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Tema: F1 2020 - G.P. Nº 1 - AUSTRIA

  1. #61
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    Buscando la imperfección perfecta...

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    Los números de la FP 1:





    Los números de la FP 2:



    Buscando la imperfección perfecta...

  3. #63
    Formula 1 volta as atividades, Hamilton lidera os treinamentos de Sexta na Áustria

    Após 215 dias, Tivemos novamente atividades oficiais pela Formula 1. A Sexta-feira de treinamentos em Spierberg mostrou o domínio dos carros negros da Mercedes. Tanto no primeiro treino como no segundo treino, Hamilton acabou sendo o mais rápido. O Hexacampeão do mundo que liderou e possibilitou a sua equipe e a categoria como um todo a aderir à campanha antirracista, que explodiu pelo mundo inteiro após o assassinato covarde de George Floyd por um policial que usou de força bruta excessiva para deter o homem (Fator no qual Floyd foi asfixiado após várias vezes ter sido sufocado).


    Seu companheiro de equipe Valtteri Bottas ficou com o segundo melhor tempo nas 2 sessões, com certa folga para os demais pilotos. Isso significa vitória certa para a Mercedes? Ainda não se pode falar isso, mas pelo desempenho de hoje é um meio caminho andado para até mesmo uma dobradinha da equipe campeã das últimas 6 temporadas.


    Ferrari e Red Bull não tiveram um dia fácil. As duas equipes que tentavam desafiar a equipe Alemã nos últimos anos. Ainda que Verstappen tenha conseguido o 3ºtempo na primeira sessão e Vettel com o 4ºtempo na sessão da tarde, Eles tiveram dificuldades, tanto é que Leclerc e Albon não apareceram nas primeiras posições. A Red Bull tem mais possibilidades de melhora. Já a Ferrari, vai ter mais dificuldades para alcançar um bom resultado na classificação.


    A surpresa do momento foi a Racing Point. Com um projeto praticamente copiado da Mercedes mostrou que pode levar Sergio Perez e Lance Stroll fazerem um grande campeonato. O Mexicano ficou com o 3ºlugar na sessão da tarde, ficando na frente de Sebastian Vettel, no que dá as esperanças de um pódio principalmente para Chevo. Lance Stroll ficou abaixo do seu companheiro de equipe. Ainda assim, ficou com o 7ºlugar na sessão da tarde.



    Mclaren que vive dificuldades financeiras (Tanto é que obteve um empréstimo de 150 milhões de Dólares através do seus patrocinadores) Também esta no bloco da frente nessa sexta-feira. Carlos Sainz ficou com o 4ºmelhor tempo da sessão da manhã e Lando Norris ficou em 6º nas duas sessões do dia. Espera-se um belo campeonato da equipe de Woking.



    A Renault foi bem com Daniel Ricciardo e mais ou menos com Esteban Ocon. Isso leva a equipe Francesa a ser uma incógnita para a classificação amanhã e para a corrida no domingo. Kevin Magnussen ficou com o 9ºtempo com a Haas, mas não acredito que a equipe norte-americana dispute algo além da 2ªparte da tabela.



    Outra que não deve brigar pelos 10 primeiros é a Alpha Tauri que teve Gasly bem a frente de Kvyat na sessão da manhã e Kvyat bem a frente de Gasly na sessão da tarde. Já a Alfa Romeo e a Williams parecem ser as equipes mais frágeis do grid. Apesar das últimas posições, A equipe de Frank Williams parece esta pelo menos no bolo, com possibilidades de disputar por zona de pontuação.



    Com uma operação bem reduzida, a etapa da Formula 1 da Áustria tem 25% das pessoas que normalmente trabalham. E um aviso para que os Brasileiros saibam o que é um isolamento sério na Europa: Não temos publico nesse final de semana no Red Bull Ring. E isso vai se repetir pelo restante do ano público nos autódromos. Enquanto que no Rio, querem liberar público para os estádios. Só mesmo um maluco para fazer isso quando no Brasil se vive o auge do contagio da COVID-19, com mais de mil mortos por dia e dezenas de milhares de pessoas contaminadas.

    Amanhã, O 3ºtreino livre acontece às 7 da manhã e a Classificação será realizada a partir das 10 da manhã.

    Resultado dos Treinos Livres

    1ºTreino Livre
    pos Piloto Equipe Chassi Motor Tempo NºVoltas
    1 44 Lewis Hamilton Mercedes-AMG Petronas F1 Team F1 W11 Mercedes-AMG F1 M11 1:04.816 42
    2 77 Valtteri Bottas Mercedes-AMG Petronas F1 Team F1 W11 Mercedes-AMG F1 M11 1:05.172 38
    3 33 Max Verstappen Aston Martin Red Bull Racing RB16 Honda RA620H 1:05.418 37
    4 55 Carlos Sainz McLaren F1 Team MCL35 Renault E-Tech 20 1:05.431 41
    5 11 Sergio Perez BWT Racing Point F1 Team RP20 BWT Mercedes 1:05.512 33
    6 4 Lando Norris McLaren F1 Team MCL35 Renault E-Tech 20 1:05.621 41
    7 23 Alexander Albon Aston Martin Red Bull Racing RB16 Honda RA620H 1:05.701 29
    8 3 Daniel Ricciardo Renault DP World F1 Team R.S.20 Renault E-Tech 20 1:05.860 29
    9 20 Kevin Magnussen Haas F1 Team VF-20 Ferrari 065 1:05.907 27
    10 16 Charles Leclerc Scuderia Ferrari SF1000 Ferrari 065 1:05.924 31
    11 18 Lance Stroll BWT Racing Point F1 Team RP20 BWT Mercedes 1:06.074 34
    12 5 Sebastian Vettel Scuderia Ferrari SF1000 Ferrari 065 1:06.077 32
    13 31 Esteban Ocon Renault DP World F1 Team R.S.20 Renault E-Tech 20 1:06.270 22
    14 99 Antonio Giovinazzi Alfa Romeo Racing ORLEN C39 Ferrari 065 1:06.360 24
    15 7 Kimi Räikkönen Alfa Romeo Racing ORLEN C39 Ferrari 065 1:06.365 28
    16 10 Pierre Gasly Scuderia AlphaTauri Honda AT01 Honda RA620H 1:06.404 25
    17 63 George Russell Williams Racing FW43 Mercedes-AMG F1 M11 1:06.495 27
    18 6 Nicholas Latifi Williams Racing FW43 Mercedes-AMG F1 M11 1:06.906 31
    19 26 Daniil Kvyat Scuderia AlphaTauri Honda AT01 Honda RA620H 1:06.943 19
    20 8 Romain Grosjean Haas F1 Team VF-20 Ferrari 065 1:46.361 6
    2ºTreino Livre
    pos Piloto Equipe Chassi Motor Tempo NºVoltas
    1 44 Lewis Hamilton Mercedes-AMG Petronas F1 Team F1 W11 Mercedes-AMG F1 M11 1:04.304 42
    2 77 Valtteri Bottas Mercedes-AMG Petronas F1 Team F1 W11 Mercedes-AMG F1 M11 1:04.501 37
    3 11 Sergio Perez BWT Racing Point F1 Team RP20 BWT Mercedes 1:04.945 48
    4 5 Sebastian Vettel Scuderia Ferrari SF1000 Ferrari 065 1:04.961 48
    5 3 Daniel Ricciardo Renault DP World F1 Team R.S.20 Renault E-Tech 20 1:04.972 36
    6 4 Lando Norris McLaren F1 Team MCL35 Renault E-Tech 20 1:05.087 38
    7 18 Lance Stroll BWT Racing Point F1 Team RP20 BWT Mercedes 1:05.135 48
    8 33 Max Verstappen Aston Martin Red Bull Racing RB16 Honda RA620H 1:05.215 41
    9 16 Charles Leclerc Scuderia Ferrari SF1000 Ferrari 065 1:05.298 46
    10 55 Carlos Sainz McLaren F1 Team MCL35 Renault E-Tech 20 1:05.352 37
    11 31 Esteban Ocon Renault DP World F1 Team R.S.20 Renault E-Tech 20 1:05.415 42
    12 26 Daniil Kvyat Scuderia AlphaTauri Honda AT01 Honda RA620H 1:05.443 34
    13 23 Alexander Albon Aston Martin Red Bull Racing RB16 Honda RA620H 1:05.453 47
    14 99 Antonio Giovinazzi Alfa Romeo Racing ORLEN C39 Ferrari 065 1:05.608 49
    15 20 Kevin Magnussen Haas F1 Team VF-20 Ferrari 065 1:05.678 44
    16 8 Romain Grosjean Haas F1 Team VF-20 Ferrari 065 1:05.908 50
    17 10 Pierre Gasly Scuderia AlphaTauri Honda AT01 Honda RA620H 1:06.016 51
    18 63 George Russell Williams Racing FW43 Mercedes-AMG F1 M11 1:06.125 40
    19 7 Kimi Räikkönen Alfa Romeo Racing ORLEN C39 Ferrari 065 1:06.278 44
    20 6 Nicholas Latifi Williams Racing FW43 Mercedes-AMG F1 M11 1:07.124 45
    Texto: Deivison da Conceição da Silva
    Fotos: Mercedes/Ferrari/Red Bull/Racing Point/Mclaren/Alfa Romeo/Williams/Renault/Haas/Alpha Tauri
    Fonte: http://portalsportszone.com.br/formu...ta-na-austria/


    Última edición por deivison; 03/07/2020 a las 22:03

  4. #64
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    Lo que nos han contado los equipos sobre esta primera jornada de GP:

    Austrian GP: Practice team notes - Mercedes


    Lewis set the fastest time in the morning session, with Valtteri ending FP1 in P2. He finished the afternoon session in P1 again, followed closely by Valtteri. The team focused on proving out the performance of several new developments on the car.


