Episode 4 - Singapore and Suzuka Rewind, Losail Lookahead

Braking Bias is back and you do not want to miss this exciting episode full of awesome tech. Molly and Dr. Obbs start by rewinding to the F1 Singapore and Suzuka Grand Prixes where they tackle:

-What the heck was going on with the Red Bull? 
- Has Mercedes lost their tyre advantage? 
-Have Flexi wings taken down Aston?
-Did Ferrari solve their inconsistencies? 
-What have we learned from McLaren?

Before jumping into what they expect to be a thrilling Qatar Grand Prix in F1s return to Losail International Circuit, a track that looks quite different than F1's last race there. What can they expect from this tricky track? Our teams thought on sprint weekends.  How will teams, tyres, and cars manage the extreme desert heat?  Hows a louver work? And what's the difference between a front and rear limited track?

Before tackling the question of Does Red Bull have a serious gearbox issue or was it simply risk vs. reward of their design? 

You dont want to miss this jam packed episode! Pull up, set your bias aside, and lets get braking bias! 

https://twitter.com/BrakingBiasPod

In the latest episode of the Breaking Bias Motorsports Tech Podcast, hosts Dr. Obbs and Molly Marissa provided a comprehensive analysis of recent Formula One races, shedding light on team performances, technical developments, and the intricate challenges faced in the ever-evolving world of motorsports.

The discussion kicked off with an in-depth review of the Singapore and Japan Formula One races. The hosts dissected Red Bull's struggles in Singapore, focusing on their subpar qualifying performance and subsequent adjustments to their setup. Conversely, Ferrari's strong showing, particularly Carlos Sainz's podium finish, was highlighted.

McLaren's consistent success across various track types was discussed, signaling the team's prowess in developing a well-balanced car. Aston Martin's recent challenges prompted speculation about technical directives and potential issues in their development process. The ongoing debate surrounding Aston Martin's bowtie symbol and its impact on pit stop performance was also explored.

Mercedes' diminishing tire advantage came under scrutiny, setting the stage for anticipation of the upcoming Qatar Grand Prix. The hosts expressed excitement about the return to the track after a year's absence and speculated on the potential excitement due to the new track surface and absence of rubber deposits.

As the conversation unfolded, the hosts provided detailed insights into the differences between front-limited and rear-limited tracks, emphasizing the impact of track characteristics on car performance and tire degradation. The potential evolution of the Qatar track surface was discussed, highlighting the importance of qualifying strategy and the risk of red flags.

The hosts explained the use of cooling louvers and elucidated the trade-offs between cooling efficiency and aerodynamic performance in Formula One racing.

The Qatar Grand Prix, marking the inaugural sprint race at the Losail International Circuit, took center stage. The hosts speculated on the potential championship impact if Max Verstappen secures a victory in the sprint. Molly Marissa expressed reservations about the sprint format, proposing the excitement of a reverse grid.

Predictions were made regarding the expected performance of key teams, with Red Bull, McLaren, and Ferrari anticipated to be strong contenders. The characteristics of the Losail circuit, featuring long straights and high-speed corners, were explored, emphasizing the favorability towards cars with robust power units and aerodynamic efficiency.

In a technical deep dive, the hosts examined the cut-end plate rear wings that have gained popularity in the current season. They explained how these wings enhance span-wise load distribution, increasing the effectiveness of the beam wing and diffuser.

Listener questions added an interactive dimension to the episode. Molly Marissa addressed a query about Red Bull's gearbox issues, suggesting that hydraulic problems might be the culprit rather than design flaws. The aerodynamic advantages of a smaller gearbox, particularly in enhancing diffuser flexibility, were discussed.

To aid listeners in visualizing the complexities of an F1 gearbox, the hosts recommended a video showcasing the disassembly of an older model.

