F1 Fanfiction
F1 Fanfiction

Episode 46 · 2 months ago

2022 Austrian GP w/ Craig Scarborough

ABOUT THIS EPISODE

This episode is a special one because we have a celebrity on the show. Craig Scarborough aka @ScarbsTech is in the house. Craig Scarboroughis an institution of technical knowledge in F1. He hosts the F1's official Tech Talk show on F1TV and has been an lifelong F1 fan too! He is the "go to" person for tech in F1 and has been a powerhouse on Twitter answering everyone's questions.

The 2022 Austrian GP sees some great battles. The Ferrari of Charles wins but other other Ferrari ends up in literal flames. The RBR of Max makes it through the finish line but Perez DNF’s. Mick’s best finish, Strolls great drive and the super amazing 5 way battle. 

We have special insights from Scarbs on the race events and beyond. Stick to the end to get future of F1 insights too!!! 

In this Episode we discuss:

1. Scarb's Tech Corner 🤓 

Follow Scarbs on his socials:

Instagram: @scarbstech 

Twitter: @ScarbsTech 

Reddit: u/scarbstech

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Music:

Intro: Howling (Sting) - Gunnar Olsen

Outro: Your Intro by Audionautix

There's a feature on the Aston Martin. You know everyone will go, well, they're so slow, why would you copy them? But they've got a really interesting feature on their tea tray. Support is unlike any other team. So they may have the best focusing solution, that doesn't make them the fastest car. Hello, hello, welcome back to f one fan fiction, a show about race weekend reviews and race community interviews. This episode is about the Austrian Grand Prix and if you've not read the title yet, Oh my God it's gonna be a Banger, because we've got to send that pretty on the show at this time. Um, we ADA hosts. I am my gosh and I'm S and I am Craig Scarborough, one journalists. I think that's really underplaying it. I guess. Oh, that's that's kind of what I do. I could you call it f one fan would be probably more accurate, but yes, thank you. So you've got correct scarborough in the house, scarbubs, Tex scarbobs F one. Just look at him up. If you've not heard this name, you're missing. Are done some serious great tech stuff and if you're a geek and a Nord like us, Oh damn, you gotta check him out into the race. SCARB, I want to get your opinion first. What was your favorite moment of the race? Um, I don't know actually. I mean I think probably the one thing I was reminded of it this morning is we actually saw quite a lot of overtaking, Um, particularly the midfield, and then there was that one point where there was like five cars abreast going through corners and it was like watching a motion three race in Moto this this this first wish. Technically shouldn't be possible. But then equally then, do you think this must end in tast and it didn't, and it was like wow, formula one is very different in two, isn't it? You know close Um, and you know I think we've been rewarded, certainly, these past three races between obviously very good circuits, really delivering fantastic racing and all the better for it. Definitely for you. I think for me it's definitely has to be Alonso. I think there is a classic, a lonesome moment that we got out of this race. True, I don't think I can never forget it. You don't put that chess on sure, for myself, I think it is like that one marshal, and I say this jokingly but I mean it in no joking way. But like that one marshal who got the fire exhaust, he dropped it on the on the time I got the road, just pulling up this science his car and then went somewhere. I'm like, he probably just noted out of the whole situation just looking at how the car was. But in all seriousness, like that other marshal who actually stopped the car for science to get out of that moving carcass, for some reason it wasn't able to break. Just some brilliant stuff there. Um Say. Yeah, with that, I just wanna adjust a lead with some stats. For yesterday it was hundredth G P and he also climbs up in the in the driver championship table at p eight with fifty two points. Were taking boat as at forty six. Yesterday worst happened. Still tired with Allan Prost's number of wins at the studient Groanprix, Mick finishes his career best sixth place ends up getting driver of the day. For some reason there was a lesser of a highlight. For some reason, I don't know. Hamilton's gone twelve races without a way in the longest in his career that we know of. Um, and Micky Lada still remains the only...

Austrian doing on this tracks. Scar, you probably may know, and sort of putting you under the light here, but any stats that stand out for you for the Stephen Group? To be honest, I very rarely kind of go back and look at the stats because, knowing some of the people that put these together, it's you make stats out of just about any fact that Um. Yeah, I mean actually probably the one that you mentioned there is actually realizing where OCON had got to this year up to eight Um and, you know, stepping past the boss. Actually, that caught my ear because I found it quite surprising because I thought this year has been very disappointing for LP um and I know ocon has been certainly been the more consistent and the more lucky, should we say, driver. So I guess that's that's that's just reward, but it just it's strange that it surprises me that he's got you know, it's peer for them, true. How do you think like Alonso sort of getting better at forming these pains, because it looks like, I mean, if you've seen this we've seen this over so many of these as now that one I'll be in as always, warming their trains, and then the other I've been as charging through the few as your right limit. Yeah, I mean it's clearly a strategy that they've all agreed and that you could see someone with Alonso's broad view of a race weekend and what's necessary to get points. Um, you know, there's almost a kind of a lack of ego, which seems an situitive when you speak of Alonso, but yeah, he's found the way of executing the race that really does give him a great opportunity to get those points in when all the other factors around him allow him. Yeah, it's it's interesting. I don't think it's a sustainable model and really they should have to take that car, but you know, it's kind of working for him and it's certainly given us a great entertainment. I think Lonso or, I think Alpine in general this season has been doing pretty decent, but of course, like they've been having technical issues overall. I mean they haven't been able to convert it to points, but still I think there's a lot of potential here, especially looking at how well Alonso is able to, you know, overtake other cars and, you know, even block other cars in fact, from overtaking him. So I think it's just a matter of Alpine trying to getting better reliability, I guess, and then they can probably, you know, go ahead. Unfortunately, I think for Alonso it hasn't worked out that well as it has for Ocon, but let's see, he still is providing us a lot of entertainment. So the highlight, I think, yesterday for me again like I'm I'm switching gears now here is but finally Charles is able to get out of his bad leg streaks. It's like it's like maybe were not the sort of like envisioned this with his famous, you know, that that frame that's got it captured now, and this is like, you know, is this coming for you and Stadion, like key guard as an award. Is it really broken though? I mean he someone was limping across the finish. Yeah, it wasn't without his bad luck. Was He with his throttle pedal sticking open, which is anyone that's had a map in their car stick to their pedal is like trying to trying to win a Grand Prix with maxst happen just two seconds behind you. Pretty stressful. But yeah, I mean I think Ferrari. I mean it will be interesting to see how much this Ferrari pace continues. We've seen over the past two races. Obviously Silverstone was a particularly odd race because of strategy and lots of other reasons. Astris. I think it's the first time we've seen since early season that Ferrari had a kind of a clear advantage and it would be interesting to see if they are able to maintain this high top speed which you know, they were able to go with, but equally with that better time management. And probably for the majority of this season that has been the opposite,...

