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Special FIA monitoring for Ferrari’s power unit in Monaco 2018 Monaco Grand Prix 24th May 2018, 12:33 | Dieter Rencken and Keith Collantine Ferrari has been required by the FIA to run extra hardware on its power units at the Monaco Grand Prix following speculation its design could contravene the rules. Intrigue has surrounded the second battery in Ferrari’s power unit. Rivals have raised concerns Ferrari’s design could circumvent restrictions on how much electrical energy can be stored and used, giving it a performance advantage. FIA race director Charlie Whiting has examined the Ferrari design and found no evidence it is has been used this way. However the extra hardware being run on the SF71Hs this weekend is intended to ensure they cannot do so. Rival team principals expressed confidence in the ability of the FIA to ensure that cars comply with the rules. “We have legality topics come up regularly,” said Mercedes’ executive director Toto Wolff. “Some are more controversial but it’s the daily business of the FIA to check what the teams do, it is the obligations of the teams to comply with the regulation and this is an ongoing process. “I have great confidence with whatever issues are coming up, the engine or the chassis, the FIA has been on top of it. This is, as far as I understand, the process that is taking place as we speak and we’ll see what the outcome is.” Red Bull team principal Christian Horner said: “I’m sure the FIA have all the competence to be able to measure, administer and look at the car that is presented for scrutineering and during a grand prix weekend that it complies with the regulations. Of course it’s the team’s obligation to ensure that that happens.” Ferrari customer team Sauber has not been required to use the same hardware on its engines, team principal Frederic Vasseur confirmed.
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Power unit element status for Monaco Image Unavailable, Please Login ©WRI2 Image Unavailable, Please Login Andrew Lewin 24/05/2018 at 16:58 It's only the sixth race of 2018, but already things are getting serious for a number of drivers when it comes to power unit elements. This season, drivers are allowed only three of each of the core components of their power units. As soon as they have to take a fourth of any of them, the grid penalties start piling up. Each item has to last for 21 races, which means on average that they have to last seven races before being replaced. Heading into Monaco, that means everyone should still be on their first set of components. But that's emphatically not the case! Toro Rosso's Brendon Hartley is in the worst position. He's already taken three turbochargers and three MGU-H this season - one more and he'll start dropping down the grid. The Kiwi has also taken two engines, two MGU-K, two energy stores and two control electronics units. That leaves him just one more before he goes over his allowed limit. Red Bull's Daniel Ricciardo is in almost as bad a position as Hartley, having used two of everything so far. Kevin Magnussen is next up. He and his Haas team mate Romain Grosjean have both come to Monaco with a new engine, turbocharger and MGU-H. That means Magnussen has now used two of everything with the exception of the MGU-K where he's still on his first edition. Fellow Ferrari customer team Sauber has deployed the same raft of upgrades for Marcus Ericsson and Charles Leclerc this weekend. That puts them on the same footing as Grosjean, and also Ferrari's Kimi Raikkonen and Toro Rosso's Pierre Gasly. Only four drivers teams have avoided any upgrades so far: Mercedes' Lewis Hamilton, Force India's Esteban Ocon, and the two Williams of Lance Stroll and Sergey Sirotkin have all kept a clean sheet so far. Image Unavailable, Please Login Notes: ICE: Internal Combustion Engine TC: Turbo Charger MGU-H: Motor Generator Unit – Heat MGU-K: Motor Generator Unit – Kinetic ES: Energy Store CE: Control Electronics
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https://www.autosport.com/f1/news/136288/ferrari-customers-take-second-engines-of-2018 Ferrari's customer teams have introduced their first fresh Formula 1 engine components of 2018 during the Monaco Grand Prix week. The four drivers from Haas and Sauber have informed the FIA they will use a second internal combustion engine, turbocharger and MGU-H of the season in Monte Carlo. Drivers are allowed three of each components before incurring grid penalties. It means Haas and Sauber have used up a penalty-free change without getting a big performance boost from it, because it is believed that Ferrari does not plan to introduce its second specification of 2018 engine upgrade until next month's Canadian Grand Prix. Haas team principal Gunther Steiner said his squad wanted to run the new components on track to validate them before the next race in Canada, which is at a more power-sensitive circuit. While it means the first change has been triggered after just five of 21 race weekends, the second and third set of components can last longer than the first. This is because the engine components a team starts the season with must be used for every practice session, qualifying and the race, whereas the GP weekend mileage can then be shared around different engines as more are introduced to the pool. "It's just a cycle, that is what is planned," said Steiner.
