2021 Formula 1 Thread

[Spooler]

This is very impressive. F1 will not let me share it. You have to go to Youtube.

https://www.youtube.com/watch?v=LH9yXEpoMEw

[JARblue]

Youtube video is already taken down...
https://www.formula1.com/en/latest/v...905924681.html

[danegrey]

Originally Posted by JARblue

Youtube video is already taken down...
https://www.formula1.com/en/latest/v...905924681.html

nope its there again and it was impressive

[abm89]

Seb is an F1 Almanac. I can only go to 88, and then it’s guessing for me.

[Ventruck]

Riccardo is such a goofy guy lmao

[DLSTR]

Ferrari's €2.5m damage bill highlights F1 cost cap problem
By: Jonathan Noble
Aug 12, 2021, 4:42 AM
Ferrari says a 2.5 million euro damage bill so far this season shows why Formula 1 needs a potential rethink about cost cap limits.

F1’s top teams have faced a big headache this year trying to cut back their spending to get below the $145 million cost cap limit that has been introduced.

Both Mercedes and Red Bull talked about the pain they had to go through over the winter to lay off staff that they could no longer afford to keep.

But as the season has worn on, there has been further concern about the complications that outfits are facing when it comes to paying out for unexpected damage.

Valtteri Bottas’ crash at Imola prompted Mercedes to fear it would have to cut back on development updates, while Red Bull was unhappy about a $1.8 million repair bill it faced from Max Verstappen’s accident at the British Grand Prix.

Ferrari team principal Mattia Binotto suggested after the Hungarian GP, when Charles Leclerc was taken out by Lance Stroll at the first corner, that rivals whose drivers are guilty of causing crash should pay for any damage caused.

But while not all teams are in agreement that such a scenario is realistic, Binotto thinks there are justifiable grounds for at least teams and F1’s chiefs to get together and talk about it.

He says that an inspection of bills from the first half of 2021 shows Ferrari has faced paying out 2.5 million euros ($3 million) for damage – which shows the kind of leeway that has to be built into budgets nowadays for unexpected events.

“These are overall damages, and sometimes we can damage ourselves, so these are not [just] other teams that damage ourselves,” explained Binotto.


“Now, obviously, there's been a lot of discussions that if there is a crash and there is a guilty driver, and you're not faulty, and if you have been damaged, then should that be exempt from the budget cap?

“I think it's certainly an important point because the reason why I mentioned 2.5m euros is to show that overall the damage can be significant. So should we consider a different type of regulation in those cases?

“I think certainly there is merit for it. I think that certainly there are no obvious solutions, but it is something that no doubt we will discuss with the FIA, F1 and teams in the coming weeks, possibly to address it, to see if there is any solution for the future.”

Beyond the damage cost, there is also a fresh debate about whether teams should face exemptions from grid penalties if they suffer engine damage as the result of another drivers’ actions and are forced to take a fresh power unit.

Leclerc lost his second power unit of the year after he was swiped by the out-of-control Stroll at the first corner of the Hungarian Grand Prix.

Binotto thinks there are grounds to discuss a potential change here too, even though it would be very complicated to sort out.

“There is no obvious solution,” he said. “If we damage an engine, as in our case like in Hungary, it was an engine that still had its intended usage but was not new.

“By replacing it, you fit something new so you don’t do it with something of equal mileage and the same lifespan. So it’s complicated.

“There is talk of a further reduction in 2025, of moving from three engines to two [per season] so it is clear that the fewer engines there are, the more important the issue becomes.

“We will discuss with all the other teams, and with the FIA, because this is certainly a current issue, brought to light from several sources, and therefore it deserves to be explored. But I don't think there is an easy solution.”

[ZCanadian]

They didn't think of this when they all agreed to the cap last year?
It's racing. Stuff happens. Always has, and always will.
Crashes are part of the sport.

I think this year it's a sensitive issue, as they are developing a new car to new rules, along with tweaking this year's car to tire changes, etc.
And paying for all their operations, still during a pandemic.
The cap is $145 million this year.

[DLSTR]

Originally Posted by ZCanadian

They didn't think of this when they all agreed to the cap last year?
It's racing. Stuff happens. Always has, and always will.
Crashes are part of the sport.