...where red bull has had a better time management and had the great top speed in the race to bring them too together, and I think for the first time we've seen it switched around. So this could be maybe, maybe not a turning point, but certainly a kink in the road of the championship, just to see if Ferrari can now come back at red bill a little bit more, albeit that they do have reliability problems, which goes much further than the throttle pedal, as we saw with Carlost Knights. Enough trottle was really scary though. I mean when I first heard him seeing on the radio that this trottle is not, you know, disengaging entirely, like a weird wards of Schekiars two hundred miles. But are going into these gardners with lake around, when he puts into tottle alls on. Well, that's I mean they going to imagine seeing and finishing there? Is that? Yeah, it's I don't know what what mechanism to us to actually control the the excess throttle, whether if he puts the break somehow it offsets that horror is literally just breaking against the engine to try and get the car stopped. But it's one of those things that some drivers are so much better at coping with something very unusual. Some drivers are to be perfect or they like to be coached through the problem and you could see there that clearly Sha was just understood what the issue was and just drove around that he was telling the team, but there's not much the team could have done about it. It's all really they can. You know, you can't just turn the throttle pedal sensor off because they can grow into a halt. So yeah, it was a tricky situation but again that overcoming things like that is what builds you up to becoming a WELDCAP, you know, simply just pulling to the side of the circuit or going flying off on a corner us some drivers mate, just shows that, you know, there's there's there's an element of class in his driving that we've seen a few times this year. Yeah, like that. It's still quite limiting the next gen edition the undergo. So that's beautiful to see someone who's still learning the ropes of climbing and getting, you know, sover with the adverse situation. Obviously now you can explain us better, scarbon, what actually was happening, because on the radio what we heard was the revs were still high because of the event that we just discussed, which, because of some algorithms, was affecting down shifts of geods on Charlter's scar and he wasn't able to downshift. What's more, to the meet here on on what was happening under under the Ghard. Well, the main problem that was happening is that the throttle pedal doesn't have a cable like you have with your old road going straight to the engine. It has two sensors in it, which means that in order for the pedal to come back up to its resting position. I'm kind of do it that way. You have a spring behind it. It almost looks like a little mountain bike. Shock and spring behind. Either something happened in the bearings in the pivot or, more likely, in that Spring Damper, rather the it coming back to the closed position it was coming back to off of. That's an issue and it means that he was going into the corner with some of the engine still wanted to push onwards, which you can break against and you can kind of try and carry a bit and call the speed and shoes how you're working, but it is difficult. But then the other problem that you have is within all of the software that the car runs against this all these safeguards to stop drivers doing something silly like going in eighth gear suddenly changing down to first or something. So, because the CU was detecting that the frontle was on, is what you know, you can't. You can't down change. Now that's not the situation. I'm going to ignore that downshift request, which means he was then obviously struggling to get a downshift done at all. And you know these, while they have lots of talk, and you have the hybrid systems helping with that talk, you really still need to be able to shift down in order to still maintain a reasonable pace around those last few labs. Thing I thought about well, watching this going...

...down in general, was was it that the characters of this track kind of helped Charles a bit, because since this track comparatively doesn't have as many slow corners, you know, think about this happening probably somewhere in Monaco or something. I think it would be a lot more difficult to manage it there than at Austria, I guess. Yeah, I mean it's definitely one of those because it's such an open circuit and, as she said, that there's a limited you probably could get around the circuit pitch, like Um Shoemaker did back in the nineties, by just staying in one gear and driving it u. So yeah, so it did help and you're right. If this is a different track, then he probably would have lost that position and the probably crashed Um for the end of the rice, because he mentioned when I I'm thinking like you, imagine him going with this assurance, that the hairpin. That's that's that's a note, that's that's a big note from me. Yes, well, talking about things blowing up, let's start the word. Yeah, it's it's interesting. There's lots of people are asking me before the race, because Austria is an altitude, not but it is over five above sea level. The air is a little bit thinner, and they were asking me the problems that it causes. One of the problems that it causes is it makes the turbo charger spin much faster because the airs in order to give a power you've really got to get that turbo charger up to its maximum speed, which is a hundred twenty five thousand rpm. Still kind of blows everyone's minds when you hear it. So I suspected that if there was a problem with the Ferrari turbo it would be here and then again maybe in Monza um obviously Mexico, which will probably be the worst case, because we saw shall have a problem with his turbo in Acu, which is a very similar kind of circuit, when you're on the frottle full speed long periods. Now we've had no word from Ferrari, so this is just my assumption of what happened, but I think the turbo charger failed again on the car because of the way the smoke came out, because of the type that you had, even the bodywork. You saw the air, the air being released from the intercolers and stuff with the fire started. I don't think it was actually a problem within the V six engine. It was probably limited to the turbo charger. So, Ferrario, do have a weakness in this area, which which is worrying because you've got lots of, to say, lots of races coming up that will really challenge it. But they can make reliability changes to that turbo charger before those races, in that they are allowed to do that, even though the engine is can kind of design frozen until four years. But yeah, it's Um it's a concern that both the top two teams really had been struggling with reliability and perhaps highlights me sides have got so close to them in championships because they've had so many DNFS and it's really unusual for two leading things to have so many failures over the first half of the yeah, that's true. It's interesting to see how mercit is bringing that three way fight actually into the whole mix here. We heard we heard there, we heard CARLOSOS radio say Sprat e or plan e and then immediately, I forget if it was crafty or Bundler, whoever it was on on the radio on the commentary and they said he's blowing past a B C d already, but to his car is actually gonna blow up, and I'm like, Oh, this commentators curst is going to a whole level at this point. Yeah, the point there ready for me is just the level of preparational things therefore have and the memory that the travis can have a situation trying to remember what he was compared with the other ones. It's one of those things. I'm sure it becomes much more naturally when you've been doing, you know, so many races already what we have...

