F1 2024 - News/Regulation change/Developments

Seb has a reasonable haircut and is clean shaven, Penske's name is on the car. Coincidence?

 

Seb is growing up. Changing after F1.

 

F1 owner Liberty Media takes over MotoGP in $4bn deal with Dorna
Dorna Sports has officially announced that Formula 1 owner Liberty Media has finalised its purchase of the MotoGP World Championship.

 

Nice look at F1 steering wheels and how drivers work with them.

https://www.autosport.com/f1/news/f1-steering-wheels-why-customised-controls-are-vital-to-drivers/10593869/

F1 steering wheels: Why customised controls are vital to drivers
Formula 1 steering wheels took a huge leap in 1989 when Ferrari fitted gearshift paddles, and since then their functionality and complexity has grown exponentially.
Matt SomerfieldGiorgio PiolaApr 3, 2024 at 12:59 PM
Upd: Apr 3, 2024 at 12:59 PM

Giorgio Piola's F1 technical analysis

Giorgio Piola is the preeminent Formula 1 technical journalist. Born in Genoa, Italy, Giorgio has covered the F1 World Championship since 1969, producing thousands of illustrations that have been reproduced in the world’s most prestigious motor racing publications.


The wheel still steers the car – not everything has changed! – but this simple function to direct the car has been added to time and again.

In essence, F1 reinvented the wheel’s usage, and it has undergone incredible development across the last 35 years.

F1 steering wheels now also provides the driver and their engineers with a wealth of information that can lead to better decisions, while also offering an interface with which to control key functions for the power unit and chassis.

For those reasons, let alone the ergonomic alterations that are also made, a steering wheel is customised on an individual level for each driver.

If we take Ferrari as an example, there’s one significant difference in the layout of Charles Leclerc’s and Carlos Sainz’s steering wheels, with both drivers having a different preference when it comes to the layout of their clutch paddle(s).

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Steering wheel of Carlos Sainz, Ferrari SF-24

Photo by: Giorgio Piola

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Steering wheel of Charles Leclerc, Ferrari SF-24

Photo by: Giorgio Piola

Leclerc prefers a single, wishbone-style paddle, with a left-hand hinge that allows him to use his right hand to modulate the clutch. Meanwhile, Sainz has a twin paddle layout, which gives him the option of using either hand to operate the clutch.

This may seem like a subtle difference but there’s obviously a very different ratio in the movement of each paddle, which clearly works better for how they feel and activate the clutch.

Sainz arrived at Ferrari having already used a similar layout on his McLarensteering wheel in 2020 and retained it, whereas Leclerc had previously operated a twin-paddle layout at Sauber and made the switch to the wishbone-style layout that Ferrari had become familiar with, having worked with the same design during Sebastian Vettel’s and Kimi Raikkonen’s tenure.

In a sea of buttons, switches and rotaries, all of which have dominion over certain aspects of the chassis and power unit, each driver further explores what works best for them, with some of the thumb rotaries in the upper half of the wheel providing different functionality for each driver, while buttons can also be moved to better suit each driver’s needs.

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Steering wheel of Carlos Sainz, Ferrari SF-24

Photo by: Ferrari

This is one aspect of Ollie Bearman’s debut, in the Saudi Arabian Grand Prix, that shows how impressive a job the Brit did at such short notice. He used Carlos Sainz’s steering wheel, rather than the specification used by Charles Leclerc, which is what he’d become accustomed to when driving in the simulator.

It’s understood that Bearman had asked to use Leclerc’s spare wheel but the request was denied, as this could have jeopardised both drivers if a failure on one was to occur.

This meant that Bearman had to adapt, not only to the change in clutch paddle position but also in the position of some of the buttons, with the DRS button on Leclerc’s wheel swapped out for a brake balance adjustment on Sainz’s, for example.

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Williams FW46 steering wheel

Photo by: Williams

Williams has made significant changes to its steering wheel for 2024, which comes a decade on from the arrival of the hybrid power unit and the introduction of a larger display, known as a PCU-8D.

Supplied to the teams by McLaren Applied Technologies, it can have up to 100 user customisable pages, which makes it an incredibly useful resource for both the driver and engineers.