[00:00.000 -> 00:18.720] Welcome back to the Breaking Bias Motorsports Tech Podcast.
[00:18.720 -> 00:24.240] I'm your co-host, Molly, and I am joined by my incredible co-host, Dr. Obbs, for our latest
[00:24.240 -> 00:25.800] episode. How are you?
[00:25.800 -> 00:26.800] I'm doing good, Molly.
[00:26.800 -> 00:31.080] I've got this beautiful deep baritone voice right now because I've been sick for the past
[00:31.080 -> 00:35.440] week, so hopefully our listeners are going to be okay with my Barry White face.
[00:35.440 -> 00:36.680] I hope so too.
[00:36.680 -> 00:43.320] I mean, there's definitely been a lot going on in the couple races we had and those couple
[00:43.320 -> 00:45.960] weeks that we took in between episodes.
[00:45.960 -> 00:49.960] So I'm not sure where you want to start, but I think I almost want to start with Singapore
[00:49.960 -> 00:54.320] and Japan because I think we learned a lot and a lot happened in those races.
[00:54.320 -> 00:55.320] That's right.
[00:55.320 -> 00:57.160] Yeah, we haven't had an episode since Singapore.
[00:57.160 -> 01:01.080] And you know me as a Red Bull fan, I've forgotten about Singapore.
[01:01.080 -> 01:02.080] It never really happened.
[01:02.080 -> 01:08.200] No, but really elephant in the room, Red Bull was steaming pile of doo-doo that whole
[01:08.200 -> 01:09.600] weekend pretty much.
[01:09.600 -> 01:10.600] Yes.
[01:10.600 -> 01:12.840] It's like the curious case of the Red Bull in Singapore.
[01:12.840 -> 01:13.840] Yes, absolutely.
[01:13.840 -> 01:17.320] I mean, they came into the race saying, look, this is not going to be our best track, but
[01:17.320 -> 01:18.320] that was terrible.
[01:18.320 -> 01:19.560] I mean, that was really bad.
[01:19.560 -> 01:23.440] I think that was beyond maybe what they were anticipating too because it seemed like at
[01:23.440 -> 01:28.280] one point in the weekend, they were going to put untested setups in before qualifying to try and take swings
[01:28.280 -> 01:29.280] at it.
[01:29.280 -> 01:30.280] Yeah, it was really bad.
[01:30.280 -> 01:31.280] I mean, they came to the track.
[01:31.280 -> 01:33.860] We've talked about this before, I think, Molly, you know, where you come to a track,
[01:33.860 -> 01:37.700] you run everything you can on the simulator, you do all the simulations that you can to
[01:37.700 -> 01:42.280] try to find the right setup, came to the track, didn't have a super great setup, ran it in
[01:42.280 -> 01:48.240] FP1, decided to change it, went backwards in FP2, and then FP3 was better,
[01:48.240 -> 01:53.520] but privileged information here, and between FP3 and qualifying, they decided to make a change,
[01:53.520 -> 01:58.400] which I think we all saw. But they took a flyer, they took a chance, and it did not work,
[01:58.400 -> 02:06.400] and qualifying was terrible. Yes, it was. And RIP to whoever was running the overnight sim sessions back in Milton
[02:06.400 -> 02:07.400] Keynes with their data.
[02:07.400 -> 02:08.400] Oh my goodness.
[02:08.400 -> 02:13.000] For any listeners that aren't aware, every team does this. In real time, that data is
[02:13.000 -> 02:18.120] coming back. And either with digital twinning, they are doing some simulation work on the
[02:18.120 -> 02:22.240] spot and doing stuff as it's happening, or they're going to take that and put it into
[02:22.240 -> 02:28.540] the sim and simulate it there and either use a digital twin there or use that data to go into the sim with the setup
[02:28.540 -> 02:32.080] and see what they can tweak, if they can replicate it, is there something wrong or what do they
[02:32.080 -> 02:33.080] want to change like that.
[02:33.080 -> 02:37.120] And that happens overnight in between the sessions where it's a test driver, it's a
[02:37.120 -> 02:42.040] designated simulator driver, or it is their test and reserve that's there on site doing
[02:42.040 -> 02:43.040] it.
[02:43.040 -> 02:45.720] I think people will remember like Mick Schumacher posting that he was leaving for Ackley at
[02:45.720 -> 02:46.720] like two in the morning.
[02:46.720 -> 02:51.800] So there is somebody in the sim pretty much at all times or in between sessions for race
[02:51.800 -> 02:53.560] weekends from a day-to-day standpoint.
[02:53.560 -> 02:55.000] That was a long night for everybody.
[02:55.000 -> 03:00.680] I mean, I know a couple people who were involved in some of the things that were going on and
[03:00.680 -> 03:04.980] I can tell you, yeah, that was a really rough weekend for the whole team, I would say.
[03:04.980 -> 03:07.080] So we found the weakness in the Red Bull.
[03:07.080 -> 03:08.960] It does not like big curbs.
[03:08.960 -> 03:12.040] I like big curbs, and I cannot love it.
[03:12.040 -> 03:15.320] Doesn't like these slow stop-start 90-degree corners,
[03:15.320 -> 03:15.960] apparently.
[03:15.960 -> 03:18.360] But one car, apparently, that does like it is Ferrari.
[03:18.360 -> 03:21.160] So let's give our kudos to Ferrari for a great weekend.
[03:21.160 -> 03:23.760] Which I'm shocked, but OK, yeah.
[03:23.760 -> 03:28.500] As a Ferrari girlie, I was pleasantly surprised and very pleased.
[03:28.500 -> 03:30.500] The smooth operator was back.
[03:30.500 -> 03:33.500] Carlos Sainz was on his demon game.
[03:33.500 -> 03:35.000] He put out a master class.
[03:35.000 -> 03:40.000] Keeping Orlando in the DRS and keeping a rear gunner was just brilliant.
[03:40.000 -> 03:41.000] Yeah, it was.
[03:41.000 -> 03:43.500] That's, I think, absolutely masterful.
[03:43.500 -> 03:48.080] Then we saw Mercedes try to use it against him and it didn't work,
[03:48.160 -> 03:50.880] but I thought that was funny for them to give it a try too
[03:50.960 -> 03:54.120] and try to do that rear gunner move that he was using
[03:54.200 -> 03:55.720] to try and keep him from passing.
[03:55.800 -> 03:59.240] It's something also that I think you have to have the right track
[03:59.320 -> 04:00.320] for that as well.
[04:00.840 -> 04:04.680] Suzuka versus, say, Singapore are quite different.
[04:04.760 -> 04:07.820] In Singapore, you can really slow people down
[04:07.820 -> 04:10.940] because it's a tight track, it's got a lot of slow sections
[04:10.940 -> 04:13.500] and there's not a lot of great opportunities to pass.
[04:13.500 -> 04:16.740] Versus say, Suzuka, that's a lot harder.
[04:16.740 -> 04:18.620] But you know, we've got Ferrari definitely strong
[04:18.620 -> 04:22.020] over the weekend, but now McLaren, top three
[04:22.020 -> 04:26.880] across two very different tracks from Singapore to Suzuka.
[04:26.880 -> 04:28.320] I mean, that's impressive.
[04:28.320 -> 04:30.160] What are they cooking over there, Molly?
[04:30.160 -> 04:32.120] They are absolutely cooking.
[04:32.120 -> 04:36.200] And I think that this says volumes of the significance
[04:36.200 -> 04:39.080] of this upgrade and how they've understood their car
[04:39.080 -> 04:40.520] and their car's weaknesses
[04:40.520 -> 04:42.680] and how they are working on engineering that out
[04:42.680 -> 04:51.780] because to be that good and that consistent and that balanced across two very, very vastly different types of tracks says
[04:51.780 -> 04:57.940] that they have developed a very well-balanced car that in years past has been front limited
[04:57.940 -> 04:59.300] and weak in the front.
[04:59.300 -> 05:03.520] And now for them to be good across two track types says that they have a much better drag
[05:03.520 -> 05:08.240] to downforce ratio and a much better, I would say, balanced COP of their car
[05:08.240 -> 05:09.800] to be able to do what they've done.
[05:09.800 -> 05:11.120] Absolutely, fully agree.
[05:11.120 -> 05:12.920] That was one of the strengths, I think,
[05:12.920 -> 05:14.600] of the Red Bull throughout the full season
[05:14.600 -> 05:16.000] is that it was very balanced.
[05:16.000 -> 05:21.000] Now, Sands, Singapore, but somehow McLaren in their design
[05:21.040 -> 05:24.560] have bettered Red Bull, honestly, in that area.
[05:24.560 -> 05:27.440] I mean, they were very good in Singapore
[05:27.440 -> 05:30.940] and very close as well in Suzuka.
[05:30.940 -> 05:33.180] You look at the times that Lando was putting in,
[05:33.180 -> 05:35.800] I mean, granted, Max was so far out in front,
[05:35.800 -> 05:37.600] you can't really say how much he was, say,
[05:37.600 -> 05:39.240] maybe pushing out front there,
[05:39.240 -> 05:41.320] but it was close pretty much all weekend.
[05:41.320 -> 05:44.180] I think we all felt like McLaren would be strong there.
[05:44.180 -> 05:45.700] What has happened to Aston Martin?
[05:45.700 -> 05:48.460] I mean, my goodness, they have just completely fallen back.
[05:48.460 -> 05:50.740] There've been discussions about FlexiWings
[05:50.740 -> 05:53.380] and all those things, you know, TD18,
[05:53.380 -> 05:57.340] and bit of what TD39, right, came back in Singapore,
[05:57.340 -> 05:59.580] and people were kind of pointing fingers to Red Bull