...this is eleventh this year. It just shows how much the things have to plan every eventuality. You know, is there going to be a high deg race, and it certainly was a high decordation race. Is there going to be safety cars, and you know, how are our competitors doing against this? So, yeah, all the way down to a to find what they thought would be the perfect STRUC. But like which is also interesting because it's it's a very interesting argument that's going on the Internet with like, quote unquote, Ferrari clowns at this point because of all the strategy mix us up. But then we hear this conversation where, you know, they're planning all the way to you know, plan e and and going and running through all these scenarios. So even when, like, we think that they messed up on simplest of the situations, like these strategies are so difficult to pan out and it just goes bonkers at times. I was trying to think that through the reasons that I've seen. I think this is kind of unique with Ferrari, that they have these many strategies. Like oftentimes we have heard about, you know, Plan B or something with other teams, or we're gonna put totally something like that, but only during the Ferrari Tradeos have generally noticed that they have a lettering system and they often use it like thoroughly. They do go far into the letters quite a while and I don't know, somehow it always brings up the imagine in my mind that the drivers like have a cheat sheet inside the car where they're quickly checking what the letter is. But yeah, on the note of the fight to that that is going on with these Ferraris, Max and Leclair, who are going head to head. At one point Max totally gave up on that fight and he let that Charles passed, but after a pit stop. That happened around lap thirty three. There's this interesting radio message which stars, I want to get your insights into. Is he says one lap there was there was a good front grip and then the next lap he didn't have anything. The cars getting pretty unreliable, or does like lab or lab it's really like a Sagme Vive, because either you have a good one and then it just goes bad. But it seemed like, yes, I did, it was a good, bad, good bed and a completely jumber Leo of things yesterday. Yeah, that was that was particuly unusually in Max's case, and that certainly he found that that that car was very inconsistent, which which is the worst thing when you're a driver, particularly when you wanted pushing and a circuit that would put you panish you as much as Austria. If you go off there, you're really going off into the scenery. Um, I think there's a couple of things. First of all, you may look at the actual consistency of tire would be the first thing, which has been a criticism pointed at Barilli in the past. I doubt that was really what was going on here. Something you know in the manufacturing of that set of tires that it was running. Also you have the wind, which was a factor in the you know that. Certainly the crashes during I get that right, qualifying, because it's forget exactly what point that was now messed up. I think it was. There was, yes, the team said it anyway. So you know, changing wind will suddenly go make you go from, you know, having lots of front down force to having no front down force. So that's a factor as well, and I think that just kind of goes to show just how much on a knife edge that red bully is to get the performance. You know, it's Um it's been, in some respects a very consistent car because it's been quick all year longer. They're always kind of right in there, UN as there's some kind of reliability or penalty problem. But if you see Max, who can kind of cope with a car that is inconsistent and isn't ideal to drive, to compare with Perez, who prefers a car to be much more predictable through the course of a race that he can get his kind of super long strategies played out. You can just see how, you know that the nature of that car compares between the two drivers and how they can exploit it in different ways. So this weekend it was a bad one for Perez. It was almost great, a great one for Max. But Max seems to be able to deal with his car, beonlond his knife edge the time, although he doesn't plane on the Radi you know she's said. Yes, I mean and again I say...

...this in a joking way, but like as soon as Peres dropped off two P twenty, I felt like it was again going to be one of those movements where pre as low as if he drops down to the table, he stands on the bodiums, like maybe this press comebacks sadly. Well, since we're on the topic of Red Bull in Ferrari, I think let's talk about the flex floor drama that's going on. So, like my understanding basically is that F one is bringing in a new technical detective from, I think the friend chip, I guess, if'm not wrong, and basically it is to address two things. From what I understand, one is that some teams are apparently using disappearing skid block on their on their like called floor belly, right. Yeah, and also red bull and Ferrari are using like a two piece floor plank which kind of gives them a little bit more flets on their center part of the guide. So kind of want to get your you know, your opinion unders that's too yeah, just enladened us. Okay, so I think that you're right. A technicorctive has come out now. We've had a number of these actually changing every so slightly. I think they come to force. For the Belgian Brawn premown has been pushed back at it Um. And Yeah, it does all kind of relate to how close to the floor is to the circuit and how the teams are coping with that in different ways. Now, with these current cars, you really want to do is get the car as close to the floor as possible to kind of get the edge of the floor against the track really get those ground effect tunnels working. The problem that produces is purpoising and bouncing kind of for most of the year, since it was close to the track. Um, if it hits a bump or if the aero stops working and it just starts going up and down and you know that really recks the car's performance and the driver's health. So how you get around that? Where there's various ways you get around popusing, you know, their suspension. There's changing the shape of the Arrow. But one of the things that the teams have done is actually change how the floor hits the circuit and they've done this in a number of ways. And of course the plank and the skip blox underneath the floor have been there since and have been there to stop teams dragging the car along the track or happen that that the floor impact the track. So if you can flex that middle section where the plank is of the floor in different ways, you can potentially get closer to the track and if you do kind of hit a bump or you know, the car doesn't get to the point where it hits the circuit. It doesn't hit something rigid and it hits something flexible. Um. So that won't set off the purposing as much as now everyone's pointing their fingers at Red Ball and Ferrari Um. I don't think that is wholly correct because there's lots of other teams that have got some similar designs from what I can see, particularly in the front, which we called it the tea trade, where you're if you normally would be the thing that would hit the track first. Certainly last year, when the cars were running like this, it was probably bit of floor that would be circuit first, but now, because the cars are so much flatter, the back of the circuits. Well, there's all sorts of sort of flexibility tricks there. There's also ways of actually making the edge of the four bow downwards, Um, actually making a seal with the floor where you want it to but not where you don't want it to. And that accusation could be pointed at teams other the rebel and Ferrari. So you know, it's it's tricky to kind of point the fingers and, to be honest, none of us, certainly in the F A, you don't know who is, don't what. I think. The only exception to that is the thing that came up over the weekend which I hadn't heard of in the Haddock, was this disappearing skid block, which is quite interesting. Um. So normally you would have the floor of the car that you have to plank underneath it and then you would bolt these entertaineous skid blocks of things that make all the...

