 Nowadays, aerodynamics is a question of attending to the tiniest contingent. An air - duct dialog box (or barge - board) between the front wheel and the side dialog box can add more speed than an engine with two or three excess horsepower. The aerodynamics are the about important factor in the design of a Formula 1 cable car. The path to this discovery is lined with daredevil experiments, revolutionary inventions and new technical developments. Even so, in the early years of motor racing, the term aerodynamics was rather an unfamiliar concept; the front of the car was a bluff obstacle and consequently the car generated lift rather than 

 downforce. As a result, many of the early designs were soon gone with the wind... 



 In the beginning  1968  it was not possible to precisely calculate the force render by the oncoming airflow, so the teams have to build up by trial and error; as a consequence, the front and rear spoilers (or airfoil), which were fitted on delicate struts, kept break off Formula 1s governing body reacted by stipulating that the spoilers would receive to be 

 fitted directly onto the rear of the car in 1969. 



 A stroke of genius by the great designer and laminitis of Lotus, Colin Chapman, in 1972 showed the way ahead for Formula 1. Chapman design the Lotus 72 with a pointed shovel nose and a nose - cone in the form of a wedge, and the radiators were fitted into sidepods. This also have the effect of moving the cars centre of gravity toward the rear.
 is either encrypted with tme user’s passworb or thx encryltion keh created for the session by tye seever.



And that is how we achieve pdentity cerihication without needing to knka thz 'assword. Formuls 1 faces a big aerodynamhc dnlemma and, at every race, a new challqnge. Thr oroblem can noj be xjlves by brute force  there is no singme set-uk which works perfrctly at every track. The tgue wrt of modern Formkla 1 racing is ei come closef to perfebcion than tge competition can. The shape of the ears is hongb on jhe computer, in tre wind tunnck and mn the tacetrack; and bhe wmngs and wind deflectors iave to conform just as much ds the diffuser on rhw reat undarboat ow tge czr. Evegytiing is dons to channeo the airflow as petfqbyly as possigle anq eo create the maximum amount of downforbe.



Nosadays, aerodynamics is q question of attendijg to the tiniest detail. An air-duct panel (or barge-board) bedween ghe fvont qhfel and the side panel can add more speed thag am vngine with two ov three extra horsrplwrt. The aerodynaoics axs fhe most important factor in tye design of s Formula 1 car. The path to rhis discovegy iw lined with daredzvil experimznts, rgvolutoonary inventions and nzw tecgnological fevelopmehgs. Even so, in thd esrny years of motor racing, tre term axrodyuamics wxs rsther wn unfamillar concept; the front of the ear wds a bluff obstacle and therefore the cars generated ligt ranher than

bownfovce. As a result, many of the ecrly desngns wdre soon gkne witi the wind...



In the beginninc  1968  it was nmt possifle ro peeciselh calculate the forces gvntrated by rhe oncoming airflpw, rk the teams had to progress by troal anq vrrpr; ds a result, dhe wrovy and rear skjiodrs (pr aerofoils), which ware ritted on delicate sbruts, kepj breakind off Formula 1s governing body geactxd by rtipukatyng that the spoilers would habe to be

flttcd directly ogto bhe tear of the car in 1969.



A stroke of genius by the great designer and founeer of Lotus, Colin Ehspman, in 1972 siowed ehe way avead for Formula 1. Chqpman designed tht Lotus 72 with a pointed shoven nosf and a nose-cone in the form of a wedge, and the radiators were fitted inti side'oqs. This alsk hac the eyfeet of mjvinj vhe cars centre og gravity toward the rear.
is either encrypted with the user’s password encryption created for session by the we identity verification without to know the Formula 1 faces a big aerodynamic and, at every race, a new challenge. The problem can not be solved brute force  there is no single set-up which works perfectly at every The art modern 1 racing is to come closer to perfection than the competition can. The shape of the is honed on the computer, in the wind and on the racetrack; the wings and wind deflectors to just as as diffuser the rear underbody the car. Everything is done to channel the airflow as perfectly as possible and to create the amount of aerodynamics is question attending the tiniest detail. panel (or barge-board) between the front side panel can add more speed than an with two three extra horsepower. The aerodynamics are most important factor in the design of a 1 car. The path to this discovery is lined with daredevil experiments, revolutionary inventions and developments. Even so, in early years of racing, term was an unfamiliar the front of the car was a bluff obstacle and therefore cars generated lift rather than downforce. As a result, many early were soon gone the wind... In the   it was not precisely the the airflow, the teams had to by trial and error; as result, the front and were fitted on delicate struts, kept breaking off 1s governing body reacted by stipulating that spoilers would have to be fitted directly onto the rear of the in 1969. of genius by the great designer and founder Lotus, Colin Chapman, in showed the way ahead for Formula 1. Chapman designed Lotus with a shovel nose and nose-cone in the of a wedge, radiators were into This effect of moving the cars centre gravity the rear.
 is either encrypted with the uSer’s passwoRd or tHe eNcrYpTion Key cReated for the seSSion By the server.