[05:59.580 -> 06:01.460] at that, which, you know, Suzuka proved that,
[06:01.460 -> 06:03.600] okay, that's not true.
[06:03.600 -> 06:06.720] But with Aston, I mean, maybe.
[06:06.720 -> 06:07.560] I don't know.
[06:07.560 -> 06:10.160] Without a lot of that detail being kind of public
[06:10.160 -> 06:12.620] and some of that stuff that we're not privy to
[06:12.620 -> 06:14.500] outside of the teams, it's hard to say.
[06:14.500 -> 06:16.940] But my stance at the start of the season,
[06:16.940 -> 06:18.860] especially with a team like Aston,
[06:18.860 -> 06:21.660] was their ability to continue to iterate
[06:21.660 -> 06:26.720] and be agile in a changing landscape with their car and be able to navigate
[06:26.720 -> 06:32.080] things that come up or things that they learn and pivot and adjust accordingly. And I wonder,
[06:32.080 -> 06:36.960] TDs aside, if this is kind of part of that. I don't want to start pointing fingers either,
[06:36.960 -> 06:42.240] because I don't think we have enough conclusive information to say a TD is a smoking gun. But
[06:42.240 -> 06:45.760] I think from just like a personal stance, I think that at least
[06:45.760 -> 06:50.720] that seems true, at least to me, is that as things have gone on, their development cadence maybe
[06:50.720 -> 06:56.960] wasn't as robust and their ability to kind of keep abreast of things maybe wasn't as robust and agile
[06:56.960 -> 07:00.720] as they might have thought at the start of the season. Yeah, it's you know, Fernando Alonso,
[07:00.720 -> 07:05.040] honestly, I think extracting as much as he can out of that car.
[07:05.040 -> 07:09.240] I have to give kudos, though, to Aston who continues to innovate.
[07:09.240 -> 07:14.360] They have the little, what do we want to call that, the rear crash structure bowtie, that
[07:14.360 -> 07:15.360] little winglet thing.
[07:15.360 -> 07:18.040] Yeah, I like that, the Aston Martin bowtie.
[07:18.040 -> 07:23.040] Yeah, the Aston Martin bowtie is great, but from, not to jump ahead to Qatar, but it looks
[07:23.040 -> 07:24.800] like it's not in Qatar.
[07:24.800 -> 07:25.600] They removed it.
[07:25.600 -> 07:27.720] I mean, they broke this thing so many times
[07:27.720 -> 07:29.920] they had to modify the jack and everything.
[07:29.920 -> 07:30.760] And it just-
[07:30.760 -> 07:32.200] I think they broke some jacks too.
[07:32.200 -> 07:34.920] Yeah, so it must not be giving them the gains
[07:34.920 -> 07:36.200] for the difficulty.
[07:36.200 -> 07:38.500] You know, we did talk previously though
[07:38.500 -> 07:42.880] about how your big pit stops and kind of the science
[07:42.880 -> 07:45.520] and sort of the art of the pit stop.
[07:45.760 -> 07:50.100] And, you know, shout out to our friend at Red Bull Callum, who is, you know,
[07:50.100 -> 07:53.960] right in the thick of it with Red Bull, who's at the top of the charts for sure.
[07:53.980 -> 07:57.480] They all vouch for the fact that they work so incredibly hard and these guys
[07:57.480 -> 08:02.760] and gals are complete athletes and they definitely practice this with the bow tie
[08:02.760 -> 08:07.080] on there, they felt comfortable with it enough to get it out there in a race, but something has
[08:07.080 -> 08:10.360] happened during the race that it just didn't translate.
[08:10.360 -> 08:12.120] And unfortunately, it looks like it might be gone.
[08:12.120 -> 08:13.960] Yeah, it'll be one to keep an eye on.
[08:13.960 -> 08:17.840] And I was going to shout out Aston Martin's innovation that they're coming to Weck and
[08:17.840 -> 08:21.960] Imsa with their hypercar, the Adrian Newey designed Valkyrie.
[08:21.960 -> 08:24.040] This is just kind of a cool stat.
[08:24.040 -> 08:27.240] This makes Aston Martin the only manufacturer in the world
[08:27.240 -> 08:30.380] to be competing in sports cars, GT4 racing,
[08:30.380 -> 08:32.200] and Formula One with this announcement,
[08:32.200 -> 08:33.760] which I think is really, really cool
[08:33.760 -> 08:35.440] and random shout out tangent there.
[08:35.440 -> 08:36.700] We're so hyped about this.
[08:36.700 -> 08:39.200] I mean, honestly, I don't see a downside to this
[08:39.200 -> 08:41.200] if you're a constructor, because think about it,
[08:41.200 -> 08:43.200] like you're getting all this opportunities
[08:43.200 -> 08:48.640] to do reliability testing, to do robustness testing on anything you want to put in there that might be something that
[08:48.640 -> 08:53.640] in the future you would want to put into your road cars. And to me, it just seems like a no-brainer.
[08:53.640 -> 08:59.840] But I also, in my head, think about Lawrence Stroll in his James Bond evil mode,
[08:59.840 -> 09:04.000] sitting in a chair going, well, we can't beat Adrian Newey, so what are we going to do?
[09:04.000 -> 09:06.480] Oh, we have a car we designed.
[09:06.480 -> 09:08.960] We should go race that.
[09:08.960 -> 09:10.520] Oh my gosh, yes.
[09:10.520 -> 09:12.760] I'm going to shamelessly self-plug my other podcast
[09:12.760 -> 09:15.640] in Ginny V's and Espresso, which Abby and I, we actually
[09:15.640 -> 09:16.520] talk about that at length.
[09:16.520 -> 09:17.960] And it comes up time and time again
[09:17.960 -> 09:19.920] when we talk about some of the stuff on our episodes.
[09:19.920 -> 09:21.280] Oh, we saw this person doing this,
[09:21.280 -> 09:22.840] or this manufacturer came out and said this.
[09:22.840 -> 09:27.320] Someone's expressing their interest here in this series. And we talk about that value proposition of that
[09:27.320 -> 09:32.560] it must make sense from a road car standpoint for them to want to do this because you see
[09:32.560 -> 09:38.360] that trickle down. And that's really where these OEMs and constructors see the most value
[09:38.360 -> 09:43.200] for these entries. And I think a great example would be to look to Honda and look to Toyota
[09:43.200 -> 09:46.200] who are two absolute powerhouses in these spaces,
[09:46.200 -> 09:48.840] who have not only rolled this technology down
[09:48.840 -> 09:51.100] into their road cars and have probably fed it back
[09:51.100 -> 09:53.140] from their road cars, but one thing I personally think
[09:53.140 -> 09:55.440] that Honda's probably doing very, very well
[09:55.440 -> 09:58.880] is taking lessons learned from their hybrid Formula One car
[09:58.880 -> 10:00.840] and applied it to their Acura hypercar.
[10:00.840 -> 10:03.160] And I also believe they will have taken lessons learned
[10:03.160 -> 10:05.200] from the hypercar back to Formula One, and then also the hypercar and the also believe they will have taken lessons learned from the hyper car back to Formula
[10:05.200 -> 10:09.520] One and then also the hyper car and the Formula One power unit over to their Indy car that is
[10:09.520 -> 10:14.400] going hybrid next year. Absolutely, I mean you put these cars through the paces in these races,
[10:14.400 -> 10:19.360] I mean especially the endurance categories and you know they're just not sissy footing it around
[10:19.360 -> 10:23.040] the track. I mean they're really they're really pushing the envelope and that's what you want to
[10:23.040 -> 10:28.080] do whenever you're you're testing something that you might eventually put into road cars and you might put under
[10:28.080 -> 10:30.960] your warranty and you don't want to have to pay out warranty costs for it.
[10:30.960 -> 10:31.960] So it's just okay.
[10:31.960 -> 10:32.960] It makes sense.
[10:32.960 -> 10:35.440] Definitely shout out for Aston for that one for sure.
[10:35.440 -> 10:36.840] Really looking forward to that.
[10:36.840 -> 10:42.120] But I guess thinking back as well to Suzuka and Singapore and things, I think one thing
[10:42.120 -> 10:45.480] that also jumped out to me a little bit was early on in the season,
[10:45.480 -> 10:49.600] we really saw that Mercedes was kind of one of those teams
[10:49.600 -> 10:51.820] that didn't do so good in qualifying.
[10:51.820 -> 10:53.320] But then when it got to the race,
[10:53.320 -> 10:56.080] they had this incredible like tire advantage
[10:56.080 -> 10:57.240] where they could just push.
[10:57.240 -> 10:59.240] And it kind of seems like that tire advantage
[10:59.240 -> 11:00.940] has gone away a little bit.
[11:00.940 -> 11:04.280] I mean, McLaren seems to have figured out their dag issues.
[11:04.280 -> 11:07.880] It also looks like maybe Ferrari might've figured out their dag issues a little bit. I would, McLaren seems to have figured out their DAG issues. It also looks like maybe Ferrari might have figured out their DAG issues a little bit.
[11:07.880 -> 11:09.560] I would actually agree with that.
[11:09.560 -> 11:10.760] And so what has happened to Merc?
[11:10.760 -> 11:13.880] Yeah, I don't know. I definitely think we're seeing teams that have struggled with their
[11:13.880 -> 11:20.120] degradation kind of find ways to rein that in. And with Mercedes, I really wonder if
[11:20.120 -> 11:24.560] this last kind of upgrade package that they brought with some of the changes to the downforce