...start up underneath and that holds the plank against the car and prevents the plank wearing the way. It seems as though they've done it the other way, so that the skid block goes in underneath so if it hits the track gets pushed up, so the skid block won't wear away the plank won't. We can actually lead on it a bit more. And this practice could easily have predated this season because if teams were doing that the front of the floor last year have been a real advantage, but that seems to have been it's one of those quite easy mechanical things to work out once you've seen the floor and the parts in front of you as a scrutiny. Anything that's not that's not how we want to change this. And again we don't know the team that's doing this. It could be a team right at the back of the grid that you know, Um, we don't see the benefit from. So be careful when you know which teams were mentioning here. But it's a problem across the grid and I think it does need to be cleared up because the regulations were ambiguous. They're still the technical doesn't cover everything that I know about. It's on the car and I think they just need to to kind of go through that entire area, straighten it out and then start enforcing it and we'll go back to hopefully, everyone making the best of their cars without pushing the rules. That's very well put, because it's always these front runners that getting mentioned in these sort of conversations. But like, unfortunately it was jas accident with sort of put all of this into the landlord and the car was dragging on its on its head. But it seems like right like the whole grid is doing it and nobody sort of gears about what's happening. Solution. There's a feature on the Aston Martin. You know, everyone will go, well, they're so slow, why would you copy them? But they've got a really interesting feature on their tea tray support. It's unlike any other team. So they may have the best purposing solution, that doesn't make them the fastest car. You know, it could be that Williams, it could be, you know, Sober Alfa Romeo are doing very well, but they don't have some of these clever tricks on the car that I can say. So it's like, well, you know, Um, I think it's a lot of it. It's just the media kind of whipping it up into a Mercedes versus versus read story. I think it's also like the course of being at the front, like whenever you are succeeding, people are gonna try and bring you down. So yeah, I think it's it's kind of parting. That's that's part of the you know, there's always been part of former one history. Every time a team suddenly elevates itself to the Front of the grid, almost immediately they will detect something. So benefit, benefit had been one for a number of years without really had a success. Suddenly you had that you know early nineties spell where they were really just getting it done and then everyone's suddenly thinking mm Hmm. And and you know, it carries on with all the things that you know kind of make that step upwards. Um, it's just it's a nature of competition. I guess that people point things someone that's suddenly doing better beating you. Yeah, on a light or not, because you mentioned in the nineties. I mean I see the Stereo Gro Prie and I see like it's such a simple layout but it's such a complicated track because you have like so many avenues of oversteer, and we saw that yesterday with like cars running off many gout penalties and many of the flag. What I'm getting too is, you know the in the nineties we had this famous, I think, like the Anti Roll Bar Right, which which helps sort of with that adjustment of steerings Um with the with either the front of their back and you could you could adjust here. Have the car has gotten so much more sophisticated, or would you like to see maybe like the anti roll bar sort of thing coming back at such high speed? Grow pries Um? Well, the Anti Roll Bar adjust actually saw it was and in ninety four as part...

...of the active suspension and driver raids thing, which seems very a very strange thing to do that they thought that that was lots of race cars have got just to anti roll bars and by the driver, by the lever in the cockpit. I can see no reason that they couldn't come back as manual adjustments or even electronic adjustice as long as there was it wouldn't be changing the anti roll bar for every corner, like the break byres or the different control I wouldn't mind that. But, to be honest, in lots of respects nowadays the that that the balance of the car is adjusted through the differential on the gearbox rather than with, you know, that the systems that they had previously. So I don't know how useful it would be. I think teams would have to do some simulations to see if it would, we would pay off. But you know, there is actually probably now more than ever, stuff that the driver can do to actually adjust the car's balance on the go from the from the cockit that was never available to the drivers pre ninety four. That interesting. Alright, I guess let's get back to the race a little and let's discuss a little bit about the awesome battles that we so I mean there were battles pretty much everywhere yesterday and, of course, like we cannot forget, of course, carbs. You mentioned that, the battle royal that we save. We Alonso Jao, make notice and Kebag clap. Twenty six. Wow, that was something to marvel at. I mean I it reminded me kind of two years back or three years back at spa, where I think there was five wide going into, you know, right after the Kivil Street. Yeah, this was nice. I think this this year, with the new regulations, we can see that they're working. You can see clues the racing. We can see that cars and not getting affected as much by following other cars and you know, I'm just glad to be watching f one during this time, honestly, especially after the years that have been in the last few years where trasing was not kind of very interesting head points where, yeah, no, it's just too much fun. Yeah, no, again it's it's interesting. A lot of the drivers didn't say much about the new rules and the ability to follow closely during testing. Of them were actually quite negative about it. There has been no improved, no improvement, but we've seen consistently this year that, you know, if someone wants to go right behind another car, they can do so, Um and that then leads to either errors, like you saw when Schumacher initially got past Hamilton's Hamilton had gone wired and Mick was closer. They're actually monopolized on that without you did have the arrest, but it was effectively it wasn't the RST that allowed that past Um and I think that's great because I think as a fan in a one and a half two hour grown prix. I think you want to be able to think that someone might be able to overtake. I think that that is you know that definitely that it might happen. Is What kind of keeps you onin edge of our seat. So I think if we literally you saw everyone just pass everyone straight away, I think the sport would be a lot duller. But you know, you still get an element of that with drs, particular this weekend with the free zone cooking up so well for castle, that could carry that little bit more top speed. Um, I still have I still understand the need to keep drs, but I just wish you didn't have almost unlimited use of it. You could be in someone for every lap of a race and have it every lap. Yeah, that just doesn't seem fair. You know it needs to be. Maybe you have so many drs applications available through the whole weekend. So you know if you want to use it in qualify, you use it in quarter five, but you'll have blessing in the race or something like that just to make it a bit more tactical rather than, Um, you know, just a free pass just to say well, Bryan, overtake you on the street, which you know, particularly when you've seen the leader or someone that's been in a great positional race, someone then comes up with gets all these opportunities just to breeze past on the straights...

