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Join Paul for a hot lap around the Interlagos circuit in Brazil. Here’s how you get pole position for the Brazilian Grand Prix.

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  • jakobusvdl

    Good podcast Todd and Grace. I can’t believe you get criticism Todd, F1B has always been high quality, entertaining and occasionally insightful.
    I enjoyed the discussion around the 2021 p.u bullet points, you made a good job of covering the different view points, and wants, of the interested parties.

  • Salvu Borg

    This might be of interest/might interest some on F1B. Renault admitted it was too aggressive in its approach to balancing their F1 engines performance with reliability in Mexico. “We simply did not prepare adequately enough for the effect of the high altitude in Mexico on the engines, We are competitive but not at the right level of reliability”. Brazil (Interlagos) is 1000m below the altitude of the Mexico track, so they should not hit on the same problems, apart from the grid penalties as a consequences of Mexico. But it will be interesting to compare their upgraded engines with those of Mercedes and FERRARI, because I dropped in on a conversation with some I know who are not only in the know of things but also really “connected and know what they are talking about”.
    What was said: “Renault ran their turbo’s at 108k rpm in testing at Mexico and after their problems they limited them to 102k rpm, which resulted in 0.15 seconds less in lap-time. FERRARI ran their turbo’s at 125k rpm while Mercedes was using a tiny bit less. Renault ran their turbo’s rpm high for the higher altitude to keep the engine as near to sea level HP output as could be. All this goes to show how close are the FERRARI and Mercedes turbo concept/design and how different is that of Renault. Although technically speaking turbo wise turbo shaft speed is spoken of, design wise once a bearing that can sustain the speed has been decided upon it is the “discs tip speed-impellers blades O/D tip speed ” RPM that matters, both designs can achieve the same boost and volume, but with different efficiency and weight and bulkiness. Anyhow I remembered what NC asked of me a week ago “how do you know all that?. So I popped the same question and the prompt answer was, People in F1 are moving around all the time, and there are plenty of partners and suppliers involved.

    • jakobusvdl

      Cheers Salvu, so is it both turbine and mgu-h that spin at those speeds?
      And were the Renault failures just turbo’s or other p.u elements (I.e Mgu-h) that were failing.

      • Salvu Borg

        Rules dictates that exhaust turbine, compressor wheel and H are to rotate on a common shaft, but the H can be clutched, meaning it can be de-clutched/disconnected (safety reasons).
        I do not know the (various) exact detail of all the Renaults failures in Mexico but although one part failure will in most cases lead to other parts being damaged, and the rules does not allow some parts to be replaced/serviced without a penalty if the replacement is over the allocated number, all of Renaults problems involved/revolved around ERS/turbo.

        • Salvu Borg

          MGU-K maximum allowed rotational speed is 50k rpm.
          MGU-H maximum allowed rotational speed is 125k rpm.
          It is because of the maximum MGU-H rpm allowed (and therefore also the turbocharger) and what Mercedes/FERRARI and Renault were able to use in the high altitude of Mexico that I am waiting to see and compare these three engines in Brazil (Renault upgraded engine).

  • Salvu Borg

    Forty eight hours passed since the all-important big meeting and not a single word out this time, did LM ran out of hamburgers or what?.

    • jakobusvdl

      The first rule of F1ght (F1 gear heads tribunal) club, is that you don’t talk about F1ght club…….for a couple of days at least ;-)

      • Salvu Borg

        What I was following says that it looks like LM most likely have put their plan for the redistribution of prize money (their biggest/highest hurdle they are trying to climb) on hold for the time being, and one prominent web-site is attributing the total silence to the conflict of interest of one motorsports news publisher non executive chairman of a leading formula one team and at the same time also a member of the strategy group.

        • jakobusvdl

          Prize money redistribution is going to be a huge bunfight, but I’d imagine everyone will want to know what the budgets are going to look like before they sign up for a new p.u spec. L.M are going to have to grasp that nettle sooner rather than later.
          F1 is no stranger to conflicted interests, maybe L.M will phone up Bernie for a bit of advice on dealing with that problem ;-)

          • Salvu Borg

            Bernie is reported to be right out there for this race weekend so advice is as near as can be, BUT according to him LM ordered all their staff not to talk to him.
            AND as he already said, budged gap will not happen.
            AND the engine will still be a highbrid or the manufacturers are out.