I think this year it's a sensitive issue, as they are developing a new car to new rules, along with tweaking this year's car to tire changes, etc.
And paying for all their operations, still during a pandemic.
The cap is $145 million this year.

This cost factor cannot be news to the teams....sniff sniff - you agreed, deal with it!

[Mick_12Nismo]

Vettel’s disqualification stands as Aston Martin drop appeal bid
2021 Hungarian Grand PrixPosted on
12th August 2021, 14:50 | Written by Keith Collantine

Aston Martin has abandoned its effort to overturn Sebastian Vettel’s disqualification from the Hungarian Grand Prix.

Vettel lost his second place finish in the race after the team were unable to supply a one-litre sample of fuel as required by the rules. Only 300ml was obtained from the Aston Martin.
The team initially submitted a request for a review of the decision and reserved the right to an appeal. However after considering a submission from Aston Martin the FIA rejected its call for a review.

Aston Martin originally claimed Vettel’s car had contained more than the 300ml extracted by the stewards. However on further examination the team discovered an error in the fuel system meant there was less fuel onboard than they realised.

The team responded to the FIA’s decision by stating it would consider whether to take its appeal further. It has now confirmed it will not proceed.

[Ventruck]

Originally Posted by Mick_12Nismo

Vettel’s disqualification stands as Aston Martin drop appeal bid
2021 Hungarian Grand PrixPosted on
12th August 2021, 14:50 | Written by Keith Collantine

Aston Martin has abandoned its effort to overturn Sebastian Vettel’s disqualification from the Hungarian Grand Prix.

Vettel lost his second place finish in the race after the team were unable to supply a one-litre sample of fuel as required by the rules. Only 300ml was obtained from the Aston Martin.
The team initially submitted a request for a review of the decision and reserved the right to an appeal. However after considering a submission from Aston Martin the FIA rejected its call for a review.

Aston Martin originally claimed Vettel’s car had contained more than the 300ml extracted by the stewards. However on further examination the team discovered an error in the fuel system meant there was less fuel onboard than they realised.

The team responded to the FIA’s decision by stating it would consider whether to take its appeal further. It has now confirmed it will not proceed.

They can hang on to that sentimental win.

Plus that F1 Champions history trivia thing is a bigger win than some dumb old rigged race. Hamilton may have won the race, but Seb literally remembers much more wins in the universe get rekt loois.

[Mick_12Nismo]

Originally Posted by Ventruck

They can hang on to that sentimental win.

Plus that F1 Champions history trivia thing is a bigger win than some dumb old rigged race. Hamilton may have won the race, but Seb literally remembers much more wins in the universe get rekt loois.

The win was never threatened by Aston Martin's appeal. The race was won by Esteban Ocon driving for Alpine. Vettel finished in 2nd place. With his DSQ upheld, everyone below moved up a spot.

[ZontheRocks]

Originally Posted by Ventruck

get rekt loois.

Of course read as Toto.

[JARblue]

Originally Posted by Mick_12Nismo

The win was never threatened by Aston Martin's appeal. The race was won by Esteban Ocon driving for Alpine. Vettel finished in 2nd place.

Pretty sure he meant 2nd place finish was a victory for Aston Martin

[ZCanadian]

Originally Posted by JARblue

Pretty sure he meant 2nd place finish was a victory for Aston Martin

You mean like, second winner? Or first loser?

[DLSTR]

https://www.autosport.com/f1/news/th...ggles/6646407/

The science involved in F1's tyre durability struggles
By:
GP Racing
Aug 13, 2021, 12:05 PM
It’s fashionable among teams to knock the products offered by Formula 1’s sole tyre supplier, especially after the failures earlier in the season. But, as PAT SYMONDS explains, there are a number of unscientific myths behind these complaints against Pirelli--


The high-speed accidents experienced by Max Verstappen and Lance Stroll in the Azerbaijan Grand Prix once again raised the subject of tyre durability. The somewhat obscure nature of the press release issued by Pirelli after its analysis of the failed tyres led to some rather ill-informed comments in various publications, so it’s worthwhile trying to understand both the nature of the failures and why the case was effectively closed as ‘unproven’.

To fully comprehend the problem, we need to understand a few different facts about tyres and basic mechanical engineering. First and foremost
 is to know how a tyre is constructed and how 
it carries load. Of course, a tyre contains a lot
 of rubber and other polymers but the real load-carrying capacity of a tyre is governed by 
the materials used to reinforce the rubber.