    Lewis Hamilton: It's great to be back. It's been a long time coming. The new car obviously feels different than the 2018 car we got to test at Silverstone a few weeks ago, but I think we have also been able to continue to improve the car compared to last year, so that's a big positive. The track was a little bit greasy and while the grip will pick up, it feels like the track only improved a very small amount. It was looking good out there today, but you can never take too much from practice. You never know what power and fuel other teams are running. So we will take today's result with a pinch of salt, try and improve the car tonight and come back for the fight tomorrow.


    Valtteri Bottas: It's fantastic to be back in the car. I've really enjoyed every single lap, every single run. We've been making good progress throughout the day, step by step, as it is to be expected after such a long break. It was a decent day overall, although we had a small problem with my car towards the end. The grip level was pretty low today, but I'm sure the track will ramp up over the course of the weekend. We need to stay on top of that as that can change the set-up quite a bit on this track. The main challenge will be to get the balance right for both high-speed and low-speed corners and fine tune the car for that single lap on Saturday, while keeping our race pace in mind as well. It's only Friday, the lap times will come down tomorrow with the track improving, with additional performance items from all the teams and with the drivers pushing hard, so it will be interesting to find out where we stand.


    Andrew Shovlin: It's great to be back at the track after such a long time. We have quite a few new developments on the car since it last ran in winter testing, so we've had a busy day checking that they were all working as expected. We've had a couple of little niggles that got in the way of running today for both drivers; Lewis had a telemetry outage at the start of the second session that held us up and Valtteri stopped early after a gearbox problem. We're still looking into Valtteri's problem, at the moment we don't know what has caused it. This circuit hasn't been kind to us in recent years, but the car seemed to be working reasonably well from the start this year. We've still got work to do on the balance but more relevant is that we're expecting a much hotter track tomorrow that will put the tyres into a different working window. Our pace seemed competitive today, but we don't really know where everyone is in terms of fuel or engine modes and we tend to see everything close up when the temperatures go up.
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

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    Austrian GP: Practice team notes - Ferrari

    Sebastian Vettel celebrated his 33rd birthday, spending his time at the wheel of the SF1000, 215 days on from the Abu Dhabi Grand Prix that brought the curtain down on the 2019 season. It was the third longest break in the 70 years of this sport, given that only between 1950 and 1951 and then between 1961 and 1962 have there been longer ones. This will be Vettel's 102nd race for Scuderia Ferrari. He was fourth fastest in today's free practice for the Austrian Grand Prix on the Spielberg track, three tenths quicker than team-mate Charles Leclerc.



    Between them they completed 157 laps of the track in the climbs and drops of the Styrian hills, equivalent to over two race distances.


    The restart after the break caused by the Covid-19 pandemic was affected by driving rain which fell on deserted grandstands, with clouds hanging over the track, but it did not deter the Scuderia drivers who left the pits almost together a few seconds after 11 o'clock. The track dried almost immediately and therefore the rain had little effect on the programme. Seb and Charles ran just the Medium tyres, working on set up at first. On his first quick lap, the Monegasque did a 1:06.554, dropping that time twice, first to 1:06.120 and then to 1:05.924. The German began with a 1:06.343, quickly getting down to 1:06.124 and then1:06.077. Charles and Sebastian were tenth and twelfth respectively completing a total of 63 laps.


    Vettel and Leclerc completed 94 laps in the 90 minutes of the afternoon, getting through the planned programme, with 48 for the German and 46 for the Monegasque. In the first hour, both drivers started on the Hard compound, before moving onto the softs in order to go for a fast time over a single lap. At this point, Seb stopped the clocks in 1:04.961, which ended up as the fourth best time of the day, while Charles did a 1:05.298, putting him ninth on the time sheet.
    In the final 30 minutes, the team began working in race configuration to do some long runs. Sebastian began on the Hard tyre, before finally moving onto the softer one, while Charles did the opposite, beginning a race simulation on the Softs and ending on the Hards.


    Sebastian Vettel: "I think we had a decent day. We didn't have any trouble with the cars. It was good for us all to be back at the track and it was good to see that the team got up to speed fairly quickly and had no problems running through all the procedures. In terms of speed and competitiveness, it was an interesting day. I think we've seen that we are not at the top, that we are not the favourites.


    "And then there is a lot of stuff going on behind that, and it's very tight. So, we will see, I think tomorrow will be a big day. I don't think we will be fighting for pole, but we must try to be the best of those behind that battle.
    "We didn't take much notice of the teams around us to be honest, as it's always difficult to predict what sort of fuel loads people are running. I think we will see tomorrow, because we haven't got a clear picture today.


    "It's up to us to develop and work so that the car gets faster. We're lacking grip and downforce compared to others. So it's a mix of all these things."


    Charles Leclerc: "It's good to be back in the car after a long pause but on the other hand it wasn't an easy day for us so it was difficult to enjoy it fully. All the cars are very close, which is exciting to see on the one hand, but on the other hand, we would like to be fighting a bit nearer the front. The balance of the car is not that bad, we need to catch up in terms of overall performance.


    "The lack of pace is not down to any one thing in particular so we'll try different ways for tomorrow and see if we can gain some performance. Qualifying will be good for the show, as there are quite a lot of teams all close together. We'll be fighting very hard and it's crucial we make the right choice tonight to come back with a stronger car tomorrow."
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  6. #66
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    Austrian GP: Practice team notes - Red Bull

    Max Verstappen: "It felt good to be back in the car and after a few laps you are quite easily back into the rhythm. Overall it was a positive day, the car was handling well and I'm pleased with the number of laps we did which is really important after such a long break. The lap times don't really say anything because I broke my front wing on the push lap, so we had to fit a different wing. I think we were a little too aggressive for that and I had a spin and a little off, but nothing major. The kerbs are what they are here and it's the same for everyone, the front wing doesn't really like the yellow kerbs so we do have to be careful. We are I think confident and there are always things we can do better but overall it was a good day and I'm looking forward to tomorrow."




    Alex Albon: "Today felt pretty good and it was nice to be back in the car. I'm happy and excited that we're back underway and I think everyone was on it straight away which I was quite surprised about! It's been a long time since we did this amount of running so there's a lot to look through now ahead of tomorrow. There are a couple of things we need to work on, and there's always a bit of time in your driving and set-up, so we'll see where we are tomorrow but we know what to do. You've got to build up to the limit here as the kerbs are dangerous and some of them can be front wing killers if you hit them too hard. But overall the car felt good, I feel good, and I'm looking forward to tomorrow."
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  7. #67
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    Austrian GP: Practice team notes - McLaren

    Carlos Sainz: "It's a positive first Friday for the team, it felt great to be back in the MCL35. We had some challenges and need to keep an eye on those yellow kerbs. I ran over one on my flying lap which cost me time on the final sector. Another minor issue kept me in the garage towards the end of the session but until then the car was showing a decent pace. We are starting to see the pecking order a little better and we are up for a tight Saturday. Let's see what happens tomorrow!"


    Lando Norris: "It's so good to be back in the car, getting up to speed, getting used to driving a Formula 1 car again. The first few laps are a bit of a shock to the body, because there's nothing like driving an F1 car, but it's great to be back. We got through our run plan, we did a good number of laps and I'm pretty happy with the car. There's always things to improve on from my side and with the car but on the whole it's a good way to start, so I'm happy. It's just good to be back and getting in shape again, I'm looking forward to getting back out tomorrow and trying to improve."


    Andrea Stella, Racing Director: "Starting the season after such a long delay required everyone to rapidly get up to speed. For the drivers there's a need to get used to the pace of a Formula 1 car, both physically and mentally. They were quite colourful in describing the sensations, but they did it very quickly. From an engineering and operational point of view we had to do the same.


    "There's only seven corners at this circuit but there's always loads of things happening. It's a track with aggressive kerbs and bumps, which always have an attritional effect, a challenge we're dealing with at the moment. Performance-wise, I think the car confirmed the progress we saw in the winter - but we have to acknowledge that other teams have also made good progress. Obviously there are midfield teams who seem to have taken a significant step forward, which makes the competition even tighter. But, as ever, we focus on our own performance and I think we have good potential.

    There's a few things we can optimise overnight and we can fight for Q3. We're looking forward to qualifying tomorrow and the race on Sunday."
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  8. #68
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    Austrian GP: Practice team notes - Renault

    Renault DP World F1 Team returned to the racetrack today as preparations for the season-opening Austrian Grand Prix started in Spielberg.




    Daniel Ricciardo ended the day as the fifth quickest driver with Esteban Ocon - making his official Grand Prix debut in Renault colours this weekend - eleventh on his return to racing after almost 600 days away from the grid.


    The team entered the weekend with some aero upgrades on the Renault R.S.20. Daniel was the first of the two Renaults to leave the garage in FP1 with Esteban shortly following suit. The Frenchman's session ended 15 minutes early as a precaution after sustaining damage to parts of his bodywork.


    In the afternoon session, both drivers continued to work through the usual low fuel simulation before focusing on long runs in preparation for Sunday's race.


    Daniel's sole run on Softs proved good enough for fifth, with Esteban half a second behind in eleventh.


    Daniel Ricciardo: "Firstly, it's really nice to get back into it. After Australia, I think we were all a bit nervous if we were going to be here, so it's great to be out there again. The car felt good straight away and we carried some good momentum through the day. Our long run pace gives us something to work on, while the low fuel pace looked decent, so I'm pretty happy with that. Taking the timing board out of it, the car feels like it's progressed, so it's positive feelings and I'm looking forward to qualifying."


    Esteban Ocon: "It definitely felt good to be back and I'm very happy to have a decent day's running. There are little things to improve here and there but that's normal after a long time away from driving. It's getting there, the pace is promising and looking at the team today we are in a good place. Our short runs were fairly quick, and the pace is there. I just need to pull it together when it counts tomorrow."