Mercedes getting desperate then, what are they frightened of, they get bespoke tyres when they need them, and the FIA apparently feels the need to help ferrari design and run every aspect of the car now. What’s next, checking the taste of the water in the radiators, make sure they are running Evian, not tap water, or maybe forcing them to use Dasani instead. Why don’t the FIA leave stuff alone, we all know the racing is fixed, and has been since 2014, constantly picking at the only real challengers for the first season in five is not the way to show the world that the sport is in good health..... it instead tells the world that the whiny ******* at Mercedes are having the regulator stamp on competition so that they can get another boring season under their belts with no challenge....mmmmmmmm just what sells racing to the masses eh?
From Michael Schumacher's dark arts to the model that distracted Lewis Hamilton... Sportsmail looks at a historic lap of the Monaco Grand Prix The Monaco Grand Prix first held a Formula One championship race in 1950 Monte Carlo circuit has since evolved and incorporated many local landmarks Casinos, swimming pools and even hotels have helped shape the track layout Setting a quick lap is tricky and most corners have had incidents over the years By Dan Ripley for MailOnline Published: 09:45 BST, 25 May 2018 | Updated: 10:35 BST, 25 May 2018 The Monaco Grand Prix remains the most famous race on the Formula One calendar. Its rich history, as well as being a magnet for glitz and glamour, makes Monte Carlo the place to be when the F1 circus arrives in late May. Preparation for the event can take up to two months, starting with roads being resurfaced and grandstands being installed. These jobs typically take place overnight in the weeks leading up to the race. Image Unavailable, Please Login +33 Drivers make their way around the harbour section of the Monte Carlo street circuit in 2015 A lap around the circuit has changed only partially since its introduction to the world championship, but each corner has had its fair share of historic grand prix moments or local interest. With the help of Kimi Raikkonen's pole position lap from the 2017 event, Sportsmail takes a look at the make-up of a Monaco Grand Prix. Start of the lap Kimi Raikkonen is away at the start of the lap and although he is only on a straight he already faces a problem. The first corner at Ste Devote in the distance is not in sight but the shadows casting over the track make it difficult to spot a braking point. Image Unavailable, Please Login Kimi Raikkonen begins his Monaco lap which would be quick enough for pole position in 2017 Ste Devote (turn one) A punishing corner even now despite the removal of the guard rail on the inside. This allows Raikkonen to pinch more space by using the kerb as he attacks the corner at 80mph. The temptation is to break as late as possible and as a result it is common to see drivers crashing into the barrier opposite, or if they spot the mistake early enough, take the escape road to the left. Notable for: Big crashes at the start. This was more likely when the guard rail would prevent escape roads on the inside but the start of the 1980 race saw Derek Daly's Tyrrell crash into another driver sending him over the top of many cars before coming to a halt. Although four drivers retired, including Daly, nobody was hurt despite the lack of HALO. Image Unavailable, Please Login Taking a generous amount of kerb, Raikkonen flies through the tricky Ste Devote turn Beau Rivage (turn two) After Ste Devote the drivers begin to climb up the hill, which is to the left of the section where cars emerge from the tunnel later in the lap. Behind the hoardings to the left are buildings that house a car park (yawn) and, perhaps typical of the region, banks. It may look straight but there are no opportunities to pass here due to the slightly winding nature of the climb. The slight change of direction means this is technically a corner - albeit the easiest one on the circuit. Notable for: Leaving drivers frustrated when trying to find an overtaking spot. Image Unavailable, Please Login After Ste Devote, Raikkonen begins the 170mph climb up to the top of the hill for Massenet Massenet (turn three) From the easiest to arguably the trickiest. Naturally you want to use space on the right side of the track to open up the corner and clip the apex. But it can be quicker to hug the line left of centre, as Kimi does here. This is the highest point of the circuit at 90 meters above sea level. Notable for: If you are too greedy with speed on the approach to the corner, it is very easy to understeer straight into the barrier over the far side. Even the great Fernando Alonso found this out in 2010. Image Unavailable, Please Login Left to centre, Raikkonen takes an early apex into Massenet, one of the trickiest corners Casino (turn four) Although