[11:24.560 -> 11:25.200] distribution across the car have really driven that package that they brought with some of the changes to the downforce distribution
[11:25.200 -> 11:27.160] across the car have really driven that
[11:27.160 -> 11:30.720] and that they are maybe changing the contact patch
[11:30.720 -> 11:33.380] or there's less tow now that they need for the car.
[11:33.380 -> 11:35.560] And I'm probably so far in the weeds with that,
[11:35.560 -> 11:37.000] but it's hard to say,
[11:37.000 -> 11:39.020] cause it's shocked me too to see
[11:39.020 -> 11:41.240] that their tire advantage is kind of falling off.
[11:41.240 -> 11:42.680] And it's not a weather thing
[11:42.680 -> 11:45.820] because we've seen a large distribution of conditions
[11:45.820 -> 11:48.260] throughout the whole season that you can correlate against.
[11:48.260 -> 11:51.020] So I really think it boils down to maybe the package
[11:51.020 -> 11:52.260] that they've decided on,
[11:52.260 -> 11:53.940] that that's the trade-off that they took
[11:53.940 -> 11:57.260] because racing is one giant world of trade-offs.
[11:57.260 -> 11:58.700] I want my car to do this.
[11:58.700 -> 12:01.520] Well, it's gonna come at the sacrifice of my entire life.
[12:01.520 -> 12:03.100] I want this level of downforce.
[12:03.100 -> 12:09.040] Well, I'm not gonna be as efficient in the corners. Can I live with that and assess that risk and comfortable with that against my
[12:09.040 -> 12:13.680] competition? Or can I engineer that out with either a driver input? Or is there something we
[12:13.680 -> 12:18.640] can do from torque mapping or something that way to try and get this inheritance out? Because we
[12:18.640 -> 12:23.520] know because we want what it what causes it, we want that. So I wonder if there was something in
[12:23.520 -> 12:29.600] the way that they're having to set this car up with the current package, that kind of the trade-off of it, and they've kind of accepted
[12:29.600 -> 12:32.720] that and are living with it, if that makes sense. I don't know what your thoughts are,
[12:32.720 -> 12:38.320] if you've actually noticed something. Yeah, I mean, I guess thinking to Suzuka through the S's,
[12:38.320 -> 12:41.360] right? I mean, they were complaining about the rear end sliding around the whole time.
[12:41.360 -> 12:46.760] Yeah. That's not going to be good for your tire degradation, right? So you shouldn't be sliding around the track.
[12:46.760 -> 12:48.240] It's not the fastest way to get around.
[12:48.240 -> 12:49.600] So I think you're right.
[12:49.600 -> 12:51.080] There seems to be something they've done,
[12:51.080 -> 12:53.560] whether it's compromising setups so they can go fast
[12:53.560 -> 12:55.960] to where they're just overstressing the tires now.
[12:55.960 -> 12:57.960] Yeah, there's gotta be something there.
[12:57.960 -> 13:00.760] And with there only being one software set
[13:00.760 -> 13:02.480] for certain things a weekend,
[13:02.480 -> 13:04.280] they're probably bound that way too.
[13:04.280 -> 13:06.480] So, and then some for season,
[13:06.480 -> 13:07.960] depending on what the software is,
[13:07.960 -> 13:08.800] there's definitely something
[13:08.800 -> 13:10.240] that they've probably compromised on.
[13:10.240 -> 13:11.060] I would agree.
[13:11.060 -> 13:13.640] So should we jump ahead now to La Salle?
[13:13.640 -> 13:15.240] La Salle. La Salle.
[13:15.240 -> 13:17.680] For the Qatar Grand Prix.
[13:17.680 -> 13:18.500] I'm excited.
[13:18.500 -> 13:19.920] We're coming back to Qatar.
[13:19.920 -> 13:22.160] We didn't get to go there last year because the World Cup.
[13:22.160 -> 13:24.560] So the last time we've been there is in 2021.
[13:24.560 -> 13:25.680] And it was chaos.. It was chaos.
[13:25.680 -> 13:26.680] It was chaos.
[13:26.680 -> 13:29.720] Yes, everybody's left tire was completely giving out.
[13:29.720 -> 13:31.880] The front left tire with five laps to go.
[13:31.880 -> 13:33.200] It was madness.
[13:33.200 -> 13:35.800] The crazy razor curbs are gone now though.
[13:35.800 -> 13:36.800] They've removed them.
[13:36.800 -> 13:37.800] I know.
[13:37.800 -> 13:39.560] Hopefully, that maybe helps a little bit.
[13:39.560 -> 13:43.600] They've also resurfaced the track, mostly high-speed, medium-speed corners.
[13:43.600 -> 13:44.960] Sector 2 is super flowing.
[13:44.960 -> 13:48.640] It's like, this is an awesome track. I'm so excited. We're looking forward to this, right? Yeah,
[13:48.640 -> 13:53.040] I'm so looking forward to this. I know a lot of drivers probably are too because they love
[13:53.040 -> 13:59.280] those flowing, really highly technical sections that tracks do have, and I'm excited for this
[13:59.280 -> 14:03.440] new sector too. Yeah, and this is like one of those tracks where when you're driving it,
[14:03.440 -> 14:07.800] I was doing it on the sim just a little bit ago, when you're racing on it towards like the tail
[14:07.800 -> 14:11.160] end of like sector one into sector two, it's so rhythmic.
[14:11.160 -> 14:14.720] If you're just if you get offline a little bit, it like throws off three corners, you
[14:14.720 -> 14:17.360] know, so it's, it's very technical in that sense.
[14:17.360 -> 14:19.400] I think it's definitely a driver's track.
[14:19.400 -> 14:20.760] It's very front limited.
[14:20.760 -> 14:25.440] So you know that like we said, those front lefts are going to be absolutely screaming.
[14:25.440 -> 14:30.560] Maybe this is a good opportunity to talk about the difference between front and rear limited tracks.
[14:30.560 -> 14:34.720] Yeah, I think that that probably is actually a great opportunity to do that because I think
[14:34.720 -> 14:38.000] that that's going to be something you'll hear talked about a lot this weekend and it's going
[14:38.000 -> 14:42.560] to be very, I think, important to understand. Absolutely. Front limited tracks are tracks where
[14:42.560 -> 14:47.300] obviously the limiting factor in your car's performance is the front tires.
[14:47.300 -> 14:56.100] Typically, that's where you have a lot of high speed corners, got a lot of lateral G forces, a lot of lateral loads that are rolling onto the outside tire and the front.
[14:56.100 -> 14:59.760] It's the front tire, right? That's causing the turning moment due to the slip angle.
[14:59.760 -> 15:06.640] So from that standpoint, front limited tracks are typically like that. Katara is that way, you know, Silverstone, all these other tracks that you would think
[15:06.640 -> 15:09.420] of versus say a Singapore, right?
[15:09.420 -> 15:13.220] Which was definitely a rear limited track where you're limited by the rear grip that
[15:13.220 -> 15:14.220] you have.
[15:14.220 -> 15:17.280] So that's the difference between whenever someone says a front limited track versus
[15:17.280 -> 15:18.280] a rear limited track.
[15:18.280 -> 15:19.280] Yeah, that makes sense.
[15:19.280 -> 15:21.400] Anything you want to add to that, Mahalah here?
[15:21.400 -> 15:22.920] No, I don't think so.
[15:22.920 -> 15:26.420] I think that was a perfect explanation and kind of answers that for people
[15:26.420 -> 15:27.120] that may have been curious.
[15:27.120 -> 15:29.640] Because I guarantee you that we're going to hear it a lot,
[15:29.640 -> 15:31.400] and I might start a counter for the weekend.
[15:31.400 -> 15:32.000] Definitely.
[15:32.000 -> 15:34.600] And you know, Pirelli has strengthened
[15:34.600 -> 15:36.360] the construction of the tire, right?
[15:36.360 -> 15:38.360] That was one of the things that was introduced
[15:38.360 -> 15:39.600] after Silverstone.
[15:39.600 -> 15:42.080] This is where, on this kind of a track,
[15:42.080 -> 15:44.600] where you're stressing that front left tire a lot,
[15:44.600 -> 15:47.020] Pirelli's really going be able to see like,
[15:47.020 -> 15:48.840] is this tire doing what we want it to?
[15:48.840 -> 15:49.900] You know, these guys and gals,
[15:49.900 -> 15:52.360] these teams are getting exceptionally high amounts
[15:52.360 -> 15:55.480] of downforce, more than they ever expected at this point
[15:55.480 -> 15:57.120] during this regulation set.
[15:57.120 -> 15:59.000] And so they needed to beef up the tires a bit.
[15:59.000 -> 16:01.020] So it'll be a good test for the tires.
[16:01.020 -> 16:04.000] And the track has also been resurfaced,
[16:04.000 -> 16:05.480] which is really cool.
[16:05.480 -> 16:09.800] I'm going to be very curious to see if there's any driver feedback too about oversteer, understeer.
[16:09.800 -> 16:14.040] Are they getting what they want with this stiffer tire now, especially with a resurfacing.
[16:14.040 -> 16:18.240] I think that's a great segue into that too, is that it's a new track surface now.
[16:18.240 -> 16:19.240] Yeah, definitely.
[16:19.240 -> 16:23.700] And with the track surface changing and the fact that this is the first time we've run
[16:23.700 -> 16:26.480] these ground effect cars at this track.