    Alan Permane, Sporting Director: "It was a very solid day from both our drivers and, of course, the team. We came here very well prepared after running a two-day test here a couple of weeks ago. We were straight into a rhythm this morning with the cars performing well and the drivers happy with the balance and grip. Our long run pace was also decent this afternoon and - with good information on all tyres - we can develop a decent race strategy. We now look forward to a competitive qualifying tomorrow."
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  9. #69
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    Austrian GP: Practice team notes - AlphaTauri

    Daniil Kvyat: "FP1 was a tricky session for us today. We were not that satisfied with the window the car was in, but I felt happier in FP2 as we were able to improve the car and make a step forward. We still have some work to do overnight but I'm positive that we will find what we need to improve the car still further for tomorrow."




    Pierre Gasly: "I'm very happy to be back in the car after such a long break. It was an exciting day and we managed to do quite a few laps. In terms of performance, we knew it was going to be quite difficult, because I think we are still discovering the car and trying to understand what exactly we need from it. Unfortunately, I couldn't do a clean lap on the Options due to traffic, but Dany was ok, so we'll have a lot of things to analyse after today and try to put everything together for tomorrow's Qualifying."


    Guillaume Dezoteux (Head of Vehicle Performance): "Today we had a difficult first free practice, during which we had a few operational issues and we also struggled with finding a good car balance. The weather didn't help either, with a damp track at the start. After a number of set up adjustments in between the sessions, we significantly improved the car in the afternoon and the drivers were happier. But we are still lacking some front-end grip in the third sector, which is very demanding on the front tyres. We need to analyse all the data and understand where we are in terms of competitiveness. The midfield looks tight again, so we have to optimise every aspect of the car to be able to fight for the top places. Finally, it was fantastic to be back racing and I must say that the constraints added by all the health and safety measures have not been too distracting and we were able to operate almost normally."


    Toyoharu Tanabe (Honda F1 Technical Director): "Finally, after such a long break, we are glad to see the cars running on track again for the Austrian Grand Prix weekend. There are many restrictions in the paddock and the circuit in terms of what we can do and where we can go. In the case of Honda, it is slightly inconvenient that our members from our two different teams cannot have any contact. But it's a minor issue and does not affect us getting on with our main job of ensuring our cars run well. It's strange having no fans and we miss them. Today, we had no PU issues with our four cars and now we will continue optimising our PU settings in preparation for qualifying and the race."
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

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    Austrian GP: Practice team notes - Racing Point

    Lance Stroll: "It was very exciting to be driving again and it was a solid day for the team. We got a taste for the car in Barcelona during winter testing, but it's good to see where we are relative to everybody else. We looked competitive and after so many months out of the car it was nice to get back in the groove. It's definitely been one of the better Fridays I can remember for a long time - so that's a good sign. Today, it looked like we had the pace. So we'll see what tomorrow brings."




    Sergio Perez: "It's been an interesting day. Everything is really close out there, especially on such a short track. The car feels good and I'm happy. In the factory, the team has done a tremendous job and we have a car underneath us that is working well. There's still a lot of work to do - tonight and tomorrow morning - but we are in decent shape. The margins are extremely close, so it's going to be really important to put together some really tidy laps in qualifying tomorrow."
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  11. #71
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    Austrian GP: Practice team notes - Alfa Romeo

    215 days since we last saw our team in action during a competitive race weekend session, Formula One is finally back. At 11:01:49am this morning, Antonio Giovinazzi drove his Alfa Romeo Racing ORLEN C39 out of the garage and into the Spielberg pitlane, followed by Kimi Raikkonen a few moments later, marking the end of this seven-months wait and kick-starting the 2020 season for the team.




    All of a sudden, it felt like the break never happened. Muscle memory kicked in; the voices on the radio sounded familiar; we were back, we were racing.


    Free Practice won't ever give us a clear indication on what awaits us in the first of these two Austrian races. For that, we will need to wait a little longer. For now, let's just enjoy this feeling. We are back, and we are back racing.


    Kimi Raikkonen: "Getting back in the car didn't feel too strange, it was a fairly normal Friday. We were trying things in the car, figuring out what works well and what doesn't to develop the best setup for the rest of the weekend. In the end it wasn't the easiest day, I had a little off but it didn't cost me much time; and we have something to work with for tomorrow. It's way too early to say where we stand today, we will need to wait until the end of qualifying to have a clearer picture."


    Antonio Giovinazzi: "It was really nice to be back in the car after this long break. I spent a lot of time in the simulator, but nothing matches the feeling of being in the real car. The day was quite positive and we managed to do all the tests we wanted today; of course, we are still missing something compared to the top ten but we will work hard tonight to bridge that gap. As always, it will be a matter of putting everything together, especially in qualifying. We are here to give our best, to try to get a good result and score points."
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  12. #72
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    Austrian GP: Practice team notes - Haas

    The long-awaited opening round of the 2020 FIA Formula One World Championship began with practice Friday at the Red Bull Ring in Spielberg, Austria as teams prepared for Sunday's Austrian Grand Prix.



    Two 90-minute sessions - FP1 and FP2 - on the 4.318-kilometer (2.683-mile), 10-turn circuit brought the grid together for on-track action for the first time since the final day of pre-season testing in Spain on February 28.


    Both Haas F1 Team drivers were fast out the gate at 11:00 local time to start the session, Magnussen running his installation lap on the Pirelli P Zero White hard tire with Grosjean shod on the Yellow medium compound. A brief two-lap run each on the Cinturato Green intermediate rubber followed - the track drying from earlier showers but some light rain falling sporadically early in the session.


    A brake fluid leak thwarted Grosjean's hopes of a productive morning as the Frenchman's VF-20 remained in the garage for the majority of FP1 as his crew worked feverishly to rectify the issue. He failed to set a lap time but returned in the final minute for a solitary installation lap. Magnussen's running proved more fruitful with the Dane enjoying a baseline run on the hard tires before switching to softs to clock a best lap of 1:05.906 - good for ninth fastest on the timesheet with a total of 27 laps to his credit.


    Grosjean was first out the pits for FP2 in the afternoon, banking a 14-lap run on hard tires to start his run program. Magnussen commenced the session with an 11-lap tally on the medium compound. Both drivers switched to the Pirelli P Zero Red softs for their qualifying simulations. Magnussen placed 15th overall having set a best time of 1:05.678. Grosjean's fastest lap of 1:05.908 netted him 16th. Both drivers bolstered their lap count with high-fuel, race-simulations to bring Friday's track action to a close.


    Between the two sessions, Haas F1 Team ran a total of 127 laps - 71 by Magnussen and 56 by Grosjean.


    Romain Grosjean: "It wasn't an ideal start to the day, but it happens sometimes. The guys did a great job to enable us to get an install in at the end of the session just to check that the brakes were back to normal again. We then had a lot of work going on in FP2. We tried to make up for some of the time lost. I'll tell you this though, coming out of the box and pressing the throttle, I did think to myself ‘wow this goes really fast'. It took me a little longer than I expected to get back to it and focusing on things like getting the braking point right and really just the overall sense of speed - Formula One is very special and unique in that sense. Things settled though and we did manage to run through the planned program. There's obviously a bit more lap time to gain, the midfield is certainly looking quite tight."


    Kevin Magnussen: "It was fantastic to be back in the car again and we had a decent day. We're still learning about the car and discovering little things about it. The rear grip is very good in the new car, but consistency is the key. The second session, it wasn't as trouble-free in terms of some traffic and stuff, but overall though, I'd say it was still a good session - I'm still happy with the day. It's been an interesting start and I can't wait for more tomorrow."


    Guenther Steiner: "It's good to be back, but it's not long though before you get back to where you left off trying to do the best job possible. You find yourself back to dealing with issues and dealing with all the things that happen. FP1 wasn't fantastic, Romain (Grosjean) didn't really get out as we had a problem with a brake line which was leaking. We had to change the suspension for that, so he lost quite a bit of his running time. It was important to be running today as he hasn't driven a Formula One car in four months. We got it fixed and he got back out this afternoon with some good running. Performance-wise, we're not happy where we are at the moment. We've got things we need to work on, we know that, and we've got opportunities to do that. Everybody in the team will be working hard tonight to make things better for tomorrow. The best part of today was that we got back to racing."
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  13. #73
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    Austrian GP: Practice team notes - Williams

    Dave Robson, Senior Race Engineer: It has been great to run the cars again and to finally begin the 2020 season, especially in the imposing surroundings of the Red Bull Ring. The ‘closed' nature of the event undoubtedly makes for a different working environment but, so far, our tentative steps back towards racing have gone very well. We are grateful to have the opportunity to start the season here in Austria and we look forward to hopefully welcoming back the crowds later in the year.




    The overnight rain compromised the FP1 run plan a little but nonetheless we were able to continue the work that we began several months ago in Barcelona. Although the whole of Formula One has been in shutdown for much of the spring period, we were still able to refine some key elements of the FW43 ahead of this event.


    With good weather throughout FP2 we were able to test some set-up options that we expect to use later in the weekend. Both cars ran their intended programmes and the data gathered looks positive. As usual, we will take the time this evening to go through the details before deciding on a final specification for qualifying.


    Having spent so long away from the track, it is easy to forget how demanding it is to drive and operate these cars and both drivers and car crews did an excellent job today. Of course, it is also Nicholas's first full race weekend in Formula One and he did a great job throughout, building on his experience from Barcelona and the simulator. George too was impressive today and he was able to apply his experience and professionalism to lead the rest of the team through our first day back at the track.


    Tomorrow the pressure will ratchet up a notch or two, but we are ready to face that challenge and get the best out of the car whatever the conditions. Whilst we will be focussed primarily on this weekend, we will not lose sight of the fact that we have a rare opportunity to test the cars and drivers over two consecutive weekends.


    George Russell: It was fun to get back behind the wheel and my body took a bit of time to get used to the g-force again. It was a productive and encouraging day; our low fuel pace isn't as good as our high fuel pace, where we seem relatively competitive. By the end of the day, I was back in the groove and happy in the car. We are going in the right direction, and that was our main focus.