...and it kind of kills the end of the race when you know that there's no coming back from it. So yeah, I think we've we've made some improvements. I think, for one, still maybe needs to follow up these regulations with some other sporting and techle changes just to really not the racing. That's an interesting one because I think, I think after Salvy we made that adjustment where Australia we're going to have three Dr Zones, where we made an adjustment and we only eventually sort too. But I've not seen this side of a take on where you know you essentially, for our ends up creating a plan G for for all we know, where you know you can only limit your number of D R S. is that's a that's a very interesting pick. And is this? Is this a en that's also going on in the PADDOCKT or it's it's still, you know, just some people. No, I mean I think the I think for the F I A L D rs. I don't think there's any talking up playing with the sporting moves around it. I know this is employed in some other categories and for the last time announcing graphics on TV before it's it's something that I've a kind of a chanted for many years and it doesn't seem to have grained any traction anywhere with anyone else. So it's just just an idea rather than something that, you know, maybe we might see in the next few years. It was interesting, I think, like with all the all the battle royals and the close racing that we've been talking something interesting that also ended up happening yesterday was a battle between the hoarse and and and stroll particularly. I feel like stroll yesterday was particularly on the top of his game because earlier, I mean he might be racing good but there wasn't much footage or coverage he got during the yesterday because without the pits topic claimbed I think all the way up to be four at one point, and they just got, like him, in the limelight there and especially some brilliant back and forth. The word takes with I think it was Kamang, but it could be wrong. In Um there's something. Yeah, I mean certainly Aston Martin is a far back now. Everyone says it's a better race car than it is a better qualifying car because the way it deals with its tires Um and equally, you can see for someone like strong, there's certain types of circuit that he seems to Excel at, which tends to be the much more wide open, you know, really stretched the race out things if he always runs very well at Monza Um and some of the other sort of fast tracks like that. But equally, you know, although it's Aston Martin in in our heads, it's still force India and you know a lot of the people on the ground are still the force India people, the people that are Andy Stevens and Tom McCulloch and all of that, doing the strategy, doing the sporting side of it. They know how to get a race result out, a bit like it is with Alonso Alpy they know that they can find a way of getting a set up on a car and the tire strategy to get you that result at the end of the race. and strong really has been kind of delivering that Um as you saw in particular Austria and no doubt will be again a few races in the future. Over the year. And Yeah, it's not all about just how good the car is, it's about the team around it and how they plan to go racing, because you probably wouldn't have seen strong getting those results if it had gone for a more conventional set up in the connection show right right. There is this other thought that I've been having because you mentioned Alonzo, which is we have these weapons, right, like wettal was obviously feeding the data back to their team, which is helping us in Martin grow. But then how much of it is back and forth between water, mettle is feeding back versus some of these folks who have been arounder their team since like forcing their right. So how does how does that camaraderie work behind the garages, because we never, as audience, get to see what's happening, you know, so some some inside there from you, because you and I've seen some of these things.

Yeah, it's interesting when you chat to the engineers, and I tend to talk to them a lot about drivers or even brace engineering, to be honest, but when you do speak to them or you listen to you know or the various podcasts where they do get a bit time to talk, and how they understand a driver and that part of their job is to understand what the driver wants out of the car. You get how it works, how it feels, but equally, you know, in the driver explaining what he wants. They learned stuff. You know, it's not unusual that you would see a test driver at Red Bull. I'm thinking of the Russian whose names has skipped my head now I've said that is picked up by Ferrari. And they do that because they do brief them. They understand about all the little strategies and all the little bits of software and all the little methods that they use in a team in order for them to learn. And you know, it's this sharing of information around the product, which is house. He just keep getting better and better, and also is the way of finding out how people are kind of not cheating, but certainly stretching regulations and rules. Is People move about. So it's a key part of it. The first thing anyone will do from going from one thing to another is to have a really big debrief. Um, what the other thing we're doing, and that's, you know, completely off board, and that's part of the reason you're hired, isn't it? Your experience, and then you know all those other little thoughts that you you know, you then bring to the team as you change teams. Um He ahows them to move forward to certainly have someone like vettle on board. Looking at the drivers that Um Aston Martin, racing, point force, India, all the other names have had over years, really is kind of one of the biggest stars that have had back in this so they will have learned and no doubt lots of their practices will have changed because of the feedback that's server has given them. Interesting, you didn't say so. One thing I wanted to kind of point out before we wanted the other topics is, and I saw this a lot on internet as well. Of course, we saw some gree tracing. Why make overall industries, and a lot of people have pointed out that suddenly, it seems like, you know, something inside make has, you know, suddenly turned on and he's just gotten into the form right like what you're seeing from the last race. And it matters up exactly with his career in f three and F two, where he spent his first one and half year trying to understand the card and then suddenly from there on his season just changed, and I think that's exactly what's happening again here as well. It's exactly what in half year and yes, suddenly seeing that he's performing really but it's really funny to see that. Yeah, it's interesting. I don't tend to watch a lot of the racing and the judio capitalists, I'll be honest, but you know, I speak to all the people that you know do follow them and I always trying to work out, you know, how good is some of these drivers coming up and certainly shoemaker. You know, sometimes a big, big name can actually be bad because you kind of animated about your talent. But I think everyone suggested that, you know, Nick Nick was there on on talent alone, not just his surname. Well, I think maybe the Ferrari link is almost inescapable. And Yeah, I mean if you can see, you know that Hark car hasn't changed. You know, that's that. That much is definitely you know, it's not that they're before and it works for him. So maybe he has just worked out how to get the best from that car. Maybe he's one of those drivers that slower, you know, certainly his Michael Schumacher was someone that could kind of get into any car and drive it. I'm sure if, when he was having a success at Ferrari, if they if you'd gone out, you know, for lunch and come back and they've changed all of the settings on, he would for a start, he would probably a saying exactly the change, all of the changes that come. Big They were, but they still still driver car commediately as quickly. Some drivers need more time, you know, some drivers need to bed in. Obviously last year you can almost discount for Mick from a point of view of fast driving,...

