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Join Paul and me as we discuss Formula 1 testing…all 12 days of it and draw some conclusions. We mention Williams and which driver got the raw end of the deal this year from the silly season last year. We chat about Red Bull Racing’s issues and what the likelihood of a resurgence is. We even discuss the tires and qualifying changes as well as double points and London.

Fashion award winner here.

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An F1 fan since 1972, NC has spent over 25 years in the technology industry and as a CTO, he focuses on technology integration in commercial workspace design, AV systems integration, digital media strategies, technology planning, consulting, speaking, presenting, sales, content strategy, marketing and brand building.
  • Rapierman

    1. Right now, in terms of reliability, anything with a Mercedes engine has the big advantage. Combine that with speed, and I can see the Mercedes team coming close to dominating the series this year.

    2. Hard for me to decide between McLaren & Williams as to who would be second-best.

    3. Red Bull is facing overheating issues, Renault is facing reliability issues. Both of them need to get their act together if they intend to compete.

    4. Hallelujah, Pirelli’s got their tires back on track!

    5. No problem. I heard the Latin American version: “Hey-RES”.

    6. Yeah, Maldo’s so screwed right now.

    7. Just my luck, I had to wait until I was 51 before I could get glasses. ;-)

  • I thought that was the Bernie ecclestone plan the say something outrageous then back of to just terrible.

  • jeff

    A quick thank you to you guys; Paul, unpacking Jenson’s comments re: the “drivable” Mclaren and downforce levels from a Driver’s perspective was gold.

    Todd, thank you so much for asking the question and, more importantly, analyzing with Paul what it means. I (perhaps unfairly) maligned the podcast, and actually just wanted you interacting more, giving your opinions, sharing in the discussions. This podcast was a great example of 2 knowledgeable fans sharing differing perspectives of a sport each loves. Great stuff.

    Aside, you, Todd, have gotten me to participate more on the site (notice the incessant comments??). Thanks again.

    • and we are much better for your participation mate, appreciate it and it has been noticed. :)

  • jeff

    Also, didn’t mean the implication you guys changed anything, was simply trying to express gratitude and appreciation of such thought-provoking discussion.

    Todd, where the Heck’s the edit button? :D

  • MIE

    Paul, regarding the ERS, you are correct that the maximum transfer rate of energy from the MGU-K to the energy store is half that (2MJ per lap) of the maximum transfer rate from the energy store to the MGU-K. However, the energy flow in and out of the MGU-H is unlimited, both to and from the energy store and between the two Motor Generator Units. The result is that drivers don’t even have an ERS button on the steering wheel this season, the power is delivered each time they press the throttle (torque demand pedal).

    • the drivers seat

      Unless there’s nothing in the tank!
      they have to manage usage. Unless I have it wrong you could use all 4 MJ’s in a lap but as you can only replenish at 2 MJ’s a lap you would not be able to do the same on lap 2. I know there is no button but they are still able to change maps for different situations ( Pace car laps, traffic, fuel saving, tyre managment etc)

      • jeff

        I believe this is correct. However, the MGU-H can also supply the MGU-K, bypassing the energy store. This is not regulated, save for the MGU-K output.

        I do agree that, I think that for passing attempts at certain tracks they’ll be alternating laps of ES discharge via MGU-K for the pass, then 2+ laps of increased harvesting via brake-regen to recharge the ES, w/ the -H powering the -K during those laps. I don’t think it’ll be a discharged on 1 lap for pace then running to a delta for several laps, due to the -H to -K recharging; it just means the ES will take longer to charge for the next full-on attack.

        It would be neat to see how the different manufacturers and indeed teams are mapping the Hybrid systems’ energy chain; data we’ll never see unfortunately..

        • jeff

          Oopsie, MIE I didn’t read your post before responding to Paul, and furthermore got my “MGU’s” mixed up. Sorry; old age brain farts suck.

          I’d still like to see how the teams map the -H harvesting to -K and Energy store.

      • jeff

        Paul hypothetical for driving. Assuming there’s a plateau in the peak HP before falling away, say 11-13k RPM with a steeper torque rolloff from there, would there be sense in a driver shifting slightly past optimum RPM to recharge the -K? With the turbo’s boost demands going to 0, the extra compressor speed i.e. heat could be transferred to the -K in addition to the upcoming braking zone, speeding up ES recharge.

        I know this is a whole lot of assumptions, compressor size and whatnot, but I’m really curious how much driving styles w/ these new engines will change. Do you think the software will cure all, making the hybrid system transparent for the driver?

        It seams so much harder than managing wheelspin and perhaps unpredictable throttle response, which must be tough as is.

        • the drivers seat

          I think driving style will always be important, even with all the technology in any top line series the driver still can make a huge difference in consumption of all parts. The simulator drivers are really busy going over every possible scenario for extracting the most from the least be it longer lighter braking zones , progressive accelerations etc. Just like Vettel got his head around the blown exhaust others will be better or worse at making the most of it all, and also each engine manufacturer will demand differing needs

      • MIE

        The turbo spins the MGU-H, and that can put additional energy into the ‘tank’. Only the MGU-K is limited to 2MJ per lap, the MGU-H is unlimited.
        Of course, there may not be sufficient energy coming off the turbo to do this, and the amount they can recover from the MGU-K due to braking will vary depending on the circuit and the amount of braking required. However the driver is not allowed to have a ‘push to pass’ type button on the steering wheel. The Technical regulations are clear:
        5.5.1 The only means by which the driver may control acceleration torque to the driven wheels is via a single chassis mounted foot (accelerator) pedal.
        So the teams ERS software must manage the harvesting of energy and its distribution without any further driver input.

  • Jack Flash (Aust)

    Whoa everybody… this is F1B !
    You’ll be ostracised if you keep up this ‘technical speak’. (sarcasm)

    • LOL…what are you implying. :) We get funky once in a while. ;)