    Nicholas Latifi: Overall, it was a mixed day, but I felt comfortable getting up to speed in the car. FP1 was a pretty positive session and we got through a few test items even with limited running due to the rain. FP2 was a bit more of a difficult session as we decided to try some new things to learn and I made some mistakes, but that is what practice is for. I really enjoyed being back in the car. It was the first time I have driven an FP2 session, so I can now say that I am officially a Formula One driver.
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  14. #74
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    Austrian GP: Practice team notes - Pirelli

    Lewis Hamilton went fastest in both free practice sessions today using the P Zero Red soft tyre: faster than the equivalent time last year in both sessions. His team mate Valtteri Bottas was second in both FP1 and FP2.


    Ferrari decided not to use the soft tyres in FP1 and only ran them in FP2 for the first time, with Sebastian Vettel classified fourth overall in the afternoon.


    The fastest non-Mercedes today was Racing Point, with Sergio Perez third overall in FP2, also on the soft tyre.
    Pirelli's 18-inch P Zero tyres made a successful competition debut today in free practice and qualifying for Formula 2. Formula 1 will adopt the same rim size in 2022.


    Mario Isola: "As expected, there was a relatively small gap in terms of performance between the three compounds at the Red Bull Ring, with a short lap that's covered in just over a minute. Despite a very long time since the drivers were last on track, the fastest times in both free practice sessions today were slightly faster than their equivalents last year, confirming the development of the cars with exactly the same tyres as 2019. There was plenty of track evolution following some overnight rain, which led to the intermediate tyres being run briefly in FP1.


    "With more teams challenging for the top 10, it's more likely that the soft will be needed to guarantee a chance of progressing to Q3, which is probably why we saw a lot of drivers concentrating on long runs with the soft tyre as well as the medium today. At such a finely-balanced circuit such as the Red Bull Ring, the smallest detail will count even more than usual."
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

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    Ruedas de prensa:

    Austrian GP: Friday Press Conference Pt 1

    Today's press conference with Christian Horner, Toto Wolff and Zak Brown.



    Q: (Raphaelle Peltier - AFP) This is for everyone. How are your teams adjusting to the new normal and new rules in the paddock?

    Christian Horner: It's certainly very different. The PPE that's required is different to what we're used to. The paddock is very quiet and we're in our own team bubbles as well. So, it's a lot more focused just within your own team, but focus very quickly is placed on the cars and trying to improve them and make them go quicker. Once you get over the discomfort and inconvenience of the P{PE it's business as usual I would say on the everyday problems you have with racing cars.


    Toto Wolff:
    I have been for quite some time in Austria and all this set up here seems very weird in a country where there are no cases anymore, or at least around here. I understand that in the UK it's very different. I hope that based on my experience in Austria that this is the start and it's good that we are racing again. Even though it's weird that we are sitting 10 metres apart wearing surgical masks on our noses but if that is the thing we need to do in order to get racing then that's OK.

    Obviously the work in the garage is impacted but nevertheless it's about lap timer and all of us are in the same position so it's a little bit about improvising and getting the job done.


    Zak Brown:
    It's definitely a weird situation. I don't think any of us have been here before. That being said Formula 1 teams are used to rules and regulations so I think that we can adapt very quickly to the new circumstances. I've got to say, the FIA, Formula 1 and the circuit and the government and everyone that has gone on to contribute to putting on the event has done a very good job, because it certainly feels like a very safe environment. Hopefully we can get back to normal racing soon, but for the time being this is certainly better than sitting at home.


    Q: (Luke Smith - Autosport) Christian, we know that Red Bull planned to protest Mercedses' DAS system in Australia. Has anything changed in your thoughts about that between Melbourne and now? Are you still planning a protest and for Toto are you completely confident in the legality of the system?


    CH:
    First of all, it's a very clever system and so all credit to the ingenuity behind it. I think the fundamental question for us is does it comply with the regulations in what is a fundamentally grey area. So we do want clarity on it because it does have an impact regarding the rest of this year. It's something that's been outlawed for next year but the question is: is it right for next year. So they're the questions that we'll be asking of the FIA through the necessary channels.


    Toto, your thoughts...


    TW:
    Yes, I respect Christian's position. I mean a clarification is always good. We think we are on the right side. There was a lot of talking and exchange with the FIA, that is the reason why we have it on the car. So we will both bring our arguments forward and then, let's see.


    Q: (Chris Medland - Racer) I've got a question to follow up to Christian. Just wondering if you have your own version of DAS ready to go if you get clarity on whether it's completely legal for this season.


    CH:
    It's a very complicated system, so obviously a lot of work has gone into it. We've certainly looked at it and like any component, it has to earn its place on the car for the penalty that it carries, whether that be weight or packaging etc. It's certainly something that, subject to a clarification, would be under evaluation for the rest of this year.


    Q: (Christian Hollman - DPA, via email) Toto, how far are you along in contract talks with Lewis and Valtteri? What is your timeframe for your decision for your driver pairing for next year? And on what will you base your decision?


    TW:
    I think simply based on the fact that we haven't seen each other a lot, we have been keeping the discussion up, we are in a position of trust with both of the drivers. You could say that in Formula 1 it doesn't mean a lot - but it does in our team. I guess that we will do the next steps soon but I don't want to commit to any timing because I don't want to answer questions every single race weekend about why the contracts are not done. There is no urgency in the matter. All of us want to do it and when the time is right, we will announce it.


    Q: (Julien Billiotte - AutoHebdo) Question to all three gentlemen. Charles seemed quite off the pace this morning and Mattia has already admitted that there will be a new aero package for the team in Hungary. Do you think they are really starting the season on the back foot or they are bluffing?


    ZB:
    I think it's too early to really know. We've done a little bit of winter testing and one FP1 session, so I think it would be premature to draw any real conclusions as to their real pace.


    TW:
    Yeah, I would pretty much... nothing to add to Hannibal Lecter's answer!


    What was your assessment of Ferrari's pace after winter testing?


    TW:
    It's very dangerous to assess the pace in winter testing because it's Barcelona and it's February and you could see in 2019 Ferrari was really leading the charge and then struggled in the first few races - so I don't want to find ourselves in a trap of thinking you're competitive. And the same applies to this morning's performance. I don't think Red Bull or Ferrari have even switched on the engine, in a corner they still look pretty strong. Bit of a different aero configuration also. We shouldn't be analysing any performance after FP1. I think it needs tomorrow to really make a solid first assessment.


    Christian?


    CH:
    I think Zak sums it up pretty well. We've only had - what? - six days of testing and one session here, so there's been a consistent theme through that, that their straight-line speed hasn't looked anywhere near what it did last but it's too early in the weekend. Let's review it after qualifying and the race and you know, probably three or four races in. That's only when you're going to get a true pattern of how things are genuinely looking.


    Q: (Alan Baldwin - Reuters) Question for Toto. If I can go back to the DAS question. Is there any concern that after all the excitement of finally getting back on track and having a race and Formula 1 starting up, that come Sunday we could be bogged down in a protest and nobody really knowing who's actually won the race - if you win it.


    TW:
    I think, against what you would expect, all teams are pretty much aware that we are in a sensitive situation with going racing. It's the first race and on one side, it's fair enough to seek clarification; on the other side we are aware that we don't want to end up with a big debate on Sunday night. I think Red Bull, I think Christian is going to take the right actions. You know, controversy and different judgement on engineering innovation has always been part of Formula 1. This is what's to be expected in a way. It's part of the racing.


    Q: (Jonathan Noble - Motorsport.com, via email) Christian, you've talked about Red Bull Racing being better prepared for this season than any since your last title success in 2013. Can you explain why you feel that way - and what factors are in place this year that weren't there before?


    CH:
    I think that obviously since the hybrid formula was introduced in 2014, I think this has definitely been our best off-season - albeit a very different off-season. We're obviously into the second year of our partnership with Honda. It was a great start last year winning three races and I think that momentum that we've built, the convergence that looks like it's happening with the engines, it feels like we are coming into this year better prepared than any previously in the hybrid era - so that would take us all the way back to 2013 that we were going into a season on a decent footing. So that's a reason for optimism for us. It's going to be a different kind of year this year. We don't even know what the calendar is. We don't even know where we're going to be racing in the second half of this Championship, so you've got to just swing with the punches and go with it. But it feels like we're in a good starting place and excited to be here and going racing.


    Toto, do you expect Toto to be closer this year than they were last year?


    TW:
    Well Red Bull was close last year, they had a little bit of up and downs but in some of the races they were more competitive than us. Alex Albon is going to get more comfortable in his car and we rate him and Max, nothing we need to add to his potential. So I very much expect Red Bull to give us a run for our money. And vice versa. And this, I think, is what F1 needs.


    Q: (Abhishek Takle - Mid Day) This is to everybody. The crisis shines a spotlight on the importance of teams being profitable operations. Do you think the returns on investment would be looked at differently going forward, not just in terms of the marketing returns but actual, real profit? Thank you.

    ZB: I think the teams did an excellent job over the extended winter to address the fiscal nature of the sport. As I think everyone knows, there was too big of a spread between first and tenth, which then plays itself out, also on track. I think if you can get a sporting franchise that is profitable, then I think the value of that franchise goes up significantly and so you get asset appreciation. I think all of our shareholders love being in Formula 1. I don't think they're in it necessarily to turn a profit, but they're also not in it to lose substantial amounts of money, which has been the case for a lot of teams. And so I think we've landed in a place where there's a path to profitability. I think that it closes the gap between first and tenth. I think that'll put a better product on the track ultimately. I think the fans win and I think it was a good compromise because the teams that were spending north of the cap have had to make some real compromises and I think that's good because that's going to be difficult and, at the same time, I do think that we have more wealth in the sport from the teams and what some of the teams that I think were at risk of leaving were more about their frustration for being competitive than not being able to afford the sport. So I think we found a good balance and I think Formula One's going to really thrive in the future.


    Q: Toto, your thoughts?