it is turn four that is called casino, the actual building for it is on the outside on the right of Massenet. This corner goes around the roundabout to the front of the casino. The camber drop to the right means this section of the track is a little easier than it looks. Notable for: Paying off the rewards of a good Massenet. Time can be made up at Casino if the entry following the previous corner was well executed, setting up the run down to Mirabeau. Image Unavailable, Please Login Raikkonen attacks Casino early before starting the decline back down towards sea level Exit of Casino towards Mirabeau As the drivers begin the short straight at 100mph down to Mirabeau you will notice drivers veering to the right then to the left again. This is to avoid the bump on the road on the left of the circuit. Notable for: If a driver's exit from casino is notably poor this does provide a slim chance for a following car to try and overtake. Image Unavailable, Please Login Slightly moving to the right, Raikkonen avoids a bump on the way down to Mirabeau Mirabeau (turn five) A slightly easier corner than it used to be as drivers can flirt with the kerb on the right to start a very tight and twist section of the circuit. Drivers won't have time on race day but to the left of the track is a shopping mall and restaurants to investigate. Notable for: The downhill nature can mean drivers carry too much speed and overshoot down the escape road to the left (if they are lucky) or straight into the barrier (if they are not). Drivers have tried to overtake here but it can be risky as Patrick Tambay found out in 1986. Image Unavailable, Please Login Raikkonen hugs the kerb on the inside of the turn but drivers must be careful of their speed Grand Hotel Hairpin (turn six) To a certain generation this is also known as Lowes hairpin thanks to the Hotel on the outside of the corner. To an even older generation it is known as the Station hairpin due to the train station that was there beforehand. Either way, the hairpin is the slowest corner on the entire F1 calendar at 40mph and will see drivers cross their arms to get a full steering lock. The corner is not difficult but its slowness makes it very tempting to open up the throttle too early on exit. Notable for: All or nothing moves. There is always one driver that tries to overtake and while it is not impossible, it often ends in tears. Jenson Button caused a traffic jam at the start of the 2000 race when he ended up putting Pedro de La Rosa into a spin while trying to overtake. Image Unavailable, Please Login With the Grand Hotel opposite, Raikkonen begins his 40mph left turn into the hairpin Image Unavailable, Please Login Raikkonen's steering wheel is upside down as he applies full lock to tackle F1's slowest corner Image Unavailable, Please Login Pedro de la Rosa's damaged car is hauled off the track having caused a traffic jam in 2000
Exit of hairpin On the exit of the hairpin drivers must veer to the left to open up the next corner but... Notable for... that assumes they have not been distracted by Jessiqa Pace. In 2009, there were a notable amount of mistakes from drivers, including Lewis Hamilton, in the following corner and the reasons soon became clear as Ferrari's Felipe Massa explained: 'Every time you passed into that corner you had this beautiful woman looking at you. 'It was just a picture, but it was impossible not to look.' Image Unavailable, Please Login Raikkonen exits the frustratingly slow hairpin as he heads down into the next corner Image Unavailable, Please Login An advertising hoarding featuring Jessiqa Pace famously distracted drivers in 2009 Turn 7 The key to turn seven is about setting the car up for the tricky turn eight that is straight after. Focus too much on the next corner though... Notable for... and you can easily make a mistake that can put you out of the race. Even the great Michael Schumacher was guilty. Crashing out of the first lap in 1996 after being too greedy with the kerb in the wet before skidding into a barrier. Image Unavailable, Please Login Raikkonen rides the generous amount of kerb on offer at turn seven to set up turn eight Portier (turn eight) Another tricky corner where drivers can lose a lot of time by compromising speed through the upcoming tunnel. The 75mph corner has changed little on the track over the years but its scenery has. A view to the sea has now been blocked by hoardings (painted the same colour) while spectators used to be able watch the approach to the corner over an arch that used to cross the circuit. Notable for: One of Monaco's most famous crashes. Ayrton Senna was the master of Monte Carlo and was cruising towards an easy victory in 1988. But a slight pace increase from Alain Prost rattled the Brazilian who ran wide at Portier and crashed out of the race after hitting a barrier. Image Unavailable, Please Login Careful