Russell thinks Ferrari didn't turn the engine up.
Russell thinks Ferrari didn't turn the engine up.
Not sure. Ferrari were topping the speed traps in FP2. I would suggest they were running a bit of power.
This is a bit of a nonsense take from that twitter channel. All cars are in high downforce trim. There are no real differences in top speed. The circuit isn't quick enough for it to matter.
That's a bit of an overstatement...
Hold that thought for qualifying.dialtone wrote: ↑16 Sep 2023, 00:02That's a bit of an overstatement...
SAI v RUS
https://i.imgur.com/AWkD0xY.jpeg
* Everything that RUS lost in S1 was on the main straight, but let's ignore this one.
* At the end of straight into T7 (1600m) RUS loses something like 0.06s (with DRS, clipping at the end)
* Straight to T14 (3200-3400m) another 0.06s (with DRS)
* Straight to T17 (3600m-4200m) basically 0.2s loss (no DRS, lots of clipping at the end of the straight here).
Not sure how you can say that it's no difference, at best it's a 0.06s loss per straight with DRS, otherwise it's 0.2s loss without.
https://www.planetf1.com/news/lewis-ham ... singapore/“It’s actually been a really good day. It’s been nice being out here,” he said.
“It was a really smooth sailing day, I think we’ve started on the right foot.
“I think the car progressed from P1 to P2, which is not too often the case. So I feel like we’ve got a good platform to work off.
“We are a little bit off, compared to the Ferraris, but we’ll work overnight to see if we can close that gap. I think we’re very close to the top, there are three or four teams very, very close – within a tenth or so of each other.”
The pictures contradict your hypothesis though. The mountings have gotten less rigid as the season goes on. First metal to connect to the crash structure then carbon. The end plate mountings don't seem to be remarkable either.organic wrote: ↑15 Sep 2023, 03:44Based on a few things:
mercedes is one of the only teams that has their beamwing elements not made of one continuous piece of carbon that is bonded directly to the RW endplate.
Merc used to have beamwing connections made of different materials / a top layer. Tombazis stated clearly that teams are hiding sliding elements underneath covers made of a different material.
It's also explicitly mentioned that the way the beamwing connects to the crash structure could be exploited allowing potentially the entire RW assembly to pivot and lean relative to the car, allowing drag to be shed on the straight
And around the same time as AMR were making their front wing modifications after FIA looked into them, the way the Merc beamwing looked changed.
Low df:
Baku
https://i.imgur.com/r7SiGAn.jpeg
Belgium
https://i.imgur.com/h0H7lzL.jpeg
And high df:
Spain
https://i.imgur.com/Rq57pEz.jpeg
Netherlands
https://i.imgur.com/cIIz45Z.jpeg
Now the way the beamwing connects to the crash structure is in line with what the rest of the grid does.
I'm not saying it's definitely the case and yes the connection discontinuities here seem to involve metal, but with the media already pointing towards Mercedes rear end on this and the modifications they've made in the area.. I'm saying it's possible if not likely.
I'd also point out that under similar circumstances last year with TD039 Merc were not shy to talk about the subject and bring it up in the media, press conferences, paddock etc but haven't heard a peep on TD018. Silence can also say something
That's not my interpretation. If you look at FIA statement in the TD018 thread you can see Tombazis talk about usage of covers to mask elements sliding relative to others. This could be an example.PlatinumZealot wrote: ↑16 Sep 2023, 03:03The pictures contradict your hypothesis though. The mountings have gotten less rigid as the season goes on. First metal to connect to the crash structure then carbon. The end plate mountings don't seem to be remarkable either.organic wrote: ↑15 Sep 2023, 03:44Based on a few things:
mercedes is one of the only teams that has their beamwing elements not made of one continuous piece of carbon that is bonded directly to the RW endplate.
Merc used to have beamwing connections made of different materials / a top layer. Tombazis stated clearly that teams are hiding sliding elements underneath covers made of a different material.
It's also explicitly mentioned that the way the beamwing connects to the crash structure could be exploited allowing potentially the entire RW assembly to pivot and lean relative to the car, allowing drag to be shed on the straight
And around the same time as AMR were making their front wing modifications after FIA looked into them, the way the Merc beamwing looked changed.
Low df:
Baku
https://i.imgur.com/r7SiGAn.jpeg
Belgium
https://i.imgur.com/h0H7lzL.jpeg
And high df:
Spain
https://i.imgur.com/Rq57pEz.jpeg
Netherlands
https://i.imgur.com/cIIz45Z.jpeg
Now the way the beamwing connects to the crash structure is in line with what the rest of the grid does.
I'm not saying it's definitely the case and yes the connection discontinuities here seem to involve metal, but with the media already pointing towards Mercedes rear end on this and the modifications they've made in the area.. I'm saying it's possible if not likely.
I'd also point out that under similar circumstances last year with TD039 Merc were not shy to talk about the subject and bring it up in the media, press conferences, paddock etc but haven't heard a peep on TD018. Silence can also say something