    TW:
    Yuh. Our situation is a little bit different to McLaren, albeit that the shareholders of McLaren seek value on their investment but for us, Mercedes, and also speaking also for our partners, the return on investment seems to be right and Formula One is probably one of the best marketing platforms in the world. We're able to generate return on investment of up to twenty times the investment of Mercedes and its partners and our partners, so from a marketing standpoint it has always made sense and does make sense. But now there's an additional angle that is being added, but with the cost cap, as much as we would have liked it to stay on a higher level because our organisation runs smoothly and restructuring is always difficult, as Zak referred to, there will be difficulties for us in restructuring but at the same time it leads us to a situation where our P&L will completely change from a deficit - not a big deficit, but still a deficit - it will change to a profitable P&L which is very important for the long term sustainability of the sport. I think we've seen that there are team owners and shareholders in the sport that are in there for the love of the sport and for the marketing return but in order for us to really prosper you need to post a profit like any normal company out there and then more people will be interested in owning teams or with owning part of a share in the Formula 1 organisation itself because it is a solid business kit and we are - as much as it's difficult from the restructuring point of view - we are looking forward to become a profitable franchise.


    Q: Thanks Toto, and Christian?


    CH:
    Yeah, I mean Red Bull's involvement in Formula 1... the majority reason for that is to promote its product because Formula One is a global platform that has viewing figures that are only exceeded by the Olympic Games and the football World Cup which only happens every four years, not every single year. So I think the work that's been done, the collective work, the compromises that were found were very positive to improve the model and the fiscal model of a Grand Prix team, so it just adds greater value for money - as Toto has highlighted - for the shareholders, for the partners, for the sponsors. It gives a financial ceiling for the amount of money that a team can spend, so it allows the teams that are further down the pecking order to converge for that, certainly fiscally and potentially on track as well so it creates, certainly, a more even playing field and I think that in terms of providing value and long term security to the sport, the teams, the entrants, I think it was the right thing and responsible thing to do and I think all teams... we often differ in opinions in many areas like DAS systems... it was for the benefit of the sport to converge and come to a common understanding and compromise was found where it was needed to be.


    Q: (Lawrence Edmondson - ESPN) Going back to Australia, there were still lots of questions about the legality of Ferrari's engine the previous year and also questions about the settlement which was reached with the FIA and Ferrari. I know, Toto, Mercedes have kind of backed off from that but for the other two team principals, are you still pursuing that, are there still questions that you need to be answered?


    CH:
    Look, it does sit uncomfortably that there is an agreement that has been entered into about the legality and conformity of a car. That immediately draws you to think what is in that agreement? What does it comprise of because obviously in our minds a car is either legal or illegal? Now obviously questions have been raised with the FIA; the FIA have said they would be happy to disclose that document but of course they need the clearance from the other signatories so obviously it does nothing but promote suspicion when there are private agreements about legality and conformity so the healthiest thing would be to get it on the table so everybody sees what it comprised of. The FIA have said they are willing to do that, it would be great if Ferrari were prepared do the same so it puts it all to bed.


    ZB:
    Oh yeah, I agree with Christian. It would be good to understand exactly what happened, what they found, what the solution is. It was last year so hopefully we see on the data maybe what we saw last year so I think at some point you do close last year out as long as you feel it's been addressed, but in today's transparent world I think it would be good to understand what was the case, but it doesn't seem like that's going to come forward from them any time soon.


    TW:
    I want to précis exactly what you said, Lawrence. We didn't back off. We decided in Melbourne that for the start of the season this additional controversy plus Corona starting to get really bad in Italy, was not the opportune moment. I would very much agree with what Christian and Zak said: in this day and age, transparency is extremely important and good governance - it's extremely important. And it may well have been good governance but if you don't know, it's difficult to judge so in the position that we are in is that we are monitoring the situation. We are not happy about last year. It has stretched all of us to a point to be competitive against Ferrari where it was difficult to cope and therefore let's wait and see how the season starts and gets going and we will then reassess for ourselves and probably with the other guys who were upset.


    Q: (Adam Cooper - Motorsport.com, via email): Toto, how much of a loss is Andy Cowell from the Mercedes engine programme, and are you confident he's not going to a rival team or manufacturer?


    TW:
    Well, it's always a loss when somebody's retired that is calling the day but I think we respect everybody's decision and there is something within our organisation that we very much live to is that if you start to see that you are becoming from great to good or energy levels start to dip low that you can take a decision, and Andy very much wants to take a break. He's involved in a Daimler project that is very exciting and then we'll take the decision what to do. But we've shown in the past that we have always been very good and always on the front foot by succession planning. In the past, great people have left the organisation: Ross Brawn, Paddy Lowe, Aldo Costa, Bob Bell, Mark Ellis and they've been replaced from within with very strong next generation engineers and the same is happening at HPP. We have a fantastic board of directors there, led by Hywel who I personally rate very much as an engineer and from his personality standpoint, so I think we're going to be OK. Whether Andy decided to join somebody else, that is very much his call. I think at the moment he is well established and recognised in the Mercedes family and I hope that is going to continue.


    Q: (Nate Saunders - ESPN) Christian you mentioned earlier about being prepared but I guess the only certainty we have is that it's going to be a much shorter calendar that we were anticipating. Given what you said about Red Bull's readiness for the new year and feeling much better about a championship challenge, do you feel better about your chances of winning the championship or challenging Mercedes for the championship now we have much fewer races, than you did ahead of Australia when we were prepping for a 22 or 21 race season?


    CH:
    I think beating Mercedes under any circumstance is going to be extremely difficult, particularly when you consider their previous six seasons, but what we're also looking at is pretty much an 18 month season in many respects. OK, we've got the 2020 World Championship, which we don't know, in the bizarre situation where we're sitting here whether it's going to be eight races or 18. And then of course we've got a car that largely carries over into next year which will basically be bodywork updates during the course of next year as well so it's important to get the basis of this car right because it doesn't just impact this year, it impacts next year as well. But hopefully we've got a good starting point. We got close to Mercedes at the end of last year at a few circuits: Mexico, Brazil were a few to name but hopefully we can keep the pressure on and not give them an easy time this year and it's going to be a different kind of season and I think it's good for the health of the sport to have competition, to have rivalry as well I think is something the sport desperately needs and particularly as there's so much focus on this return to racing. It would be good to get off to a good start.
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  16. #76
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    Austrian GP: Friday Press Conference Pt 2

    Today's press conference with Mattia Binotto, Cyril Abiteboul and Franz Tost.



    Q: (Christian Menath - motorsport-magazin.com) Mattia, on 11 February at the car launch you said that Sebastian was your first option and in May you announced that you would part ways. You said it was a common decision and yesterday Sebastian said he didn't get an offer from Ferrari. Could you please explain what changed from February when you said he was your first option to the decision you took not offering him a contract?

    Mattia Binotto:
    Certainly. Let's take a step back as first, certainly we have always said during the wintertime privately to him and publicly that he would be our first choice, which I confirm. It's normal that during wintertime many drivers have asked us if there are any opportunities to drive for Ferrari. So we have certainly been contacted, but that didn't change our position, so Seb was our first choice. What happened since then? I think the virus, the pandemic situation, which changed the entire world not only out motorsport, our F1. The budget cap has been changed quite a lot, a lot more strict. The regulations have been postponed from 2021 to 2022, which is somehow important for us. Cars which have been frozen, or almost frozen, for 2020 and 2021. So let's say the entire situation has changed and on top of that I think that even the season has not started so there has been no opportunity even for Seb being back on track to prove how much he was really motivated to drive for Ferrari, which has been somehow unfortunate for him. So during the shutdown, as Ferrari, we had to reconsider eventually our position. We took a decision. So certainly that was our decision, it's our responsibility and we communicated to him. I heard that he was surprised. Do I remember that he was surprised., I would say yes, certainly. I understand it. I think it's pretty, let me say, normal to be surprised and while he accepted our decision I think that even still today I think that he is not fully happy with it, which again I think is something normal and obvious.


    Q: How would you sum up Sebastian Vettel's time at Ferrari?


    MB:
    I think it has been a great period - five years so far, six with the current season. He is a great champion, but he's as well a great person. I think that everyone in Ferrari, our fans, the people working internally loved the time with him. That's something on which we fully respect. I personally, myself, appreciate him a lot, as a professional and as a person and that is fully unchanged compared to our decision.


    Q: (Dieter Rencken - Racing Lines/Racefans.net) Good day gentlemen, a question about fuels for the future. From 2030, Formula 1 intends having zero carbon etc and we have an engine change coming in 2025 or 2026, that's to be decided. How would you like to see Formula 1 go from the current fossil fuels to meet that target? At what stage should we switch to bio-synthetic fuels etc, possibly new technologies? How do you see the future on fuels?


    Cyril Abiteboul:
    Thank you Dieter. It's a big question to ask. Let's take it step by step. What we know already is that there is a first step coming in 2022 with E10, so 10% bio-ethanol fuel. I think first it's important to highlight that we could have postponed, pushed back or even completely cancelled this first step in all the measures that we've been discussing, contemplating but eventually we decided to stick to it, because we all agree that it's a very important statement. It's good to make statements but it's also good to make tangible steps, so that first step was important to secure, even if delayed by a year. Then, looking further ahead, also what we have all agree is to contain the arms race on engine development such that we can leave a bit of space in terms of discussion, but also in terms of thinking and later in terms of development capacity for the 2026, if my memory is correct, 2025 or 2026, ne engine and that's a development that needs to kick of in 2023 and that will leave us one of two years probably to really think ahead what's good for Formula 1. As far as I am concerned, I would tend to believe that fuel needs to be part of that process, which may mean that we could have to delay that second step after the first step that will be for 2022 to the new engine that could be developed jointly with a completely different fuel, because it's important to keep in mind that you don't just throw a new fuel into an existing internal combustion engine. It's a complete redesign, a complete re-optimisation that you need to develop. And what will be the weight of electrification versus thermal engine is probably the first main question to ask and then indeed what kind of fuel you put into the internal combustion. So I accept, Dieter, that I'm not really responding, apart from that it needs to be part of a large process and a large-scale thinking process.