not to clip the inside, Raikkonen ensures a cautious entrance to allow a quick exit Tunnel (turn nine) Deceivingly tricky. Overtaking is close to impossible through the tunnel which veers to the right and in the past was not always taken flat out. Kimi's biggest concern is adapting to the daylight that for a millisecond blinds him as he exits the tunnel. Notable for: A crash under the safety car. Michael Schumacher was on course for a record sixth straight win to start the 2004 season, only to be driven into by Juan Pablo Montoya. The Colombian shunted the Ferrari into the barrier and out the race. It was the only event Schumacher failed to win in the first 13 grands prix that year as he strolled towards his seventh and last world title. Image Unavailable, Please Login Raikkonen approaches the entrance to the tunnel and one of the quickest parts of the circuit Image Unavailable, Please Login Halfway through the tunnel the track veers to the right, denying any overtaking opportunity Image Unavailable, Please Login Drivers have to adapt to the flash of light as they exit, preparing to slow for a chicane Image Unavailable, Please Login Michael Schumacher famously crashed out of the 2004 Monaco Grand Prix in the tunnel Entrance to Nouvelle chicane The fastest part of the circuit precedes the chicane, with Kimi braking at 175mph. It is also the best chance of performing an overtake, with the rare run-off area ahead allowing drivers a tiny bit of room for error. Notable for: Major incidents. Cars can often become unbalanced under braking sending drivers into a spin and straight into a barrier. Jenson Button was forced to miss the 2003 race after suffering a severe crash in practice. Image Unavailable, Please Login Raikkonen brakes at the fastest point of the circuit heading into into the chicane Image Unavailable, Please Login Jenson Button crashed his BAR heavily during practice in 2003, forcing him to miss the race Nouvelle Chicane (turns 10 and 11) After Ste Devote, Monaco's layout has not been altered since it's world championship debut in 1950, but the chicane near the exit of the tunnel was not introduced until 1972. It was tweaked again in 1986 to add another turn. Those who are brave enough to get as close to the barrier on the inside as possible are rewarded with an easier turn 11 and good exit speed. Notable for: The completion of an overtake. Drivers will make their move on the exit of the tunnel but it is only on entrance to the chicane that they know whether they have got the job done. Also this starts off the section of the track surrounded by harbour which is taken over on race weekend by an array of boats and super yachts. Image Unavailable, Please Login Raikkonen gets as close as he can to the barrier on the entrance to the Nouvelle Chicane Image Unavailable, Please Login This allows the Ferrari driver a good line through turn 10 to open up an easier turn 11 exit Exit of turn 11 (old chicane) Today it is a relatively slow straight but up until 1972 it was the braking point ahead of a fast chicane that is right next to the harbour. Notable for: Of course this high speed part of the lap led to drivers ending up in the water due to the lack of barriers, and double champion Alberto Ascari famously was among them in 1955. The double world champion was unharmed. The only protection from circuit to harbour were straw bales, and in 1967 Lorenzo Bandini crashed into them after an error at the chicane. This led to his Ferrari catching fire and resulted in the Italian's tragic death days later. Image Unavailable, Please Login The exit of the Nouvelle Chicane leads to a short straight where the old chicane previously was
Tabac (turn 12) Tabac is the start of a fast section of corners on the circuit where lots of time can be made up. The corner tempts a lot of entry speed, but take too much and you can compromise entry into the following corners, or worse crash straight into the barrier opposite. Notable for: A big crash in 2004. Takuma Sato's engine failure on exit and released plumes of smoke (and chaos) making the corner impossible to see for drivers immediately following. As a result Giancarlo Fisichella crashed into David Coulthard and flipped into the barrier, retiring both drivers from the race. Image Unavailable, Please Login Looking to gain as much track space on the inside as possible, Raikkonen flies through Tabac Swimming pool (section one - turns 13 and 14) One for the brave and those who have full confidence in their car. The very quick section of corners can be taken with turn 13 flat out at 140mph. Exit from turn 14 is crucial in terms of car placement for the second section of swimming pool - even if the challenge from it has been reduced in recent years due to the receding barrier. Notable for: The swimming pool of course! It is to the right on the exit of turn 14 and it's very existence altered the shape