But not all teams made the switch to this new display in 2014, as no fewer than five of the 11 teams continued to use the smaller PCU-6D display that teams had been using for years. Of those five, Lotus, Caterham and Force India all incorporated theirs within the steering wheel, whereas Williams and Red Bull opted to mount it on the cockpit’s dashboard, which allowed them to utilise a butterfly-style steering wheel design.

All these teams made the leap to the larger display in 2015, with the PCU-6D simply unable to display as much information as its successor. While all of their rivals switched to a steering wheel mounted display, Williams did not, as they forged on with a dash mounted position (below).

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Display comparison (Older PCU6D upper, Newer PCU8D lower)

Photo by: Giorgio Piola

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Williams FW36 steering wheel (butterfly design) using older PCU6D display screen (arrowed)

Photo by: Giorgio Piola

Finally making the decision to mount the display within its wheel has resulted in a new shape steering wheel for Williams too, one which still has a slightly stylistic approach in order to save weight and reduce inertia, as the half forms a triangle, rather than being squared-off like its rivals are.

 

https://www.autosport.com/f1/news/alpine-f1-sale-rumours-emerge-amid-key-renault-demand/10597133/

According to information gathered in the Suzuka paddock, one of the conditions of the sale of the team is the stipulation that the Renault power unit continues to be used for a specified number of seasons – believed to run until 2029.

This would ensure a future for the group of engine engineers who are already working on the new turbo hybrid power unit which will debut in 2026.

However, this constraint of using the Renault engine could reduce the number of potential buyers - since some interested parties want to involve the use of their own power units or those of other manufacturers with which there are already links.

A statement from Alpine said: “The rumours and stories about the team being for sale are false. The team is categorically not for sale.”

Alpine F1 sale rumours emerge amid key Renault demand
Alpine’s disappointing start to the Formula 1 season has already fuelled talk that its parent company Renault could consider offers to sell the squad.

 

They could of just painted the old asphalt. Ya know like China

 

Technically, it is not a complete makeover unless they rebuild the bankings.

 

Must keep Haas and the other slower back markers on the grid eh lol? I dont see why they need to change anything. Top 10 of 20 is a nice percentage.

 

Solid experienced hands for the new team. That might take some heat off Sainz who I think is in no rush to close a deal with them just yet.

 

I think that Marko is dangling the second RBR seat just to disrupt the market. I bet that they ultimately resign Perez(if he maintains his current form).

 

Ah yes. But Horner said there is no hurry at all. Such cooperation internally!

 

Several of F1’s leading teams are reportedly jousting for the attention of leading American multinational Mastercard to sign as a sponsor.

A report from prominent sports sponsorship publication SportsBusiness claims Mastercard is in talks with several teams about a new title deal – with McLaren leading the charge.

 

FA is correct. The situation is a joke. Plus the idiocty of sprints +24 event calendar and F1/FIA think they can use the word sustainable. For who and what?

Alonso laments "game of who can run less" in F1 sprint event practice
Fernando Alonso reckons Formula 1’s tyre allocation should be increased for sprint events, as he feels the current rules mean “it’s a game of who can run less” in practice.

 

This guy needs to go back to selling Lambo's--- ENOUGH!!

F1 chief Domenicali eyes more sprint weekends
Formula 1 president and CEO Stefano Domenicali says he would be keen to see more sprint events on future F1 calendars.

 

https://www.autosport.com/f1/news/what-to-expect-from-f1s-new-rear-facing-camera/10603409/

What to expect from F1’s new rear-facing camera
Formula 1 fans are set to experience an all-new camera angle from the Spanish Grand Prix, following approval by the F1 Commission this week.
Jonathan NobleApr 26, 2024, 1:25 PM


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Photo by: Mark Sutton
While teams and series bosses could not reach an agreement on a new points structure at the Geneva get-together on Thursday, they did sign off plans for new rear-facing cameras to appear from the Barcelona event in June.

The new camera will offer fans a unique perspective on pursuing cars, as the camera will be placed on top of the rear crash structure that protrudes out the back of the car.

This is a big departure from what F1 has had up until now, which is the rear facing camera being situated bang in the middle of the car near the cockpit.

So whereas previously the rear view has included the engine cover and rear wing, the new angle will offer an uncluttered view behind – which should be hugely spectacular when cars are running nose-to-tail.