...because the car was just so bad. So this is the first year where they've had a good car that he's been able to learn and understand and now start to exploit. So maybe you know your point is. It stands up there and that it is. That's just the way he goes racing, which which is interesting, but also then makes you think about his future career. I don't think it sounds like it doesn't sound like a driver that needs to be jumping from team to team, you know, every couple of years. I think he's someone that would certainly benefit from some stability in the team and that literally the group of people around him as well. Maybe that's what gets the best out of him. But certainly he's you know, he's racing over the past two two grown pris has been fantastic, you know, as good as anyone else out there, which is, you know, Nice because you know, we all have a soft spot for Schumach or whether he was a big fan of you know, I think it would be a shame that if his son came in and really just kind of faded out up years. I think in our hearts, I think we will want to see you some success there, just to see a bit of young shoemaker there. So yeah, I think that's true. True. I think like one person that we we were actually talking about Guanyu Xhao, because his season is rookie at this point. He's blown our minds, to be honest, like this year. Um, I don't know how his confidence sort of staggered with like the incident last phase, but beyond the issues that Alfa Romeo is shown, he's been giving promising results for a rookie season that he's been here. So what's what's the environment like for for like one you in the paddock? Well, it's again he's one of those people that really, you know, I again speak to people that follow the things and you know his Chinese. Got Done a lot of work to Chinese media over the years and I've always been kind of a bit of ahead on the upcoming names and while he was an upcoming name, it was never kind of flagged that he could be really good. You know, not to be route to him, but you know there are other drivers and junior categories that maybe shine a brighter light than he had. But he's come into the Alfro Mayo team. They've put out a very good car, he's got someone my Bot as as a teammate and, as you say, he's performed. You know he's not coming and played the understudy to t bot us. He's not coming. Made Lots of big rookie eras like maybe Sonoda has. He's got results. He had that obviously huge accident back in the paddock. An hour later, apparently quite calm, lucid talking to everyone. Has Given lots of interviews about it almost immediately after and over the Austrian weekend and still put in, apart from reability issues, a great weekend in Austria. So you know, where does the future go for him? I think you know, we're almost more certain that you know Um Joe will be an informal one and in a good position for the next half of year. Is Me. Why the Alpha Mao Solber team, I think I've got less confidence and where they're going to be next year and what they will be cold and what engine is. Um. Yeah, but yeah, certainly, you know, Um, I think they've got a really great package there with the Ferrari engine and the chassist and Joe were together. Um, and it's nice because they've had they've had some tough years over in the view, it nice to see that they've really kind of tackled these regulations really well. Yeah, yeah, let's switch give us a bit. There's one question that I kind of wanted to ask. Craig was and I found this pretty interesting. So I noticed that in the previous days at Silverston, Charles had damaged on his, you know, front wing endplane and he pretty much was not affected by it almost at all because, you know, he was driving pretty well. I mean he gave up a good fight. But the same thing what we saw yesterday in the Austin GP is that Russell also hired a similar dantage, but...

...he seemed to be suffereding from it a lot more and he had to instantly come into the pits to change his Front Ping pretty much. So I think what I'm trying to get at is there's the two part question. One, is that a why is the difference? I like, like I don't understand it because at least in the silicon tp the commentators were saying that the front wing and page with the new erro kind of is not playing that much of a major role as it's used to. So, you know, kind of wanted to get to open on that. Okay, yes, so I didn't actually say the damage to Russell's car, I'll be honest, but it wasn't the same as what happens in the player. So the Claire had to the end play the big vertical piece on the end of the wing. Now, under any previews year in Formula One, certainly over the past maybe ten years, losing that vertical bit would have been a big impact on the way that works because fundamentally what he's trying to do is to try and keep the high pressure above the wind the low pressure alone. So it creates that down force, that pressure differential. But the way they've changed the regulations this year they've almost kind of negated the function of the endplate, even though they're much bigger, because they kind of roll under the wing now they do very little actually in separating the airflow. It's also it's too easy for air to go under the wing already, which is why you don't see steep wings in front of it. You can lose that, but it is much less influential. He probably lost it probably more drag because it with the way the airflow goes over that he probably lost in down course, but it wouldn't had a small there is. That's not denied. There is an impact that far. He said five points of downfalls, which you know is not a massive amounts when you change your race, but certainly it's something that the driver would feel. If Russell had and again I don't know the damage, but it wasn't the MPLATE, so it was probably something more on one of the five wing elements falling. That is much more sensitive. So if you had, you know if the gap between those elements closes up or opens up, then the wing really stops working and that means you lose but down force in a big way. So it's that's a much more sensitive area of the wing. Just like in the old age used to be a loserble and if the driver was fired up, like you know, again, we got into schoomacher, don't we could actually drive faster Max last year or the year, but last last year. Yeah, yeah, because obviously half of the performance of the cars in the driver's head. So yet some parts of the car are really sensitive, Um, and others aren't. And you know it's just luck of the draw how you hit someone and what bit breaks and what bit doesn't. While we're talking about these changes, right, like awfully it we've we've seen Um notable changes on probably all constructors making the side belly of their car. Um, the sideboard sort of changed overall across the group. But beyonn't that what's sort of like that one innovation that stood out for you for the car evolving over the pastor races really, I mean a lot of the sort of the innovation this year has been to people starting to follow other people's ideas. For me, the most interesting thing of all this year that's been a success has been the Ferrari Cypods. When I first looked at them, it's something right about their design I couldn't understand quite because it was quite unconventional. Ut Red Bull and Alpine ALF towery. They were kind of what I drew as my prediction for the season. And then you come to Williams with the original psychods, which made no sense to me at all, like I can see what they were trying to do, but it just and in fact the more I understood what they were actually doing, the less I understood it. It just seems like made any sense Um. But then you look at the Mercedes solution, which is similar, but you could see that was much more developed as an idea and it works very well other than the other issues they're having. So I think for me, you know, people changing. So Games have obviously gone...