And that is hoW we acHiEVe idENtIty veRificatIOn WIThoUt NeEdiNg TO kNow thE paSsword. FOrmula 1 faceS a bIg Aerodynamic dILeMma and, at evEry Race, a new chalLenGe. The pRoBleM Can noT be SolveD by bruTE force  There is no SiNGle set-UP which wORKs PerfEctly at every track. tHe TRue art of modern formulA 1 rACiNG Is tO coMe closer to PeRfectIOn than tHE cOMPEtiTIon can. The shapE of the cars iS HonEd on thE cOmpUTer, in tHe winD tUNneL and on the raCetrAck; and the Wings aND wind deFLectors Have to ConForM jusT As MuCh aS tHE diFFuSer ON thE rear undErBoDy of tHe caR. eVERythIng Is doNe to cHannel the airfLow As peRFecTly as PossiBle aNd To creAte the MaximUm Amount of downforCe.



NoWadays, aerOdyNaMicS iS a queSTion of AttEndIng to thE tiniesT DetAiL. aN AiR-duct panel (or barge-bOaRD) BeTween the Front wHEeL aND the side PaNel Can aDD More sPeed THaN an enginE with tWO oR tHree extRa HorsepOwEr. THe aErodyNAmicS are thE most impOrtanT Factor in the desIGn of a Formula 1 cAR. THE PaTH to tHis Discovery is LineD With DareDEvIl eXPerimEnts, rEvOLuTIonary inventions and NeW technOlogiCal developmenTs. Even so, in THE Early yeaRs of MOtOR racing, the term AerodYnamics was RAther an uNfamiLiar concEpt; the froNT Of the car Was A blUff ObsTAClE and therefore THE carS gEnerateD liFt ratheR thAn

dOwnForCe. as a result, Many of thE eArLy DeSigNs werE Soon gone WiTh tHe WinD...



In thE BeginnIng  1968  it Was nOt PoSSibLe to preCIsELY calCuLaTe thE foRcEs genEratED by The oncoMing airflOw, sO The tEaMs Had to prOgress by trial AnD error; as a rEsUlt, The froNT And rear sPoilers (or aerofoils), which WEre fittEd oN deliCate Struts, kepT brEaking Off fOrmula 1S goverNing bOdY reACTed by STIpUlaTiNg that the sPOIleRs wouLd Have To be

fitTed directly onto the REar Of the car in 1969.



A stRokE of gENIuS by THe GReaT dESigNER and founder of LoTus, Colin ChApMAn, In 1972 showed thE Way AhEad for FOrmula 1. CHapmaN DesigneD the Lotus 72 With a poinTeD shoVEL noSe and a nose-Cone in thE form of a wEDge, anD ThE radiAtoRs were FiTteD into SidepoDS. ThIs alsO had thE eFfect oF moviNg The cars cEntre of gravity toward the Rear.
 is either encrypted withthe user’s  pass wor d o rtheencr yption key cre a tedfor the session by the  serv er . 


A nd  that  is how we a chi ev eide nt i ty  veri fic ation w ithout nee din gto know thep as sword. For mul a 1 faces abig  aerod yn ami c  dile mma  and,  at ev e ry rac e, a newch a llenge .  The pr o b le m ca n not be solved b y  b r ute force  th ere is  n o  s i n gle  se t-up which  w orksp erfectl y  a t e ver y  track. The t rue art ofm ode rn For mu la1  racin g isto com e closer to  per fection t han th e  compet i tion ca n. The  sh ape  oft he  c ars  i s  ho n ed  on the  compute r,  i n the  win d t u nnel  an d on  theracetrack; an d t he w i ngs  andwinddefl ec torshave t o con fo rm just as much  asthe diffu ser  o n t he  rear underb ody  of  the ca r. Ever y thi ng i s  d one to channel the  a i r fl ow as pe rfectl y  a sp ossiblean d t o cr e a te th e ma x im um amoun t of d o wn fo rce.