These materials and how they are arranged are known as the ‘construction’ of the tyre. The particular mix of the rubber is known as the ‘compound’. Here we can lay one of the first myths to bed.

When, in a racing tyre, we refer to the compound we are actually referring to the tread compound. This is varied from circuit to circuit and between the hard, medium and soft compounds that we have all become familiar with. In current Pirelli speak, they are termed C1 to C5 – with C5 being the softest compound.

What is generally not appreciated is that these various tread compounds are wrapped onto the tread portion of a tyre, the main part of which is built from the same compound of rubber irrespective of what is used for the tread.

The notion, therefore, (and often written) that a soft compound is more prone to failure than a hard compound is incorrect. The tread compound of the tyre plays a very small part in the load capacity of the tyre.

Examining the construction in more detail, the rubber is reinforced in the sidewall, shoulder and belt areas with a number of different materials. These can be nylon, steel or – more usually in a racing tyre – an aramid fibre known as Kevlar. Kevlar is a very strong, lightweight fibre used extensively in crash structures, military and aerospace applications, and even bullet-proof vests.

The next thing we need to understand is how materials behave when they are subjected to load. I’m sure everyone knows that if you apply a load to a material it stretches as the load increases and then, when it reaches what is known as its ultimate tensile strength, it breaks.

What is less commonly known is that if you repeatedly stress something at a lower load it can also break. This is known as fatigue failure, and different materials behave in different ways.

With steel for example, providing you keep the load to a low level of around 50% of the ultimate tensile strength, it will survive any number of cycles. Aluminium is different in that if it is subjected to a cyclic load, it will eventually fail almost irrespective of the magnitude of that load.

In both cases the behaviour is non-linear. In other words, while a high load will only be survived for a few cycles and a low load for many cycles, you can’t simply say that a load half way between will lead to a failure in half the time – it will in fact be much less.

Significant also is the tread depth, as a worn tyre has a lower critical speed due to the lower geometric section properties of the tread decreasing the effective belt stiffness

Kevlar is generally used in applications where its strength is the more important property. In a tyre the fatigue properties can be just as important. The material, when subjected to cyclic load, behaves slightly differently to either steel or aluminium in that, like aluminium, it has a finite fatigue life but the life is also a function of exactly how the fibre interacts with its neighbours
 in a multi-stranded rope or tow.

Most important of all the aspects of tyre durability is the loading condition. Every time a tyre rotates the construction is exercised as it enters and leaves contact with the ground in a process known as de-radialisation. The tyre flattens in the contact patch area, leading to complex loading in the sidewalls and shoulder of the tyre. The tyre designer, knowing the vertical load on the tyre and the speed the car will experience, designs his tyre to cope with this at a given inflation pressure.
Damaged tyre on the car of Max Verstappen, Red Bull Racing RB16B


If the tyre operates outside the expected parameters, for example at a lower pressure, a phenomenon known as standing waves can occur. These are resonant deformations of the sidewall causing extreme loads in the tyre carcass. The knowledge of these is nothing new: an article in Motor Sport magazine in September 1958 mentions the difficulty of avoiding this destructive condition.

What is essential to understand about standing waves is that for a given construction there is a critical speed at which they occur. Below that speed the tyre behaves normally and above that speed huge deformations are seen in the sidewall and shoulder which appear stationary but are in fact moving rapidly. The critical speed is a function of load, camber angle and, most importantly, inflation pressure.

An increased inflation pressure effectively increases the stiffness of the belt, which is the dominant parameter in avoiding standing waves. While the exact values for a Pirelli F1 tyre are not known, typically a 1 psi increase in pressure will raise the critical speed by around 3 to 5km/h on a wide racing tyre.

Significant also is the tread depth, as a worn tyre has a lower critical speed due to the lower geometric section properties of the tread decreasing the effective belt stiffness.

Understanding how critical tyre pressures are leads one to ask why the running pressures are not mandated, rather than the starting pressure. With the advent of 18” wheels next year, calibrated tyre pressure monitoring becomes mandatory which should put paid to problems of relating cold and running tyre pressures, something which should be easy but, due to imperfections such as moisture in the tyre, can actually be extremely difficult.