...to a much more conventional cycle. Now Alpine have taken aspects of Ferrari and Red Bulls ciples. I think this is all these sort of changes are the things that really kind of interest me. You know, we're seeing lots of little detailers. You sound the edge of the floor, on the entrance to the floor. That's details stuff that's very hard to kind of completely understand how it's working. But I think this year, as it would normally be in a big year of regulation changes, is, you know, it's the big obvious things that we're going to see change a lot and I think as we see the cars launch next year, I think we can see a lot more similar looking cars. They may fall they may fall into two camps. People may go for a more Mercedes or more of a Red Bull Ferrari solution, and I think both could work, just as we've had high rake and low rate or short anything else. So yeah, I think that's really is. There hasn't really, for me, been a one little feature that really kind of wowed me. Um, you know, it really has been just like in the big thinking which tends to come into how you get dealing with the side pods and the occuding packages and stuff like that. Okay, I've have to ask this, and I think this has kind of become a meme all over the Internet and the turn sticky up a bit that loves to use two PAT questions here. So what's your opinion that? And B is like what's the challenge in being a science communicator overall, you know, and how do you strike a balance between like dumbing down the topic but at the same time trying to maintain the technical aspects? I mean, I think you actually your your your your your question answers itself a lot of respect. I worked mostly with Sam for years, years before we start doing stuff on tech talk. We've got out their BRIGA. Spanish journalist. Again, I've not worked with but you know, we always sitting shotting the pitlane. Always comes something. He has a different way of working and all of us have a different way of explaining things. And you know there is such a broad audience in formal one, you know, particularly in the trying to the drive to survive here and in now, so many people. I don't know all of this history, don't know all of the kind of technicalities, Um, and everyone needs to explain things their own way. Sam Uses sticky upbits. I've spent the past twenty plus years trying to create names for things so that when I say, you know, the side Pod vein, everyone knows what I'm talking about, even if it's just made up. I mean I probably have been guilty of actually naming quite a few of the things over the year. Yeah, was probably probably me as well. Um, yeah, so I think we've all got different ways of explaining things and that for us, that is the challenge. You know, I my career outside of formal and one has been very much about trying to explain tech things to more technical people work in it. And I think the other thing is because I've been doing this for quite a long time, but social media and blogs and things kind of came in halfway through that a little bit, you know, Um, and getting instant responses from people, instant questions, actually helps you explain things in the first place because you know that everyone is going to ask is that legal, or who's doing there's there's always to follow up questions. So I think, you know, you kind of find your own tempo for explaining things. Sam Sam keeps things quite simple, although he is, you know, uh, you know, he hasn't qualifications Motorsport Engineering. He's worked in the industry himself. Equally, Albert has a way of explaining things which tends to be, you know, showing parallels by, you know, putting the light bulb inside a crush on. When you showing how crush work, it doesn't shatter the light bulb, Um, you know. But he was a mechanic informula one and...

...is as an engineer and a mechanic in his own right. I am somewhere in the middle. I like to still keep things quite I think. I think peeping still quite technically. You know, I'm not trying to dumb it down or, you know, way cheese or children's toys around. It's not how I like to do things. I like to be able to draw them or show a photo with arrows to explain what's going on. That's the way I communicate and that hits. You know, that works for some people and I'm sure the level of technicality I get into is too much for some people, but equally people, particularly on aerow which is, you know, quite a subjective subject, about how it works and how you explain it. You can explain the same solution in lots of different ways and you probably could all be right, but point on it. So yeah, maybe the more technical people sometimes don't like it, but I know, certainly from working with people within the sport, the designers, the people that supply bits and paces into the spot appreciate the work I do and give me lots and lots of help. And Yeah, I suppose at the end of the day, you know, it's we're all finding our target market and some people can understand it and sometimes we love s geeking out. Continue doing what you're doing and keep putting out that amazing graphical content and you've you've laid the a brilliant lead on for what I wanted to ask next is you've got you you had this amazing thread about gearbox regulation changes coming into twenty two and like how pictorically you've showed how homologated it's becoming. What I want to ask you is mid seasons approaching in two races where these teams now get to choose how they want to change up their gear ratios. What's the talk of the town, in the paddock and like, what's happening and what what do we expect going into the latter half of the year where teams now make changes to their gearboxes? It's interesting how I was thinking about that the other day. We are driving on the motorway and sat there in six gear and thinking that's that's coming up, isn't it? I've heard, I've heard almost no one comment on that we need to change our gear ratios. You remember that these six gear ratios have now been in place for a number of years. That how units will understood. The eight speed gearboxes well understood. I think the question this year was how much drag the draft the cars could carry. Therefore, how much top speed could you get out of these cars with the wings, with the ground effect tunnels? And I think the team seems to be in quite a happy place. Um, no doubt some teams will will check. It will probably be the chains that have changed philosophy in a big way. Um. So I would expect potentially Williams would be in that position, maybe in the sadies as well and equally, you know, maybe even someone like Ferrari that really came out with what was going to be a very low drag car but ended up being, you know, to get the down force they put these big wings. So you know what, you wonder where they are in terms of managing final drive gearing and individual gears. So I don't think we're going to see everybody change immediately and certainly it would be I think a lot of people get tricked into thinking, well, my mom's is coming up, they will change it, but obviously that that means that they've got to carry those gears at Singapore and another year onward. So yeah, it's I don't think it's going to be. I think the last time we had that maybe I think it might have been another one since Um and there really wasn't a lot of shuffling around the gear ratios Um to pay with what you maybe would have expected, which just goes to show how good these teams are at simulating this stuff well. So, as you're kind of coming end of the show, so there are a few questions left, ever you want to ask. One would be about the INN listen, changes that are coming up and during twenty six and some from what like we have heard till now, there is an initiative to try...