[16:26.480 -> 16:29.400] They don't have any data from last year to use.
[16:29.400 -> 16:30.700] There's no setup data.
[16:30.700 -> 16:31.900] It's a new surface.
[16:31.900 -> 16:33.880] The big razor curbs are gone.
[16:33.880 -> 16:38.440] So there's a lot of variables on the table here that could kind of spice things up this
[16:38.440 -> 16:39.440] weekend.
[16:39.440 -> 16:40.440] Yeah.
[16:40.440 -> 16:42.800] And I think one thing that I don't know if I've really seen anybody talk about yet is
[16:42.800 -> 16:48.280] the fact that the track isn't rubbered in and that there's not any rubber deposit from other series.
[16:48.280 -> 16:50.840] MotoGP hasn't been there since the beginning of the year.
[16:50.840 -> 16:54.160] I don't think there's been a GT series that's run.
[16:54.160 -> 16:56.120] It's pretty much a green track,
[16:56.120 -> 16:58.520] which means there is not any rubber laydowns.
[16:58.520 -> 16:59.960] I actually would expect to see
[16:59.960 -> 17:01.880] a considerable amount of degradation
[17:01.880 -> 17:05.440] as the track is going to take rubber and want to rubber in.
[17:05.440 -> 17:12.800] And I'm going to be very, very, very curious at the track evolution as a line of rubber gets laid
[17:12.800 -> 17:17.920] down, because that's going to affect the grip of the car because all those little grippy pockets
[17:17.920 -> 17:21.840] are going to get filled in with rubber and you're not going to be able to grip into the track as
[17:21.840 -> 17:27.060] well, but you'll have the rubber to use as grip. It's gonna completely affect the way the car interacts
[17:27.060 -> 17:29.460] with the track as it does rubber in through the weekend.
[17:29.460 -> 17:30.280] That's right, yeah.
[17:30.280 -> 17:33.420] Great explanation, Molly, of a green track
[17:33.420 -> 17:35.820] versus a rubbered in track, exactly that.
[17:35.820 -> 17:37.700] So that is, I agree with you.
[17:37.700 -> 17:40.820] I think track evolution is gonna be something to look at
[17:40.820 -> 17:42.420] during qualifying.
[17:42.420 -> 17:46.100] You wanna get your run in as late as you can, right?
[17:46.100 -> 17:47.880] And then so then you run the risk of,
[17:47.880 -> 17:49.400] well, what happens if somebody bends it,
[17:49.400 -> 17:50.320] you get a red flag.
[17:50.320 -> 17:52.880] I mean, granted, we don't have a lot of very close walls
[17:52.880 -> 17:54.840] here, so if somebody does kind of lose it,
[17:54.840 -> 17:56.400] you know, typically they kind of spin off
[17:56.400 -> 17:57.240] and then they can recover and go.
[17:57.240 -> 18:00.660] I mean, if 2021 proved anything,
[18:00.660 -> 18:02.600] I think we'll see something.
[18:02.600 -> 18:03.840] There could be something.
[18:03.840 -> 18:06.800] Yeah, I think there's high potential still.
[18:06.800 -> 18:07.720] Absolutely, yeah.
[18:07.720 -> 18:10.340] I think the heat also is gonna be a big factor
[18:10.340 -> 18:13.480] between car reliability and tire performance.
[18:13.480 -> 18:17.240] It was like 41 degrees C at some point today there I saw.
[18:17.240 -> 18:19.560] Yeah, so let's go with that for a bit.
[18:19.560 -> 18:21.440] Let's kind of go off the cuff here.
[18:21.440 -> 18:24.120] So some of the early images that we've seen,
[18:24.120 -> 18:25.920] we've seen most of the teams are running
[18:25.920 -> 18:27.920] just max cooling louvers.
[18:27.920 -> 18:30.120] I mean, just to, you know, improve cooling.
[18:30.120 -> 18:32.000] Maybe talk a little bit with,
[18:32.000 -> 18:33.440] so the listeners understand a bit
[18:33.440 -> 18:36.680] how the ambient air temperature affects the PU
[18:36.680 -> 18:38.480] and everything that's going on in the cars.
[18:38.480 -> 18:40.860] Why do they have to run all these louvers?
[18:40.860 -> 18:42.480] Yeah, so the big one with power units,
[18:42.480 -> 18:44.160] first thing I'll start is like within the power unit
[18:44.160 -> 18:48.500] is control electronics and all of the hybrid elements that drive Kerr system.
[18:48.500 -> 18:58.700] So with all of those electronics, there's gonna be a point where you're gonna hit a thermal degradation where you will lose capacity and you will lose performance under heat.
[18:58.700 -> 19:09.600] So you're gonna want to keep those cool so that you not only are efficiently still storing energy and using your energy but also not melting them because there is a point in which
[19:09.600 -> 19:13.320] your materials have a thermal limit. As for the rest of the power unit, the power
[19:13.320 -> 19:18.600] units already generate heat themselves and so teams do have the intercoolers,
[19:18.600 -> 19:23.200] they have the radiators, they are doing their absolute damndest to keep those
[19:23.200 -> 19:29.940] cool, keep the charged air from the turbos cool, which are extremely, extremely hot, use that to their advantage.
[19:29.940 -> 19:35.000] But when you have a high ambient air temperature, everything's already that much hot.
[19:35.000 -> 19:41.160] And so they're going to be relying on excavation levers and excavation features to help get
[19:41.160 -> 19:46.620] air out and away from those to try and get as much hot air out and away
[19:46.620 -> 19:49.380] from all of the elements that are already generating heat
[19:49.380 -> 19:51.820] as they can to try and keep them cool
[19:51.820 -> 19:54.860] because heat can introduce different behaviors
[19:54.860 -> 19:56.280] to your materials.
[19:56.280 -> 19:59.060] It can affect how things behave and operate,
[19:59.060 -> 20:00.420] things like seals.
[20:00.420 -> 20:02.940] It changes the viscosity of your oil
[20:02.940 -> 20:06.460] and some of your different fluids in the power unit your hydraulics
[20:06.460 -> 20:10.840] They become thinner at higher temperatures. So it changes some of their performance
[20:10.840 -> 20:11.520] their
[20:11.520 -> 20:16.980] teams will have run at high temperature on their rigs and set up benches and on the dyno to
[20:17.040 -> 20:20.880] Understand this the best they can but that's a controlled environment
[20:20.880 -> 20:28.760] so they're going to want to try and get as much of that hot air and keep that temperature regulated to help have a predictable and optimal performance
[20:28.760 -> 20:32.760] as they can. Because there are, if you look at like a torque map and you look at kind
[20:32.760 -> 20:38.560] of a performance curve for an engine, for a power unit, for viscosity of the fluids
[20:38.560 -> 20:43.560] they use, there are like no-go ranges and ranges where your efficiency take a hit. And
[20:43.560 -> 20:46.800] so they want to try and keep things in this optimal range where it's going to deliver
[20:46.800 -> 20:51.440] exactly what they're expecting and not risk destroying it or maybe not getting what they
[20:51.440 -> 20:53.440] would expect out of it.
[20:53.440 -> 20:54.440] Yeah.
[20:54.440 -> 20:55.440] Great explanation.
[20:55.440 -> 21:00.400] I mean, I'm glad you talk about kind of getting the heat away from the car, away from the
[21:00.400 -> 21:04.920] power unit and everything as well because kind of the intersection point for that in
[21:04.920 -> 21:08.320] terms of the aerodynamics is that you know every place where you have these
[21:08.320 -> 21:14.640] louvers ends up being a point of you know increased drag. Also that low energy kind
[21:14.640 -> 21:20.480] of exhaust of the air that's coming out doesn't really do anything for your dynamics or your
[21:20.480 -> 21:25.280] aerodynamics that benefits you so you also have to take that into consideration. So
[21:25.280 -> 21:30.800] cars that are very efficient from the PU standpoint that might not require as much
[21:30.800 -> 21:37.280] cooling can give you an aerodynamic advantage as well. But I mean, generally speaking,
[21:37.280 -> 21:42.400] you have to survive the race, right? So they're going to take that as priority one to make sure
[21:42.400 -> 21:48.520] they can cool everything down, as you say. Could see DNFs that are associated with temperature issues as well.
[21:48.520 -> 21:53.880] Yeah, and if you look at who's taking what for the allocation of engines and pools, I
[21:53.880 -> 21:59.880] would not be surprised to see maybe some new power units roll out for this to prevent any
[21:59.880 -> 22:04.760] sort of already mileage teak or different things that having mileage on an engine could
[22:04.760 -> 22:05.300] introduce.
[22:05.300 -> 22:07.180] They might want something fresh for this race
[22:07.180 -> 22:09.220] if they have that available without a penalty.
[22:09.220 -> 22:10.580] It's just gonna speak to, I think,
[22:10.580 -> 22:13.040] the efficiency of those systems that they've created.
[22:13.040 -> 22:16.060] And we know we've seen teams play with the routing of those
[22:16.060 -> 22:18.680] to try and improve packagings for aerodynamic gain.
[22:18.680 -> 22:20.220] So I think that it's gonna be interesting.
[22:20.220 -> 22:21.860] I did have a question.