of the track. Before 1973, turns 13, 14, 15 and 16 did not exist and the section of the track was just a straight - even holding the start of the race from 1955 to 1971. Image Unavailable, Please Login Raikkonen attacks turn 13 at full speed looking to take as much space as he can on the inside Image Unavailable, Please Login This allows the Finn to carry more speed into turn 14 as well as opening up an easier exit Swimming pool (section two - turns 15 and 16) After its introduction in 1973 it has proven tricky section for drivers who following a high speed section can struggle to get entrance into turn 15 correct. Until recently this had two punishments. Throw the car into the corner too early and you destroy the right front of the car after colliding with the barrier. But if you miss the apex too much you would severely compromise turn 16 - or worse crash into a barrier that has since been removed from the inside. Notable for: A few drivers have gambled too much at this corner in recent years. Esteban Ocon paying the price for going too early into the apex during practice in 2017. Image Unavailable, Please Login Raikkonen's entrance into turn 15 is perfect as he lines up a good angle towards turn 16 Image Unavailable, Please Login The Finn collects a generous amount of kerb as he heads towards the final section of the track Rascasse (turns 17 and 18) Before 1973, this was just a tight hairpin. But the Rascasse has had its fair share of incidents over the years. The two corners are taken as one in a double apex but it has not prevented drivers from trying a last desperate overtake through the 65mph complex. Notable for: Michael Schumacher's 'mistake'. The German was on provisional pole in 2006 but trying to prevent rival Fernando Alonso from setting a better lap, the Ferrari driver instead deliberately stopped on circuit after appearing to run too wide on the exit. The stewards didn't buy it and sent the German to the back of the grid. Image Unavailable, Please Login Raikkonen allows space on the inside as he prepares to enter the Rascasse corners Image Unavailable, Please Login Using the two corners as a double apex, Raikkonen tries to stay inside on the exit of turn 18 Anthony Nogues (turn 19) The final corner of the track offers no overtaking opportunities at all and is fairly unremarkable. The slow entry speed of 70mph from the Rascasse means errors in clipping the barrier on the inside are very rare. Notable for: It's corner name. Anthony Nogues was a local cigarette manufacturer who inspired the original layout of the Monaco track, with turn 19 added during the 1973 revamp. Image Unavailable, Please Login The slow speed Anthony Nogues corner is the final turn of the Monte Carlo circuit End of the lap The exit of turn 19 brings Raikkonen back onto the main straight where a rather pointless DRS is set to be in use for drivers feeling ambitious (or silly) ahead of the entry into Ste Devote... Image Unavailable, Please Login +33 The short straight is where DRS will be located heading into turn one at Monte Carlo
https://www.autosport.com/f1/news/136303/avoiding-hypersofts-big-advantage-at-monaco Force India technical director Andy Green says that any Formula 1 teams that avoid using the hypersoft at the start of the Monaco Grand Prix could have a "big advantage". The hypersoft was a second a lap faster in Thursday practice for this weekend's race, but doubts about its longevity make starting on a more conservative tyre an attractive option. That would allow drivers to run much longer from the start and either make a late change for a short run on the hypersoft to the flag, or possibly complete the race with an ultrasoft/supersoft combination. All drivers in the field are heading into Saturday with one set of supersofts, one set of ultrasofts, and seven sets of hypersofts, and some frontrunners may have sufficient pace to get through Q2 without using the softest rubber. "The hypersoft seemed quite aggressive," said Green. "It is almost a proper qualifying tyre which should be good for the show. "Everyone will try to do one stop - some of the bigger teams will look to try to qualify on something other than the hyper, which may be they have the margin to do. "It is a risky strategy around here. But if they can qualify on the ultrasoft it would be a big advantage to be able to do that. "The strategy outside the top ten is a bit trickier, but it might be worth throwing the dice and gambling, maybe splitting strategies." Renault technical director Nick Chester also believes avoiding the hypersoft for the start is a viable option.
Niki Lauda's yacht Image Unavailable, Please Login Image Unavailable, Please Login more $200+ million yachts at this link--> https://www.auto-motor-und-sport.de/formel-1/yachten-monaco-2018/
The guys at an IQOS event 05-26-08 at Monte Carlo. Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login