    MB:
    Thank you Dieter for the question, I think it is an important one. As Cyril said, E10 in 2022, which is important, but then we need to look at 2026 for the next important step for manufacturers in that respect. We believe that full electric is not the only solution for the automotive for the future and I think that F1 has to be a platform for innovation in that respect or an alternative solution to the full electric. So, designing a regulation for 2026 where our power units need to become even more sustainable or fully sustainable compared to what we've got today will be key and to have full sustainable fuels will be important. Will those fuels be synthetic or bio or whatever, I think that is exactly the discussion we've got at the moment with the FIA, which is important, but I think our fuel supplier needs to be part of the discussion itself. So I think it's... at the moment it is the right time to analyse it, to discuss it and to eventually decide for the future, because sustainability will be key for the future and F1, as I said, has to remain an important innovation platform for the automotive itself.


    Franz Tost:
    There will be different steps to find this sustainable fuel and I am convinced that the engine manufacturers, together with the fuel companies, will find a solution for this. I am quite positive that Formula 1, once more, could show to the people that research and development plays an important role and that they can come up with a proper technical solution and that we can use and continue the system of the current power unit, mainly to have two energy recovery systems. I think this would be quite a good solution against the electronic cars and I think that Formula 1 will do this important step and will stay, on the innovation side, at the peak of the motorsports.


    Q: (Chris Medland - Racer) A question for everyone. I just want to get a general overview of the work you've had to do to get to this point? Obviously the situation has been different in the UK to France and to Italy and how have you been able to prepare your factories and go racing and be here and focus on the racing side?


    FT:
    Yeah, as we all know, at the beginning of March it was quite critical in Italy. There were different districts, so-called red zones. Fortunately, Faenza was not included, but nevertheless Conte, the Italian President, decided that all the companies had to be closed and this depended also to Scuderia AlphaTauri. Fortunately then everything came together with the shutdown with all the Formula 1 teams and we meant we then had this period of around 63 days where we all had to stop working and I think that Formula 1 used this period quite well, with a lot of video conferences between FIA, FOM and the team principals to come up with the new sporting, technical and financial regulations. I think that we used this shutdown quite well to finalise parts of the regulations and that we could come up with a proper solution. The preparation went quite well. The mechanics came back and all the3 other people as well. Of course research and development suffered during these three months, there was nothing, the wind tunnel was as well closed. That means from this point of view from the development of the cars there's a delay but it costs less money so it's also an advantage. I am now looking forward that the season starts here in Austria, thanks to Red Bull, and that we will have hopefully a good second half of the season with as many races as possible.


    MB:
    The situation certainly has been very difficult in Italy, especially, since after Australia we had to close our factory. Not only the racing team but the entire Ferrari factory has been closed. I think we, as Ferrari, have worked very hard to put our people in the most safe situation, especially when they went back to work. Ferrari collaborated a lot with the local government, really to set the right protocols for going back to work. I think we did a fantastic and great job and we have set somehow the benchmark for the entire Italy by putting really rigid, strict, severe protocols, but safe for the health of our employees. Our employees are at the centre of our concerns. And that's not only for the racing team, that has been for the entire factory. So it has been for thousands of people and I am somehow even glad to say that the entire people have been back at work when it was the right time and in the right and safe manner.


    CA:
    What can I add, as a lot has been said. Probably the same has been applied in our two factories, one in the UK and one in France, basically with the UK trailing other countries by a week, but no big difference. Seven weeks of shutdown and nine weeks of shutdown in the UK and then indeed re-starting the two factories with a number of measures. Some of them are actually very visual, pretty much the same: social distancing, wearing masks, with extra care for all the interactions you can have between people, not sharing the same tools and so on and so forth. And also setting some targets, so basically we are right now at 50% of head count in our factories at any given time - with some cohort system, which is pretty much the same as the notion of sub-groups we have on track here. And we are progressively aiming at bringing more people back progressively. Obviously more people in production and in the design office with more people in the design office being capable of working remotely thanks to all the new software we have available and that has been a massive shift of mindset, including from a management perspective.


    Q: (Lawrence Barretto - Formula1.com and Philip Horton - Motorsport Week, via email) Does Renault need a big-name signing alongside Esteban Ocon next season and are Fernando Alonso and Sebastian Vettel of genuine interest to the team?


    CA:
    No, what we need first is a driver. We need a driver for each car. We need a quick driver, we need a talented driver and we need a driver that can understand and buy into Renault's project. We are very clear about the nature of our team. We are a bit of a unique team in the Formula 1 landscape, but at the same time very loyal to Formula 1 but also a young team still in the making, with some struggles, in particular last year. So we need someone who is capable of understanding all of that and understand the value of all the work, ethic and effort we are putting into that. I am not saying that Daniel has not understood that. That's absolutely not what I mean. I am talking about the future. We are talking to a few names. Some big names, some lesser-known names. We are taking the time and again making sure that there is a good alignment between what we are and what any driver is looking to get in a team like ours.


    Q: Can you put a time scale on when you will make a decision?


    CA:
    No.


    Q: (Alan Baldwin - Reuters) A question for Mattia. There's been a lot of talk about Mugello hosting a race. It's a Ferrari circuit so Formula 1 has to talk to you about it. Perhaps you could update us on where that stands? Potentially Ferrari's 1000thF1 race at a home track.

    MB:
    Yeah, I can confirm that we are discussing with F1. I can confirm that our hope is to try to bring F1 to Mugello. We believe that Mugello is a great circuit, not only the sustainable side but generally speaking for the drivers - it's very demanding. I think it's a great track. I think that bringing F1 even in Italy to Tuscany, it's a great region, with all the jewels we've got there, Florence etc. So I think it could be an exciting race there and as you said and being potentially our 1000thrace, doing it in Italy, at Mugello, our own race circuit, that would be great. It would be great even more if we may have some fans there, which at the moment we cannot eventually confirm. But I think generally speaking if this happens, we will try to organize a great show for the entire broadcasting and the entire fans.


    Q: You tested there very recently with a two-year-old car. Can you give us any insights into the demands of the track for a modern grand prix?


    MB:
    It's a track that I myself know pretty well because I've been there since 1995 when testing as an engineer - obviously not as a driver. But I've been very often there. It's a very interesting track, demanding, fast. Drivers normally enjoy driving there, and as you said, we've been there a few days ago with Seb and Charles and both of them really enjoyed the track. Fast corners, It is certainly a very interesting track.


    Q: (Nate Saunders - ESPN) Cyril, signing Daniel was a pretty big coup for yourself and for Renault, but by the same token losing him to an engine customer, an engine customer that beat you with the same engine last year, is hardly a ringing endorsement of the project or of the management itself. How much pressure do you feel under this year in justifying your position with the team?


    CA:
    You know when we are participating in Formula 1 as a team or when you are managing a team that has the loyalty that I was talking about before - 43 years in the sport, with a number of championships as a supplier or as a full team - there is pressure. There is pressure every single year. We've had a nice progression since 2016 that indeed marked a stop last year. But for me you know there were already some signs of weakness before last year. If you go back into what was 2018, yes we were P4 in the championship but it was clear that we were not capable of developing at the right pace. In order to catch up with a top team, it was already very clear that McLaren was on a very nice trajectory. We had to do a number of changes that basically led us to change a big part of the technical leadership in Enstone. I think the engine has made good progress. It's well recognized and accepted. We now need to focus on the car and that's what we are doing now in the decision that we have taken in terms of financial trade-off for the future. And yeah, so I am feeling pressure but equally I am feeling confident, about this year and the ones to come after that.


    Q: (Scott Mitchell - The Race) For Mattia and Cyril. Obviously because of the change of rules this year there have been lots of development freezes, including on the engine side. Do you have upgraded power units here compared to what you would have used in Australia?


    MB:
    Let me start and the answer straight is no. We've got the same engines as we had at the time of Australia. As I said, we shut down the factory for a long time so there has been very little time somehow to develop. So we didn't bring anything different. Now the power unit is frozen for the season. I know that other manufacturers took the opportunity to continue developing and working. We were aware of that. They took eventually an advantage. It's part of the game. I think that's part of all the entire compromises that we have accepted during the shutdown period, looking ahead for the good of the sport.


    CA:
    In the previous question I was referring to some trade-offs and also sacrifices we have made in order to manage a crisis that has been extremely severe. We are talking about a large reduction of the prize fund. We are also having discussions with sponsors who are very loyal but who are all facing challenges in their own business. That's why indeed we had to come up with some decisions and one of those decisions was that as far as we were concerned is that we are going to pause engine development, focusing on the next step that we will have the opportunity to discuss later. But indeed that means don't expect any engine upgrade from us this year.


    Q: (Jon Noble - Motorsport.com, via email) Mattia, can you give us some details on what you learned about the car and the flaws that were discovered from testing in Barcelona?


    MB:
    I think we mentioned that in different interviews. The car in winter testing was not performing as expected. The car on track was not performing as let me say the design we did at home so there was a mis-correlation from design to track. Obviously we had to understand at first. We started really trying to understand it as soon as we have been back at the factory, so during the shutdown period that was not possible. I think we realized that from the aero point of view mainly there were some mis-correlations. Eventually I think we pushed our project on trying to seek a lot of downforce, that's looking as well what was our situation last year in terms of weaknesses. I think whatever we developed was too fragile in terms of aero robustness when being back on track and what we are trying to do now is to have a step back and try to understand and reassess the problem and then moving forwards later on. Our hope is to bring some developments in Hungary, nothing before, mainly because I said that whatever developments we were doing we needed at that time, at that stage, to step back. Hopefully by Hungary we will not address all our issues but we will have a decent step forward in our performance and I think by then we can really understand where we are compared to our competitors.


    Q: (Laurence Edmonson - ESPN) We've just heard from Christian Horner, Toto Wolff and Zak Brown about they still have questions over the FIA's investigation into Ferrari's power unit over the winter and the resulting settlement with the FIA. The FIA has indicated it would be willing to release some more details but they are unable to without agreement from Ferrari. Can you give us the reasons why you are not willing to release some of those details and do you think this can be put to bed quite easily if you did so?