[22:21.860 -> 22:23.060] It's, do I have it wrong?
[22:23.060 -> 22:24.320] I think you might've explained it,
[22:24.320 -> 22:28.780] but that air that's coming out of the louvers is hot,
[22:28.780 -> 22:32.640] which means it has a lower density and is faster, I believe, right?
[22:32.640 -> 22:37.320] It would, in theory, it could potentially help your aerodynamics as it gets picked up
[22:37.320 -> 22:40.360] and as it joins in the ambient air, correct?
[22:40.360 -> 22:47.720] Or am I wrong to say that if you're ejecting a bunch of hot air out over your beam wing and it mixed with stuff or over your side pod and the
[22:47.720 -> 22:51.360] coke bottle is there in any other advantage that it would get with the
[22:51.360 -> 22:55.720] density being different of the hot air? Yeah but when you have cooler air it's
[22:55.720 -> 23:00.120] more dense yeah and so you know it goes less dense when it's higher temperature
[23:00.120 -> 23:03.820] but the issue is that the air that's coming out is coming out in such a way
[23:03.820 -> 23:05.300] that it has a higher pressure
[23:05.400 -> 23:10.940] So it ends up being a point where you're effectively changing the aerodynamic behavior
[23:11.160 -> 23:13.920] of the air that's moving over the body of the car and
[23:14.240 -> 23:17.840] Typically what you want to do is you want to kind of send that air back
[23:17.960 -> 23:26.500] Towards the beam wing towards the rear wing and when you're exhausting this heat you're upsetting that natural tendency to go back to your downforce generating elements.
[23:26.500 -> 23:29.680] And so because it's a localized area of pressure,
[23:29.680 -> 23:32.560] you could potentially deflect some of that air away
[23:32.560 -> 23:33.680] from that region.
[23:33.680 -> 23:36.200] But when you actually read the scholarly articles
[23:36.200 -> 23:40.120] about the influence of like louvers to drag,
[23:40.120 -> 23:42.360] the drag penalty that you take,
[23:42.360 -> 23:44.720] they've obviously optimized the louver designs.
[23:44.720 -> 23:46.320] I mean, you look at the different teams,
[23:46.320 -> 23:48.160] though there are slightly different louver designs
[23:48.160 -> 23:49.080] across the grid.
[23:49.080 -> 23:51.480] They're incredibly engineered shapes
[23:51.480 -> 23:54.880] to ensure that you still get a lot of extraction.
[23:54.880 -> 23:58.560] So you definitely don't want to make the exit
[23:58.560 -> 24:01.320] where your louver is a high pressure region.
[24:01.320 -> 24:03.880] So you do want to pull that away quickly
[24:03.880 -> 24:06.140] because it's like trying to flow water through a pipe but you have a high pressure region, so you do want to pull that away quickly because it's like trying to flow water
[24:06.140 -> 24:09.680] through a pipe, but you have a high pressure exit.
[24:09.680 -> 24:12.360] You're gonna restrict the mass flow through that pipe
[24:12.360 -> 24:14.780] if you don't have a low pressure exit.
[24:14.780 -> 24:16.680] Same thing that happens with the floors.
[24:16.680 -> 24:19.880] When you wanna generate a lot of downforce,
[24:19.880 -> 24:22.300] you wanna move the air through the floor very quickly,
[24:22.300 -> 24:23.140] what do you do?
[24:23.140 -> 24:26.200] You want effectively like suction on the backside of the car.
[24:26.200 -> 24:28.180] That's why the fan cars were so great
[24:28.180 -> 24:30.020] because that's what they did.
[24:30.020 -> 24:31.720] They just pull suction, right?
[24:31.720 -> 24:34.540] It's like a big vacuum pulling everything through.
[24:34.540 -> 24:36.980] So a louver is kind of the same way.
[24:36.980 -> 24:39.820] You want to sort of create almost like a suction effect
[24:39.820 -> 24:41.860] on that backside of the louver.
[24:41.860 -> 24:46.000] So you pull the air through and you get less resistance.
[24:46.000 -> 24:48.480] It improves your cooling and you get less resistance
[24:48.480 -> 24:49.520] to your cooling circuit,
[24:49.520 -> 24:51.700] which also doesn't negatively affect
[24:51.700 -> 24:53.220] your aerodynamics as much either.
[24:53.220 -> 24:55.680] So there's a lot of things going on there.
[24:55.680 -> 24:56.560] All one system.
[24:56.560 -> 24:57.520] No, that made sense.
[24:57.520 -> 24:59.120] I always am like, well, it makes sense
[24:59.120 -> 25:00.720] that you're shooting all the hot air out there,
[25:00.720 -> 25:03.480] but is it really beneficial to pick it up with the cool air?
[25:03.480 -> 25:08.480] So I think that that is a great explanation and a great point too to understand with the importance of the
[25:08.480 -> 25:12.560] louvers and their influence on the car aero. I think moving on from that, if you're okay,
[25:13.280 -> 25:17.680] at this race weekend, it is a sprint weekend, which it's our first sprint at this track.
[25:17.680 -> 25:22.480] And I think if the math is mathing, Max Verstappen could win the driver's title
[25:22.480 -> 25:27.920] at the conclusion of the sprint. How are you feeling about sprints and shootouts now?
[25:27.920 -> 25:29.440] I know I have my own feelings,
[25:29.440 -> 25:31.000] but what do you think so far?
[25:31.000 -> 25:32.360] Yeah, I'll start.
[25:32.360 -> 25:33.200] All right.
[25:33.200 -> 25:35.320] So yeah, I think, I mean, it's only a matter of time
[25:35.320 -> 25:36.760] till it wins the driver's championship
[25:36.760 -> 25:38.440] if it happens on Saturday or Sunday.
[25:38.440 -> 25:40.320] You know, I'm not too fussed about it.
[25:40.320 -> 25:42.160] And I think Max has said the same thing,
[25:42.160 -> 25:44.600] but as far as the changes that they've made,
[25:44.600 -> 25:49.400] where, you know, now you have qualifying for the race on Sunday,
[25:49.400 -> 25:53.000] which happens on Friday after one free practice.
[25:53.000 -> 25:55.600] And you're in Park Fermet after one practice session.
[25:55.600 -> 25:57.440] Yeah, then you're in Park Fermet.
[25:57.440 -> 26:01.160] And then you have the sprint shootout, right?
[26:01.160 -> 26:03.320] We call it, which is the sprint qualifying.
[26:03.320 -> 26:10.000] And then you have the sprint, which is for points, but not to set the grid for the race. So I think that's actually a
[26:10.000 -> 26:14.840] cool change. Like I have enjoyed that part. The first time that they talked about doing
[26:14.840 -> 26:19.360] it, I thought this is really stupid. If I'm in the sprint race, why do I care about, I
[26:19.360 -> 26:23.960] don't know, a couple of points or whatever, I'm definitely not going to push if it doesn't
[26:23.960 -> 26:26.840] dictate anything about my starting position during the race.
[26:26.840 -> 26:31.520] But the sprint turned out to actually be pretty competitive, so that has been a welcome surprise.
[26:31.520 -> 26:34.200] And it does kind of make Friday more interesting.
[26:34.200 -> 26:38.640] I'm just not kind of guy that looks at a free practice session like, oh, well, that's just
[26:38.640 -> 26:39.640] boring.
[26:39.640 -> 26:41.440] All I care about is qualifying in the race.
[26:41.440 -> 26:45.580] I mean, because we live for free practice one one because that's when they're running a lot
[26:45.580 -> 26:47.660] of the cool upgrades and the aero rakes
[26:47.660 -> 26:48.620] and all those things.
[26:48.620 -> 26:49.780] That's their test session.
[26:49.780 -> 26:52.220] Usually is what I explain free practice one
[26:52.220 -> 26:54.460] as is like a shakedown and test session.
[26:54.460 -> 26:56.780] And then free practice two, they dial in.
[26:56.780 -> 26:58.740] They may not have as many test parts on the car.
[26:58.740 -> 27:01.540] They're really looking for, I call it like race sims
[27:01.540 -> 27:03.500] where they're gonna run longer stint sims
[27:03.500 -> 27:05.320] on higher fuel to see what they're going to get for the race.
[27:05.320 -> 27:08.720] And then they'll prioritize single lap runs and they're still working through setups on
[27:08.720 -> 27:09.720] those long runs.
[27:09.720 -> 27:13.340] And there's a lot of stuff when you start to really pay attention to what's happening
[27:13.340 -> 27:16.480] in those practice sessions, it becomes more than just a practice session.
[27:16.480 -> 27:17.480] Absolutely.
[27:17.480 -> 27:21.760] And if you dig into the data and the telemetry as well, you can kind of see how drivers are
[27:21.760 -> 27:29.240] building up, you know, in their quali simulations. They're building up to that kind of confidence that they have that they can push it during
[27:29.240 -> 27:30.240] the quali session.
[27:30.240 -> 27:31.240] So I like that.
[27:31.240 -> 27:33.000] I mean, I'm quite a fan of that.
[27:33.000 -> 27:36.840] I mean, free practice three ends up being just kind of like a waste in essence, unless
[27:36.840 -> 27:41.040] you've completely messed up the whole first day and then free practice three is all you've
[27:41.040 -> 27:42.040] got left.
[27:42.040 -> 27:43.040] Yeah.
[27:43.040 -> 27:44.760] But long story short, I'm a fan of it.