...and get two more sustainable fuels into a fun uh, as well as, from what I understand, apart from the engine changes, there are also some aero changes targeted towards trying to make the cars a little lighter and smaller, as you know, again to improve the thing. So yeah, please give us some inside scoops from what's what's upcoming. So, uh, you know, the immediate thing really we've got regulations for next year, twenty five. They're going to keep basically the same cars. Um, there are fut changes time. All the blankets will be banned in two years time, which a year and a half as it is now, which I think is a long overdue and it's good. Um, probably and the teams are all getting themselves ready for that. You know, it's not become as a massive shock to anybody. Um, not much else is really going to change. You have but then you have this sustainable fuel, this Um, you know, e fuel, if you want to call it. That will be coming in much sooner and I think that is positive step in on one hand because you know what, what, don't use fossil fuels. You can make it, you know, sustainably ethically, without burnon loads of energy. So, you know, we should do that anyway. I think my only concern about that is that it would it still produces tele pipermissions, that they are reduced Um, and that does potentially lock us into combustion engines going forwards a lot further, which I'm not not so um thrilled about. And then you come to and you have a bigger regulation changes. So there'll be two areas that this will take the engine first, so they'll be the sustainable bio fuel. They're going to completely change the engine regulation, so completely change. They're going to take a knife to them and we're going to probably lose the Energin, you h which is the hype motor generator, which goes the turbo charger. And again it's a very expensive piece of Kit to develop and you can see the problems at hondering developing this. But the technology is out there, UM, but I think you know, that could be transferable to another new manufacturer entry if wouldn't be too difficult. But they're going to lose that. But what they will do is make the MG U K, which is the old curs the hybrid actually drives the car, much more powerful. So if we think back two thousand and nine, we had, uh, what is it? Um, ninety horse power, sixt what motor, which wasn't a lot of the effectively doesn't that. So you now have a hundred sixty horsepower, sorry, from the hybrid system. But when you look at an engine that's kicking out completely over a thousand horsepower, that one sixty hasn't changed in a long time, fact by then. So it's not due. So then now talking about taking up to that three hundred fifty, we're talking we're talking about a double of that, which means that the physical motor has to be bigger, the battery maker, Um, but at the same time the engine, The v six engine, the combustion engine, will produce slightly less power, so you'll still end up with a thousand horsepower race car, but more of interest from recovered energy, which for me, is where we should be headed towards. You know, they should be making that sort of smaller and smaller and less powerful, recovering as much as you can get out. But there will also be some other cost saving changes which would probably been that the crank case the bottom of the V six will be a spect part of a spect design. Teams would just end up developing the cylinder heads to do the clever combustion side. So I think that's that's where it's going and as a stepping stone I think that's good. But I think the sport does need to be looking more is what what is the world going to look like in terms of engines, ways of powering cars there? What is the end the final drive options?...

That? I think they could be a lot more creative with that and open up some really exciting development opportunities. That just doesn't seem to be discussed at this stage, certainly not openly. Um and then the other regulation changes will come down to the chassis. Um. So formerly one cars currently weighs seven four kilograms, including the driver. You've got you a hundred and turn key loads of fuel on board. Um, their three point six MS long as a maximum, which makes them five six MS long in total. I'm not worried about the witch because Formula One cars have effectively always been two meters squide, apart from that brief time where they were slightly narrower in the late nineties. Um. So they're doing be made shorter, they need to be made lighter, Um, and you know they need to look at sustainability of the car. So that's what they're looking at. Um. So the cars will be sure you could easily cut fifty, maybe even sixty centimeters out of the wheelbase of a current formula one car without really compromising annics inside. Um, it would certainly compromise the err but who cares? You know the team's jobs. You know, taking weight out it's a lot more difficult and a lot of that would come from the power unit because surprisingly, cutting even just ten centimeters out of a Formula One car doesn't save you a lot of weight because a lot of that is just kind of stretching the car out. It's not components. So you know, ten centimeters might mean five kilograms. So making them shorter save some weight, but it's not really bringing them back into that kind of sub second hunter killer range Um. And then with some of the clever stuff now I've always advocated bring an active suspension back in a controlled way. That's that's been spoken about and has been parked from time being. But they're now talking about active error. So if you think now, aerow is drs. so the car for the whole APP will carry the wing that it needs to get around the eight corners, which means on every straight that you don't have drs, you're carrying that wing and you're burning fuel just carrying that wing through the air. And as you can see, when drs is open, the drag that the rear wing has is it almost so the theory would be is that you will have some kind of active errow, so the rear wing would probably be closed most of the time come up for corners. The same with the front wing, and drag is produced from the brick cool inducts, the side plod inlets as well. So these may all have some kind of flat or Louvers over them, letting the air in when you need it and not when you need the air out, as long as there's some kind of safety control that if anything fails, the wind comes up and everything needs so that would really save the huge amount of fuel and energy around a lad that is literally wasted. You can't recover that energy. It's not like the engine, it's not kinetic energy, it's just rag. So you know, you potentially can make the car lighter because you're carrying less fuel to last and stuff like that. So it's Um. That's that's the kind of direction that I know that they're heading in. Six I don't think anything can follow follow that level of detail insight's explanations. Folks, I hope you've had fun, Um. I hope you've had the level of insights Um that you know you're hoping to get when you read the title. And all in all, I hope, Greig Scarbon, you had fun on the show. These are your these are your regular who are signing off off to take us away. Well, this has been Greg Scarborough at scarbs tech. I hope you enjoyed listening or watching to all of this. I've got some insights into Formula One. Keep watching. Please follow me on social media or F ONE TV driver sixty one whichever. If you find on Youtube, just keep watching. Every one...

...enjoying the racing and thanks for joining H.

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