#EXCFEY – A Sunday in Rotterdam, the match, the riots, the story

Excelsior - Feyenoord op grote schermen in De Kuip - Nieuws

Football (Soccer to be clear if) is the largest sport in the Netherlands and this years competition is coming to an end. We got three large clubs in this country: Ajax, Feyenoord and PSV. Last two years the league has been won by PSV, the four before those two by Ajax.

Feyenoord somehow has the largest fan base in the country but their last title was in ’99. Their last success in Europe was winning the UEFA Cup in 2002 but the years after that were not great. They are the largest club in the city of Rotterdam. Sparta and Excelsior are two other smaller clubs from Rotterdam, Excelsior being the smallest club with the lowest budget and stadium in the first division.

This season Feyenoord has been in the first place in the competition from the start and hasn’t slipped to second place with just one round to go. Feyenoord fans are going crazy with the probable championship title in foresight.

Here’s the story of Rotterdam, Sunday 7 April.

Continue reading #EXCFEY – A Sunday in Rotterdam, the match, the riots, the story


F1 Access – I already have an account, oh wait… You don’t

With the new Formula 1 season starting this weekend I though it would be wise to check if I still have access to the Live Timing section on the website.

It might be more than 10, 15 years ago I made a mistake to forget my password for the Formula 1 Live Timing website. That sucked, I used to watch F1 on my tv next to my computer monitor with the live timing applet opened. No problem, like all the websites they have a forgot your password button and I had about 15 minutes before the qualy would start. I proceeded to fill that in and opened my Hotmail… no mail in the next two of three minutes… Okay maybe I didn’t complete the web form. CTRL SHIFT DEL to delete my browser cache and hit the forgot password button again. Qualifying started, no mail.. I’ve waited the rest of Saturday and still no email, Sunday no email… Monday email…. Due technical reasons blablabla delayed and I received a new password.

With something like 16 of 17 more races to go that season, I logged in and went to looking for an option to change my password. 🙂 There was no option to change a password. Haha F1 didn’t had the option to change a password after you have chosen one during registration or the system had reset your password on request.

I decided to register again with my new Gmail account with a normal remember-able password and to write it down. Many years later they introduced a page where you could view your account info and even change your password! Amazing.

Formula 1 has been sold to Liberty Media last year and while there are not many changes seen yet I noticed they had a new tab on their site named F1 Access where you can login with an email and password. Guess what, previously created accounts are not able to sign in. After trying to login like 6 times with the u/p combination I know was valid I went for the recovery password link and with typing my e-mailadres a nice pop-up was shown with the notice they have no record of that mailadres..

So I ended up with registering the same e-mailadres for the second time, but this time I was prepared and on time 😉 Een gewaarschuwd mens telt voor twee.

The 2017 F1 season preview -Regulation changes

Red Bull Formula 1 car

Let’s take a look at what’s changed since 2016. Quite a lot, is the answer, and the revisions promise much for a racing series that is on the brink of very significant change.

New technical rules

First up are the dramatic new technical regulations, which have resulted in more powerful (and slightly heavier) cars, emboldened with extra downforce and mechanical grip from wider tyres. They will, of course, be much faster than their predecessors, and may well prove to be the fastest F1 cars ever. But with so much downforce and grip they will also be much more taxing to drive – and more spectacular.


As a key part of the new package, Pirelli’s tyres are 25 percent wider than last year’s in the search for a big increase in mechanical grip to go with significant aerodynamic changes.

The fronts are almost the width of the previous rears, rising from 245 mm to 305, while the rears increase from 325 to 405. Their diameter is also slightly bigger.

Just as important, though, is that while Pirelli will supply the usual hard, medium, soft, supersoft and ultrasoft rubber, the individual compounds are different to 2016’s and the aim has been to make them much more durable so drivers can push harder, and longer.

Bodywork and aerodynamics

The overall width of the cars has increased from 1800 to 2000 mm, facilitating a new front wing that increases from 1650 mm wide to 1800, the width that was mandated between 2009 and 2013. The wing also has a stylish swept-back shape in plan view, and the length of the nose section has been increased slightly.

The sidepods now have a 1600 mm width limit, the same as the floor, which is up from 1400, and also have a swept-back shape in plan.

The diffuser’s leading edge used to start at the rear axle centreline, but now starts 175 mm ahead of it. Where it was previously 1000 mm wide and 125 mm deep, the diffuser’s relative dimensions are now 1050 and 175, to help generate more downforce.

The overall height of the rear wing has decreased from 950 mm to 800, as the width increases from 750 mm to 950. The endplates were formerly rectangular but are now swept back in side elevation, and curve inwards at their bottom edges.

Minimum weight

The minimum weight was 702 kg, but has increased to 722 to allow for the cars’ bigger dimensions.


The unloved engine token development system has been shelved, leaving teams free to bring design enhancements during the season so long as they do not exceed their allowance of four engines per driver for the 20 races.

However, manufacturers now face new weight and materials restrictions to place a limit on the scope of their ‘unfettered’ development.

Fuel allowance

Cars are now allowed 105 kg of fuel, an increase of five percent. But there are new restrictions on the fuel blends that teams may use. They may only nominate five for the whole season, with only two permissible per race weekend.

And new sporting regulations

There have also been changes to the sporting regulations.

Key among these, given the misfortunes which befell the Mercedes drivers in particular at times last year, the rules on clutch engagement have been tightened up significantly. Starts could thus be really critical again.

The FIA wants to bring more control within the drivers’ hands instead of the engineers’. Last year they looked at radio communications and clutch bite points, as well as making drivers use only a single clutch paddle. Now there are further limitations on clutch control, and the movement and location of the paddles.

There must now be linear control of the torque during clutch engagement, and it is no longer permissible for engineers to map the settings so that most of the available movement of the paddle would be within the optimum bite point of the clutch.

In other words, with the new linear settings, it’s up to the driver to find the exactly correct bite point of the clutch to make the best start without getting excessive wheelspin or bogging the engine down.

Adding to the challenge, there can only be a maximum movement limit of 80 mm in the clutch paddle, and the paddle must be 50 mm clear of anything else in the cockpit so the driver cannot, for example, rest the back of his hand against the dash panel to help steady his digital clutch engagement.

Wet-weather standing starts

If a safety car is deemed to be required for the beginning of a race due to wet weather, unlike previously a normal standing start will occur once the track is deemed safe to race. The process will see the safety car return to the pit lane and the cars assembling on the grid for the start.