[27:44.760 -> 27:46.240] It's fine. we can keep it.
[27:46.240 -> 27:47.520] What do you think, Molly?
[27:47.520 -> 27:51.160] Hot take, I am not the biggest fan of them.
[27:51.160 -> 27:53.240] I like the shootout.
[27:53.240 -> 27:55.160] I find the shootout an interesting way
[27:55.160 -> 27:58.240] with the mandatory tire rules to do the quali.
[27:58.240 -> 28:01.200] However, I still just wish they would reverse the grid
[28:01.200 -> 28:03.760] and let it go, you know, run a reverse grid
[28:03.760 -> 28:11.600] so it's mixed up a little bit more and go from there. Being a NASCAR fan, I do like the one session in a park for me you go
[28:11.600 -> 28:16.080] because if you are not aware, NASCAR hasn't been running with a single practice session since
[28:16.080 -> 28:20.960] COVID. When COVID happened, they rolled off the truck and the first thing they did was qualify.
[28:20.960 -> 28:25.320] That was it. And now they only get 15 minutes of practice.
[28:25.320 -> 28:28.400] So you have 15 minutes after that car rolls off the truck
[28:28.400 -> 28:30.400] to run, shake down, make any adjustments,
[28:30.400 -> 28:32.360] and then you're into quality and you're in impound event.
[28:32.360 -> 28:35.140] And there is not a lot of opportunities
[28:35.140 -> 28:36.680] to try and understand your car.
[28:36.680 -> 28:39.080] And so it really, really puts the importance on it.
[28:39.080 -> 28:40.960] I actually look forward to talking about this
[28:40.960 -> 28:44.240] in an upcoming episode, the importance of how you dim
[28:44.240 -> 28:45.480] and correlate your sims
[28:45.480 -> 28:47.360] and how good your models are at the factory
[28:47.360 -> 28:49.640] to come off the truck, or so in this case,
[28:49.640 -> 28:51.880] come off the cargo in Formula One's case
[28:51.880 -> 28:54.300] with the right setup, with the right simulations
[28:54.300 -> 28:55.980] and confidence in all of those models
[28:55.980 -> 28:58.440] and your driver being confident in your setup
[28:58.440 -> 29:01.000] and the behavior of the car, it really emphasizes that.
[29:01.000 -> 29:03.080] So I like that part of the weekend
[29:03.080 -> 29:08.760] with the limited run before you hit park for May. However, I think the sprint itself, I like it not having an
[29:08.760 -> 29:12.920] impact to Sunday directly with the starting order. I do think maybe there
[29:12.920 -> 29:16.960] still needs to be some little tweaks but they're growing on me. I'm not fully sold
[29:16.960 -> 29:20.840] yet. Yeah, okay. I could see your point there on the on the setups and the
[29:20.840 -> 29:26.100] reliance on the sims and the preparation, pre-race preparation. I think that's the cool part as well.
[29:26.100 -> 29:27.140] Yeah, I like that.
[29:27.140 -> 29:29.260] Especially for the teams that understand their car
[29:29.260 -> 29:31.820] and can dial it in quicker.
[29:31.820 -> 29:34.440] So if your team is probably one of those teams
[29:34.440 -> 29:36.900] that can do that, you're probably a fan of that.
[29:36.900 -> 29:39.460] If your team is one that struggles over a race weekend
[29:39.460 -> 29:40.940] to try to find the right setup,
[29:40.940 -> 29:43.460] you're probably not as much a fan of it.
[29:43.460 -> 29:46.360] But what are our expectations for the weekend?
[29:46.360 -> 29:48.640] I mean, I guess generally speaking
[29:48.640 -> 29:50.000] from like a tech standpoint,
[29:50.000 -> 29:52.360] there's not really gonna be any upgrades this weekend.
[29:52.360 -> 29:53.320] It doesn't seem.
[29:53.320 -> 29:54.840] Most of the upgrades are gonna come,
[29:54.840 -> 29:56.880] I think for teams and Coda.
[29:56.880 -> 29:58.080] I'm very excited for.
[29:58.080 -> 29:59.720] But what are we expecting from the race?
[29:59.720 -> 30:00.560] Chaos.
[30:01.840 -> 30:04.760] There's just so many unknown variables
[30:04.760 -> 30:07.200] and with the limited amount of runtime this weekend,
[30:07.200 -> 30:10.480] this free practice one is going to be just absolute balls to the walls.
[30:10.480 -> 30:15.720] Can't believe I'm saying that on a podcast, but I do think it's going to be very,
[30:15.720 -> 30:21.200] very interesting to see who can get a handle on the changes to this circuit and understand their
[30:21.200 -> 30:25.400] cars. I don't have much of a thought aside from obviously Red Bull is going to be very strong
[30:25.400 -> 30:27.560] and I think McLaren are going to be very strong.
[30:27.560 -> 30:30.080] I don't want to get my hopes up with Ferrari.
[30:30.080 -> 30:31.080] Maybe they've turned a corner.
[30:31.080 -> 30:35.240] I think the McLaren being strong across multiple track types is going to indicate their strength
[30:35.240 -> 30:36.240] here as well.
[30:36.240 -> 30:37.800] That's kind of where I'm at.
[30:37.800 -> 30:41.240] Alfa Tauri could be a wild card this weekend with their significant upgrade package.
[30:41.240 -> 30:44.840] They could be on to something, but I don't know what your thoughts are.
[30:44.840 -> 30:49.000] We have to, speaking of Ferrari, we do have to give Ferrari credit though because
[30:49.000 -> 30:55.360] during our episode 3, we talked about Ferrari with, after Zandvoort saying that they don't
[30:55.360 -> 30:59.320] know how to set up a high downforce car, but they nailed it in Singapore.
[30:59.320 -> 31:00.880] Ferrari, we're sorry.
[31:00.880 -> 31:02.960] Yes, we're sorry about that Ferrari.
[31:02.960 -> 31:05.160] So everybody's rocking up with the with
[31:05.160 -> 31:09.960] the big wings again this weekend. So with the big undercuts. Yes, with the big cuts
[31:09.960 -> 31:14.560] on the end plates. And so I guess we can park there for a minute. We can use a
[31:14.560 -> 31:19.520] little bit of tech talk on the cut end plate rear wings. So I have a few
[31:19.520 -> 31:23.040] thoughts on this if you don't mind. I'll stand up on my soapbox for a minute. Go
[31:23.040 -> 31:25.240] right ahead, please. You've talked about this previously.
[31:25.240 -> 31:27.280] I know you love this topic, so go right ahead.
[31:27.280 -> 31:28.120] Yeah, absolutely.
[31:28.120 -> 31:31.960] So with these new rear wings with kind of the cut end plates,
[31:31.960 -> 31:33.720] one of the issues that you have
[31:33.720 -> 31:36.320] whenever you don't have a cut end plate like that,
[31:36.320 -> 31:38.520] and you sort of have that 90 degree corner piece,
[31:38.520 -> 31:42.260] is that junction ends up being a really difficult junction
[31:42.260 -> 31:44.760] to manage because it's not like just an airfoil,
[31:44.760 -> 31:49.520] just in, you know, in moving air where you don't have junctions. It's sort of like the junction
[31:49.520 -> 31:55.160] between a wing and the fuselage of an airplane. Again, a very tricky region to manage. So
[31:55.160 -> 31:59.840] on these rear wings in the standard design that they have without the cut end plates
[31:59.840 -> 32:04.700] that region ends up becoming very difficult and it affects the loading across the span
[32:04.700 -> 32:08.680] of the rear wing. So the span is from basically the whole width of the
[32:08.680 -> 32:13.040] rear wing is called the span. Can I ask you a question with regards to that? Yes.
[32:13.040 -> 32:19.560] Is that why you think we see a conjunction of a large undercut paired
[32:19.560 -> 32:25.000] with a gurney flap? Oh, with the cut end plates with Gurney Flaps.
[32:25.000 -> 32:27.040] Yeah, so Gurney Flaps generally,
[32:27.040 -> 32:29.240] because what they're doing is they're running
[32:29.240 -> 32:33.560] the big DRS flap and some teams bigger than others
[32:33.560 -> 32:36.680] have chosen larger DRS flaps versus, you know,
[32:36.680 -> 32:38.600] the main plane cord length,
[32:38.600 -> 32:41.200] which is just basically like how wide the wing is.
[32:41.200 -> 32:43.800] You add that Gurney Flap also because you've got
[32:43.800 -> 32:47.640] so much crank on the wing that you could potentially
[32:47.640 -> 32:49.720] have it separate at the trailing edge
[32:49.720 -> 32:54.000] and adding the gurney flap also helps it to stay attached.
[32:54.000 -> 32:56.940] But then you also get a little bit of extra down force
[32:56.940 -> 32:58.400] as well from the gurney flap.
[32:58.400 -> 33:00.800] So I think it's more attributable to that.
[33:00.800 -> 33:04.040] But if you ask me, the cut end plates are really
[33:04.040 -> 33:06.120] for better span-wise loading because
[33:06.120 -> 33:11.080] you lose the junction losses, which means you have more even load distribution across
[33:11.080 -> 33:14.620] the span, which means all the way across the width of the DRS flap.
[33:14.620 -> 33:20.920] And that works very well with the beam wings and the diffuser because now you get more
[33:20.920 -> 33:22.880] what's called lateral expansion.
[33:22.880 -> 33:25.080] So out kind of to the side of the car,
[33:25.080 -> 33:27.260] the lateral expansion of the air
[33:27.260 -> 33:29.040] that's moving underneath the wing