    MB:
    The answer is quite straightforward. First, there was no clear breach of the regulations. Otherwise we would have been disqualified. The reason we don't want to open is simply because whatever we would need to explain is IP, intellectual property to our project, to our power unit and no one in the paddock would be happy to release information on their design and their projects. It's IP, it's confidentiality, it's intellectual property protection and that's the reason why we are not keen to do it.


    Q: (Luke Smith - Autosport) For Cyril. I know there were some concerns about Racing Point's car, the so-called 'Pink Mercedes' through pre-season testing. Is there consideration from Renault to lodge a protest this weekend?


    CA:
    It's an old debate, the debate about customer cars. Racing Point has been able to push that to an extreme this year. I think it will be interesting to see the lap time, because there has been lots of speculation based on winter testing. And as we all know that is very difficult to say anything from winter tests. First, this week is back to racing. We will finally have an idea of the respective competitiveness and if Racing Point complies with the regulations then they have nothing to worry about obviously. But again, back to racing is the priority number one for this weekend.


    Q: (Chris Medland - Racer) Mattia, a question about the new aerodynamic direction that you are taking. The drivers were asked about it yesterday and they said it will probably put the team on the back foot by quite a lot. Do you feel it rules you out of the championship fight this year and was it still a necessary step to take because we are going to freeze so many aspects of these cars for next season as well?


    MB:
    It's never easy to start a season not being competitive when your objective is to win and to win the championship. It is certainly a difficult start to the season for us. Will that compromise the entire season? I think what's important for us on the first races is trying to maximise the points we may bring back. You never know what may be the situation. Others may have difficulties or problems as well. I think it's only a matter of racing and we are here to race and to do our best. We are focused on this weekend and trying to optimise our car package and optimise the result by the end of the race itself. And then the freezing situation? Certainly it was not obvious for us to accept such a situation when discussing during the shutdown. I think that Ferrari has been very responsible in accepting the situation. Unanimity would have been required, because I think it's important for the sport itself. It's important due to the situation, even of the small teams, what would represent continued development in such a situation. So I believe that Ferrari has been really very responsible to the sport. The hope is that not only Ferrari will somehow sometimes accept compromises. I loudly said that I have been disappointed by the sprint race format that a single team rejected because I think that if everybody will simply look at his own advantage then I think a lot of decisions that were taken during the shutdown would not have been taken.
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  17. #77
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    Decisión sobre la protesta contra el auto nº 44:

    https://www.fia.com/sites/default/fi...20Car%2044.pdf

    Decisión sobre la protesta contra el auto nº 77:

    https://www.fia.com/sites/default/fi...20Car%2077.pdf
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  18. #78
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    Decisión sobre la protesta contra el auto nº 44:

    https://www.fia.com/sites/default/fi...20Car%2044.pdf

    Decisión sobre la protesta contra el auto nº 77:

    https://www.fia.com/sites/default/fi...20Car%2077.pdf
    Resumiendo: Lo dieron por bueno antes de los test de Barcelona, y se ratifican.

    Lo que me parece "de chiste", es que tengan que hacer dos resoluciones idénticas, sobre el mismo elemento idéntico, montado identicamente en dos coches idénticos .

    Idem idénticamente idéntico. Bis.
    Buscando la imperfección perfecta...

  19. #79
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    Porque, con toda lógica, el equipo Red Bull interpuso 2 protestas, una por cada coche:

    https://www.fia.com/sites/default/fi...20car%2077.pdf

    https://www.fia.com/sites/default/fi...20car%2044.pdf
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  20. #80
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    Normalmente, por mucho que se les llene la boca, a los implicados en el Circo de la F1, Federación, FOM, Promotores, Equipos, la realidad, es que son reacios a que el gran público pueda acceder a documentación "técnica" y si no véase el caso de las Directivas Técnicas (DT's). Por eso cuando se presenta una reclamación, protesta o se pide una clarificación, disponemos de una oportunidad para acceder a los "fundamentos" en los que se basan decisiones que vemos en el día a día de la F1. Por eso creo, que esta decisión de los Comisarios sobre la protesta del equipo Red Bull Racing merece más que un simple enlace.
    --------

    Protest filed by Aston Martin Red Bull Racing against Car number 77, driven by Valtteri Bottas [para el 44 LH, sería lo mismo] of the Mercedes‐AMG Petronas F1 Team Stewards Decision:

    The Protest is rejected as it is not founded.

    Procedure:

    1. On July 3, 2020, after Free Practice 2 held during the Grand Prix of Austria, counting towards the 2020 FIA Formula One World Championship, Aston Martin Red Bull Racing (“Red Bull”) filed a protest against Car 77 (the “car”), owned by Mercedes‐AMG Petronas F1 Team (“Mercedes”).

    Red Bull claimed in its protest that the car would be not in compliance with Art 3.8 and 10.2.3 of the 2020 Formula One Technical Regulations. The parties were summoned and heard. The following persons were present during the hearing (in person or via video conference):

    On behalf of Red Bull :

    ‐ Paul Monaghan
    ‐ Adrian Newey
    ‐ Jonathan Wheatley

    On behalf of Mercedes :

    ‐ James Allison
    ‐ Ron Meadows
    ‐ John Owen
    ‐ Andrew Shovlin

    On behalf of the FIA Technical Department :

    ‐ Nikolas Tombazis

    2. The FIA Technical Department carried out an analysis of the Mercedes system and the Stewards inspected the relevant car parts.

    3. At the hearing there were no objections against the composition of the Stewards panel or against the procedure of using a video conference call in addition to a face to face hearing. The parties set out oral arguments and addressed the questions asked by the Stewards. The FIA expert was interviewed and explained his written comments.

    4. At the hearing the parties referred to the documents submitted. None of the parties submitted further evidence or initiated the hearing of additional persons or conducting further investigations.

    The claims of Red Bull:

    « The Mercedes DAS design breaches Articles 3.8 and 10.2.3, Aerodynamic Influence and Suspension Geometry respectively, of the 2020 Technical Regulations via the following rationale.

    Article 3.8 contains the paragraph:

    With the exception of the parts necessary for the adjustment described in Article 3.6.8, any car system, device or procedure which uses driver movement as a means of altering the aerodynamic characteristics of the car is prohibited.

    Article 10.2.3 states

    No adjustment may be made to any suspension system while the car is in motion.

    DAS appears to work by changing the toe angle of the front wheels. This is separate in effect to the traditional steering system as it does not involve movement of the steering rack pinion gear.

    A conventional steering system can navigate a lap of any circuit and by necessity is granted exemption to Articles 3.8 and 10.2.3. In isolation DAS is incapable of lap navigation and is therefore dependent upon the conventional steering system – i.e. DAS, in changing the toe angle of the wheels is a separate and redundant system.

    Alteration of the static toe angle on the front axle will also change the aerodynamic characteristics of an F1 car, typically performed in set‐up and prohibited in Parc Ferme. DAS operation, which is a front axle toe angle modifier, will have a measurable aerodynamic effect on the car, whether changing the trajectory or not.

    A steering system should alter a car’s trajectory when used. Observation of DAS usage in FP2 indicated deployment in a straight line with no change of trajectory, thus rendering DAS not a steering system.

    By observation of the video footage from FP2, use of DAS was not every lap and isolated to in/out or re‐charge laps thus it was not a system necessary for use in timed laps, rendering the primary purpose to be something other than steering.

    Subsequent use in a corner cannot recover the breach as the competitor must demonstrate compliance with the regulations at all times during an event, Article 2.7 of the Technical Regulations.

    The Technical Regulations do allow multiple steering systems. RBR contend a steering system should have the primary purpose of being able to steer the car. A secondary system that is, on its own, incapable of steering the car is an unnecessary system.

    A key discussion point must be why have Mercedes added the DAS system? As mentioned above, judging by practice today, it appears to be used on out and slow laps as a means of adjusting tyre temperature, i.e. its primary purpose is not as a steering system but rather a tyre temperature management system.

    In conclusion, DAS is an unnecessary, separate system requiring a separate driver input and using components which are separate in their effect to the main steering system breaching Articles 3.8 and 10.2.3 »

    Mercedes’s arguments in defence:

    « DAS is not a suspension system because:

    1. It is mounted on the fully sprung side of the car and plays no role in suspending the car, or insulating the car from the undulations on the road surface.

    2. It is mounted fully on the power assisted steering rack.

    3. All it is capable of doing –just like a traditional steering system –is to alter the alignment of the front wheels about the kingpin axis by changing the position of the outboard ends of the steering rack.

    4. It cannot change the length of any of the suspension members

    DAS is a steering system because:

    1. Actuating conventional steering moves the wheels in the same direction.

    2. Actuating DAS moves the wheels in the opposite direction – it is like changing the static toe angle of the steering system.

    3. Conventional steering often also changes the toe – but it does so as a function of steering angle 4. Changing the toe angle of the wheels changes the forces on the front tyres.

    5. Any driver knows that changing the toe makes the car change its steer response (from lazy to nervous) – changing this value while the car is manoeuvring (incorners or on the straights) will cause the car to steer.

    6. This is because under all track conditions (except the purely hypothetical situation of zero wind and geometrically perfect track), the difference in load on the tyres from left to right will cause the car to steer when the toe angle is changed.

    7. DAS is a steering system that allows the driver to optimize the toe, and therefore the steer response of the car during a run instead of being confined to changing only from run to run.

    DAS is a legal steering system because:

    1. It fully respects Article 1.2 and 10.4.1 in that it only allows for the alignment of two wheels.

    2. It is not electronically controlled.

    3. It passes all the geometrical and safety requirements of 10.4

    4. It is a steering system, and so benefits from the same implicit exemptions from article 3.8 as every conventional steering system on the grid.