Speaking to Autosport earlier this year about the plans, F1’s director of broadcast and media Dean Locke said the new angle should be able to mirror some of the spectacular on-boards we get from other categories of racing – especially saloon and touring car racing.

“Our [previous] rear-facing camera from the roll hoop is good, but it's in the middle of the car,” he said.

“So, you don't get what we do in Porsche Supercup, where we put something in the rear light and you get those two cars that are really, really close.”

F1 worked with Aston Martin and the FIA on some experiments with the new rear-facing camera last year.

While the view that was offered was spectacular, positioning a camera in such an extreme location was not without its difficulties.

Locke added: “It was really amazing, and we really liked it, but it's just an awful long way from our processor. It’s four meters and on that sort of cable, you can get quite a lot of interference and things like that. So, we’ve been working around some issues.”

With the technical problems overcome, the final hurdle was to get approval from both teams and the FIA because the camera’s location is in a safety-critical area of the car.

But with everybody comfortable that there were no negatives to the use of the camera, the plan has now been signed off to run the cameras at events properly from the Spanish GP.

 

Yes remember seeing that. Except for Christmas or New Years time, Liberty appear to be pushing an almost year round schedule. In a year we will have half the calendar on forgetful street circuits. But those team values lol

 

So its really a frozen advantage cap to the top teams overall. This is just more proof how poorly implemented this joke of a system is.

Szafnauer - Cost cap “inequities” have triggered F1’s divided grid
Formula 1’s divided grid is the consequence of "inequities" that have existed within the cost cap, reckons former team boss Otmar Szafnauer.

Jonathan NobleApr 29, 2024, 2:38 PM
Upd: Apr 29, 2024, 2:39 PM

While the introduction of a spending limit for teams in 2021 has helped compress the field, with the front to the back of the grid having never been closer, this season has witnessed an interesting split among the competitors

The top five squads – made up of Red Bull, Ferrari, McLaren, Aston Martin and Mercedes – have appeared to break away from the back of the pack, which has helped them effectively lock out the points-scoring positions.

With all teams limited to the same cost cap restrictions, this divide has prompted some intrigue about the causes. Former Alpine and Aston Martin team boss Szafnauer thinks there are elements of the spending restrictions that have been the catalyst.

In particular, he thinks some teams have done much better at restructuring themselves to make the most of cost cap opportunities, at the same time as legacy infrastructure advantages have also been locked in.

Speaking at an event to promote his new EventR itinerary management app about why he felt the field has split, Szafnauer said: “There's a couple of areas I can think of.

“One, which I experienced, is there are some teams that have done a better job at cost cap structure. They can spend $10-15 million more than some others, and you have to remember this is at the margin of performance.

“Say that $15 million more that you've got, because of the way you organised yourself, you can buy more talent, or you can do other experiments that the other guys cannot do.

“Plus, although there's an OpEx (Operating Expenditure) and a CapEx (Capital Expenditure) cost cap, I think on the CapEx side, we inadvertently froze some inequities.

“There are some tools that the bigger teams have, and that the little ones are now trying to catch up and gain. And it takes time because it was like $36 million over four years or something.

“I remember we faced this at Alpine. We couldn't buy what we wanted to buy, we had to do it over time. And the big teams, when they knew the cost cap was coming, because they had the money, they just bought all the stuff [there and then].”

Szafnauer said there were aspects of critical car performance that were reliant on teams having plenty of spending capacity left in the cost cap if they wanted to maximise returns.

“I'll give you an example,” he said. “Some of the teams run floors that are transparent, So you can actually see the flow, while others don't. They bought that stuff before.

“As a small example, when I was talking to my aerodynamicists [at Alpine], they said: We need a transparent floor, so I can actually see what's going on. Others have it!”

Szafnauer also thinks that one aspect totally outside the cost cap is important too – driving talent.

“Toto [Wolff] is always saying it, but the best drivers want to be in the best teams,” he added. “So that adds a little bit too, as you still have the best drivers in the best teams.”

 

Interesting views from an insider. The gap between "rich and poor" teams will remain even with the budget cap.

 

I think thats correct. There appears to be NO movement address any inequities at all. Sad. Those rules were sold as a way to enhance competitiveness. Thats a lie.

 

In Abu Dhabi lol - sounds like F1 drivers lately

Random Crashes And Spins Plagued The First Driverless Motor Race