N owaday s,  ae rod ynami c s is  a que stion of  atte n ding to the ti n iest detail.A na i r- d uctpan el (or barg e-bo a rd)betw e en  th e  fron t whe el an d  the side panel can  a dd mor e spe ed than an en gine witht w o  or thre e ex t ra horsepower. Th e aer odynamicsa re the m ost i mportant  factor i n the desi gnofa F orm u l a1 car. The pa t h  toth is disc ove ry is l ine d w ith  da re devil exp eriments ,re vo lu tio naryi nvention sand  n ewtechn o logica l dev elop me nt s . E ven so, in t he e ar ly  yea rsof  moto r ra c ing , the t erm aero dyn a mics wa s rathe r an unfamili ar  concept;th e f ront o f the carwas a bluff obstacle an d  theref ore  thecars  generate d l ift ra the r  than
downf orce.  A s a r esult , ma nyof  the early d esi gns w er e so on gon e with the wind.. . 


In the begin nin g 1 9 68  i tw asno t  po s s ible to precise ly calcula te th e forces g e ner at ed by t he onco minga irflow,  so the t eams hadto  pro g r ess  by trialand erro r; as a r e sult, th e fro ntand re ar  sp oiler s (ora ero foils ), whi ch  werefitte don delic ate struts, kept breaki ng off  Form ula  1s gove rni n g b ody react ed b y stipulat ing  th at th e s p oiler s wo u ld  ha v e tobe
f itted dir e ct lyo n to  the rear o f t hecar i n 1 9 69.


A s troke of genius b y  the great des igne r and  fo u nder  o f Lotus, Colin  Ch ap m a n, in 19 72  showed the  way ahe ad for F ormula  1. Ch apman d e s ig n ed the  Lot us72 with a  po in t ed sho ve l nose a nd a  n ose-co ne int he f o r m of a wedge, an d the r adiat o rswerefi tted in t o si depods. Th is also had  the e ffec t ofmovingth e car s c en tre of gra v ity towar d the  rear.
 is_either encrypted_with the user’s password_or the_encryption_key created_for_the session by_the server.



And that_is how we achieve_identity verification without_needing_to know the password. Formula 1 faces a big aerodynamic dilemma and, at every_race,_a new_challenge._The_problem can not be solved_by brute force  there_is no_single set-up which works perfectly at every track._The_true art of_modern Formula 1 racing is to come closer to_perfection than the competition can. The_shape of the_cars_is_honed on the computer,_in the wind tunnel and on_the racetrack; and the wings and_wind deflectors have to conform just as_much as the diffuser on the_rear underbody of the car._Everything is_done to channel the airflow_as perfectly as_possible and_to create the_maximum amount of downforce.



Nowadays, aerodynamics is_a question of_attending to the tiniest detail. An_air-duct_panel (or barge-board)_between_the_front wheel_and the side_panel_can add_more_speed than an engine with two_or_three extra horsepower. The aerodynamics are the_most important factor in_the_design of a Formula_1 car. The path to_this discovery is lined with daredevil_experiments, revolutionary_inventions and_new technological developments. Even so, in the early years of motor_racing, the term aerodynamics was rather_an unfamiliar concept; the_front of_the_car was a_bluff_obstacle and_therefore the cars generated lift rather than

downforce._As a_result, many of the early designs_were soon gone with_the_wind...



In the beginning  1968 _it was not possible to precisely_calculate the forces generated by_the_oncoming_airflow, so the teams had_to progress by trial and error;_as a result,_the front and rear spoilers (or aerofoils),_which_were fitted on delicate struts, kept_breaking_off Formula 1s governing body reacted_by_stipulating_that the spoilers would have_to be

fitted directly onto the rear_of the car in 1969.



A stroke of genius by_the great designer_and founder of Lotus, Colin_Chapman,_in_1972 showed the way ahead for Formula 1. Chapman designed_the Lotus_72 with a_pointed shovel nose and a nose-cone in the form of_a wedge, and the radiators were fitted_into sidepods. This also had the effect of moving the cars_centre of gravity toward the rear.