    5. We have fully complied with our obligations under Art 2.5 to describe the novel system. »

    Conclusions of the Stewards :

    Having considered the various statements made by the parties and listened to the expert witness statements made at the hearing, the Stewards determine the following:

    The DAS system allows the driver to adjust the toe angle of the front wheels by a longitudinal motion of the steering wheel along the steering column. So the steering wheel has two degrees of freedom:

    ‐ Rotational degree of freedom around the steering column axis: this provides the conventional
    steering response of the car.

    ‐ Longitudinal degree of freedom along the steering column axis: this steers the wheels independently from each other, thus adjusting the toe.

    The DAS is hydraulically‐assisted like any conventional Formula 1 steering system, but remains under the full control of the driver at all times. Physically, the DAS is integrated with the conventional steering system of the car.

    The Stewards believe DAS is part of the Steering system, albeit not a conventional one. The key challenges to the legality of DAS rely on it not being part of the Steering system. If this were indeed the case, then it would be breaching the following Technical & Sporting Regulations:

    1. Article 3.8 (Aerodynamic Influence): the position of the front wheels affects the aerodynamic performance of the car, and is controlled by the driver. An exception is de facto made for steering, otherwise all cars would be illegal. If DAS fell outside this exception, it would be illegal.

    2. Article 10.1.2, which states that the front suspension system must be so arranged that its response results only from changes in load applied to the front wheels. Again there is an implicit exception for steering. So if DAS was not part of the steering system, it would fall foul of this regulation too.

    3. Article 10.2.1, which states that with the steering wheel fixed, the position of each wheel must be only influenced by (a) its vertical position, and (b) minor compliances. Clearly if the DAS was not considered to be part of the steering, and to hence provide an independent adjustment of the wheel position, it would be illegal. Steering is a de facto exception, and if DAS was not considered to be part of it then it would fall foul of those Articles.

    4. Articles 10.2.2 and 10.2.3, related to adjustments of the suspension whilst the car is in motion or powered suspension systems.

    5. Article 34.6 of the Sporting Regulations: this forbids an adjustment of suspension in parc fermé. It is, for example, not permitted to adjust the toe angle by mechanically adjusting the length of the steering arms during parc fermé. Clearly (again) steering is a de facto exception, and if DAS was not considered to be part of it then it would fall foul of this Article.

    As a general conclusion, it is very simple to conclude DAS would be illegal IF it were not part of the steering system. So the main challenge and debate has to be on whether it can be considered to be part of the steering system.

    The Stewards decide that DAS is a part of the Steering system.

    1. Article 1.2 states that “at least two (wheels) are used for steering” and Article 10.4.1 states that “the re‐alignment of more than two wheels is not permitted”. These two articles hence limit the number of steered wheels to 2, but crucially no reference is made on that realignment being of a single degree of freedom (i.e. the LH wheel having a single function of position in relation to the RH wheel).

    2. There is no direct definition of steering, but one can plausibly suggest that:

    a. Steering changes the direction of the car.

    b. During steering the steered wheels rotate about a vertical or near‐vertical axis to change their direction, and hence steer the car.

    3. Changes in toe affect the direction of the car in two ways:

    a. If toe changes in a corner, the effect will be asymmetric and hence the trajectory of the car will change.

    b. If the driver applies a steering wheel (rotational) input, the response of the car will depend on the toe angle of the wheels, hence the fore‐aft position of the DAS will have a direct steering effect.

    4. Mechanically, the DAS re‐aligns the two front wheels via the same central mechanism that conventional steering does (i.e. the PAS). The fact it acts on the track rod is, we believe, entirely equivalent to the conventional steering.

    5. A hydraulically‐powered DAS which remains under the full control of the driver is also entirely consistent with the hydraulically‐powered conventional steering system.

    Because of the above arguments, the Stewards believe that DAS can be legitimately considered to be part of the car’s steering system, and hence that it should be subjected to the same implicit or explicit regulations as the conventional steering system.

    The Stewards decide that DAS is not in breach of the suspension‐related regulations.

    1. Fundamentally suspension has the purpose to insulate the sprung mass of the car from the undulations in the track surface. The alignment of each front wheel (i.e. its steering angle) has an effect on the suspension, but this is incidental. Article 10.2.1 specifically deals with this matter, stating that “With the steering wheel fixed, the position of each wheel centre…etc.”. This Article essentially separates the function of the suspension and that of the steering. It is also clear that the steering wheel position is in this case a two‐degree‐of‐freedom system.

    2. Consequentially, the legality of the DAS system is identical to the conventional steering system in terms of the legality under Articles 10.1.2, 10.2.2 and 10.2.3.

    3. The legality of the DAS system under other parts of the regulations (Article 3.8 – aerodynamic effect, ride height with steer (TD/003‐18), etc.) is equivalent to that of the conventional steering system as the DAS, for the reasons stated, is considered to be part of the car’s steering system.

    For the above reasons the Stewards conclude that the DAS system is not part of the suspension, nor can it be considered to illegitimately adjust the suspension.

    Therefore the Stewards consider DAS to be a legitimate part of the steering system and hence to satisfy the relevant regulations regarding suspension or aerodynamic influence.

    In the opinion of the Stewards, the DAS system is physically and functionally a part of the steering system.

    As such, it benefits of the implicit exceptions to certain suspension regulations applicable to steering.

    Competitors are reminded that they have the right to appeal certain decisions of the Stewards, in accordance with Article 15 of the FIA International Sporting Code and Article 10.1.1 of the FIA Judicial and Disciplinary Rules, within the applicable time limits.

    Gerd Ennser
    Felix Holter
    Vitantonio Liuzzi
    Walter Jobst

    The Stewards
    Última edición por llumia; 04/07/2020 a las 09:34
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  21. #81
    Bruji Piruji Avatar de GoVal
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    Este es el podio que han preparado.



  22. #82
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    MrAlexF1 @MrAlexF1 · 8min

    Las nuevas ceremonias pre-podio... Toalla, agua y gorra preparadas. Cada uno a su rollo.



  23. #83
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    Porque, con toda lógica, el equipo Red Bull interpuso 2 protestas, una por cada coche:

    https://www.fia.com/sites/default/fi...20car%2077.pdf

    https://www.fia.com/sites/default/fi...20car%2044.pdf
    Con el mismo tipo de razonamiento, me parece demasiado purista hacer una reclamación para cada coche, cuando ambos son exáctamente sobre el mismo asunto.

    Me parece un exceso de formulismos. No veo la razón por la que no se pueda interponer una única reclamación sobre ambos coches, cuando evidentemente son casos idénticos. Y al listo que empiece con los formulismos legalistas... queledén.
    Buscando la imperfección perfecta...

  24. #84
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    Sobre la polémica del DAS y la reclamación del Red Bull.


    Albert Fabrega @AlbertFabrega · 2h


    (1) Red Bull alega que el DAS tiene una influencia sobre la aerodinámica medible y que se utiliza para la gestión de la temperatura de los neumáticos. Aducen no se activa en todas las vueltas y que por eso no es un sistema de dirección, sinó que es independiente.


    (2) Mercedes se defiende alegando que es parte del sistema de dirección. Y que no actúa sobre longitud de los elementos de suspensión. Igual que la dirección el DAS también cambia convergencia, pero en dirección opuesta. No es de gestión electrónica y es seguro.


    (3) Comisarios deportivos opinan que el DAS es parte del sistema de dirección, pese a no ser un sistema convencional. Por tanto aunque pueda afectarlos, no es un elemento de la suspensión. Que afecta la aerodinámica como cualquier otro sistema de dirección. Conclusión: Es legal


    (4)Me parecen sensatos los argumentos de las 3 partes. Y seguramente hay parte de razón en todos. El sistema es legal, sin duda. Pero alguna de sus funciones podrían contravenir alguna cláusula de manera indirecta.Mercedes ha aprovechado una zona gris. En 2021 ya estará prohibido

  25. #85
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    Cita Iniciado por McHouserphy Ver mensaje
    Con el mismo tipo de razonamiento, me parece demasiado purista hacer una reclamación para cada coche, cuando ambos son exáctamente sobre el mismo asunto.

    Me parece un exceso de formulismos. No veo la razón por la que no se pueda interponer una única reclamación sobre ambos coches, cuando evidentemente son casos idénticos. Y al listo que empiece con los formulismos legalistas... queledén.

    McH, veo que te has levantado un poco agresivo. La FIA siempre consigue «fadarte».

  26. #86
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    Jajajajajaja, pobretín. A Kimi seguro que le pasaría lo mismo.



  27. #87
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    Verstappen rompió ayer su nuevo alerón delantero y como Red Bull solo tiene uno de esa nueva especificación, pues se lo quitan a Albon y se lo montan a Maximino.


    tami. @Vetteleclerc · 14min



    Helmut Marko confirms to ORF that Max Verstappen broke one of only two available new front wings at the kerb in Turn 6.

    Helmut Marko: "Therefore we can no longer equip both cars in the same way and Alex Albon can't have the new front wing.."

    #AustrianGP #MotorsportMagazin



    Helmut Marko: "But we have found out the reasons for this relatively unstable driving behaviour of the car.."

  28. #88
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    McH, veo que te has levantado un poco agresivo. La FIA siempre consigue «fadarte».
    Es que son "marichulis pilrulis hasta pa meá" .

    Esto me recuerda al 2006, cuando McLaren interpuso una única reclamación contra el mass damper de Renault en Hockenheim (montado en los dos Renault), cuando había sido ratificado como legal hasta ese momento, y sorpresa, fué prohibido por tener afectación en el rendimiento aerodinámico

    Y no hubo dos reclamaciones, ni dos resoluciones.

    Claro que..."eran otros tiempos"
    Buscando la imperfección perfecta...

  29. #89
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    Condiciones para la FP3. Nada de lluvia para hoy.



  30. #90
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    Primara bandera roja de la temporada. Latifi ha tenido el «honor» de provocarla. Menuda alegría para Williams.

    Se ha ido contra las protecciones dañando tanto el alerón delantero como el trasero. Los mecánicos tendrán trabajo.








    Así ha sido el accidente ---> https://twitter.com/Mattzel89/status...420189696?s=20

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