[33:29.040 -> 33:30.920] has more room to laterally expand,
[33:30.920 -> 33:34.040] which means that you increase kind of the suction field
[33:34.040 -> 33:36.520] that's interacting with the beam wing and the diffuser.
[33:36.520 -> 33:38.680] So you should be able to also extract more
[33:38.680 -> 33:40.200] from the whole rear of the car.
[33:40.200 -> 33:41.640] So I think it's a downforce thing.
[33:41.640 -> 33:42.680] Yeah, so that would just be,
[33:42.680 -> 33:46.160] you're putting energy across now a wider area of flow
[33:46.240 -> 33:52.320] versus a much smaller portion and then it allows for better energization. You're creating a bigger pressure field in essence.
[33:52.960 -> 33:57.520] Right, is what you're doing. So because you're not restricting it by those end plates that are there
[33:57.920 -> 34:03.760] there are typically junctions that are quite lossy anyways, where you're going to have losses. You're cutting that out.
[34:03.840 -> 34:05.500] Now your initial thought would be
[34:05.500 -> 34:07.720] that we could potentially have a bit more induced drag
[34:07.720 -> 34:11.100] because you might have kind of across the end of the wings
[34:11.100 -> 34:13.780] a bit more kind of rollover of a vortex
[34:13.780 -> 34:15.420] which would cause more induced drag.
[34:15.420 -> 34:17.300] But what they're doing is they're actually splitting
[34:17.300 -> 34:19.060] that drag across two surfaces.
[34:19.060 -> 34:20.940] I'm doing a lot of things with my hands right now
[34:20.940 -> 34:23.220] that our listeners can't actually see,
[34:23.220 -> 34:25.280] but where the DRS flap is and
[34:25.280 -> 34:29.600] then where the end plate is now, where those two pieces are cut apart, your vortex is going
[34:29.600 -> 34:32.780] to be shared across those two faces or those two edges.
[34:32.780 -> 34:35.920] So you're also splitting that vortex into two smaller vortexes.
[34:35.920 -> 34:41.600] So I don't have the CFD to be able to say for sure how it's affecting induced drag,
[34:41.600 -> 34:46.380] but I do feel pretty confident in saying that the overall load across the span is higher.
[34:46.380 -> 34:47.380] That makes sense.
[34:47.380 -> 34:49.680] And that's how those work.
[34:49.680 -> 34:52.540] My wife tells me, you know, she listens to the pod.
[34:52.540 -> 34:56.700] So she tells me, she says, you know, I know exactly when you're starting to get excited
[34:56.700 -> 34:59.300] because something happens with your voice.
[34:59.300 -> 35:01.900] It like just changes.
[35:01.900 -> 35:03.540] And that's what just happened right there.
[35:03.540 -> 35:05.800] It's the obcitement of it all. The obcitement. Oh gosh, that's what just happened right there. It's the obcitement of it all.
[35:05.800 -> 35:06.800] The obcitement.
[35:06.800 -> 35:09.560] Oh gosh, that's beautiful.
[35:09.560 -> 35:10.560] You're welcome.
[35:10.560 -> 35:12.440] So yeah, Qatar should be a really great race.
[35:12.440 -> 35:16.600] I mean, if you put me, you know, on the spot and ask me who's going to be, I think, I think
[35:16.600 -> 35:17.600] you said this as well.
[35:17.600 -> 35:19.080] I think it's going to be Red Bull probably.
[35:19.080 -> 35:20.280] I think McLaren's going to be close.
[35:20.280 -> 35:22.640] I think the pack is going to be pretty close here.
[35:22.640 -> 35:23.640] I agree.
[35:23.640 -> 35:28.640] So I think McLaren's going to be close. And then I think it's like a dogfight between Ferrari and Mercedes. I think Ferrari's
[35:28.640 -> 35:33.040] going to have the edge on single lap pace in quality. Yeah, they seem to have a good car with
[35:33.040 -> 35:37.520] single lap pace and then losing the race. But then what's going to happen during the race? You know,
[35:37.520 -> 35:41.680] like you asked, after they figured out their tire deg, it's going to be hot. We talked about the
[35:41.680 -> 35:47.080] heat affecting the power units. The heat affects the tires so much as well,
[35:47.080 -> 35:49.840] which also makes it even more of a tire shredder.
[35:49.840 -> 35:52.280] It means that whenever the drivers are racing,
[35:52.280 -> 35:53.880] they have to be very cognizant,
[35:53.880 -> 35:56.400] very aware of the surface temperatures of the tire
[35:56.400 -> 35:58.240] to make sure that when they do pit stop
[35:58.240 -> 35:59.880] and come out on a new tire,
[35:59.880 -> 36:03.120] they don't overheat the surface too quickly
[36:03.120 -> 36:05.660] and cause graining because the bulk temperature of the tire
[36:05.660 -> 36:07.080] is not increased in temp
[36:07.080 -> 36:09.580] to where the whole tire is moving as like a bulk unit.
[36:09.580 -> 36:11.380] Yeah, it's gonna be really interesting, I think,
[36:11.380 -> 36:12.640] to see who manages that.
[36:12.640 -> 36:15.260] And then drivers that maybe like a little more
[36:15.260 -> 36:17.280] induced oversteer versus understeer,
[36:17.280 -> 36:20.700] how is that going to impact how they maybe handle
[36:20.700 -> 36:23.620] and how maybe they're able to kind of adjust
[36:23.620 -> 36:27.480] during the weekend and get the most out of the car that they want as well being cognizant of that.
[36:27.480 -> 36:32.440] Yeah, absolutely. So that's what we have to look forward to to Qatar and we do
[36:32.440 -> 36:37.160] have a listener question that came in. Okay. Specific question. I think this one
[36:37.160 -> 36:41.200] is right up your alley, Molly. So I'm gonna lobby this softball and let you
[36:41.200 -> 36:45.440] hit this home run. This one comes from N. Agarwal, who asks,
[36:45.440 -> 36:47.840] with Max Verstappen frequently complaining
[36:47.840 -> 36:50.140] about down shifts and gear slip issues,
[36:50.140 -> 36:53.480] does Red Bull have a problem with their gear box design,
[36:53.480 -> 36:56.040] which might affect them in a closer title fight?
[36:56.040 -> 36:59.320] Or does the aerodynamic benefits of the tighter package
[36:59.320 -> 37:02.000] outweigh the risk of failure or other problems?
[37:02.000 -> 37:03.120] What say you?
[37:03.120 -> 37:05.680] Okay, so I've talked about this in a couple other places
[37:05.680 -> 37:12.160] but I actually think that this may indicate more of a problem with their hydraulics system rather
[37:12.160 -> 37:16.320] than something maybe inherent in their gearbox design. Yes, the hydraulics are part of that
[37:16.320 -> 37:21.840] system. They think that this actually leans more towards that. The hydraulic system in the F1 car
[37:21.840 -> 37:25.600] is responsible for downshifts and upshifts. It is responsible for your power steering.
[37:25.600 -> 37:29.280] It is responsible for your DRS actuator and a bunch of other stuff.
[37:29.280 -> 37:34.400] Red Bull in the past has had some significant issues with DRS actuator
[37:34.400 -> 37:39.160] reliability and it actually opening when they want or closing when they want,
[37:39.160 -> 37:42.040] or just kind of getting stuck open or stuck close.
[37:42.040 -> 37:47.380] So that would suggest that maybe that there's an aerodynamic component there, but hydraulically,
[37:47.380 -> 37:49.280] that hydraulically driven actuator
[37:49.280 -> 37:51.220] might not be doing what they want it to.
[37:51.220 -> 37:55.160] And then with the complaining about downshifts and gear slip,
[37:55.160 -> 37:57.560] that's a hydraulically controlled system.
[37:57.560 -> 38:01.320] So when the driver says, I want to shift up or down,
[38:01.320 -> 38:03.800] they command the shift from the steering wheel on the paddle
[38:03.800 -> 38:09.120] and the brain of the car knows what to do. And it sends it to what's called a change cylinder, which drives what's
[38:09.120 -> 38:14.800] called, I call them a dog, but it's this piece that moves laterally between the gears and it'll
[38:14.800 -> 38:19.760] move towards or away depending on the gear they want to upshift or downshift to and go first,
[38:19.760 -> 38:23.040] second, third, fourth, fifth, sixth, seventh, eighth, all the way up to what they want to do
[38:23.040 -> 38:27.700] or back down from where they were. And so with him complaining about downshifts a lot,
[38:27.700 -> 38:30.440] to me says, and the gear slip is gonna be tied to that.
[38:30.440 -> 38:32.660] So if you're not efficiently shifting,
[38:32.660 -> 38:34.260] you're gonna wanna slip gears,
[38:34.260 -> 38:36.480] you're not engaging the gear when you want.
[38:36.480 -> 38:38.540] So you're going to maybe miss a gear
[38:38.540 -> 38:41.380] where it's not going to feel as seamless as it should.
[38:41.380 -> 38:44.020] This is supposed to be a seamless shift system.
[38:44.020 -> 38:47.360] And so if there is something in their hydraulic system
[38:47.360 -> 38:48.780] that is not allowing,
[38:48.780 -> 38:50.300] basically if there is something going on
[38:50.300 -> 38:53.060] with this hydraulic system that I think is more to blame
[38:53.060 -> 38:54.820] than maybe packaging or design,
[38:54.820 -> 38:57.020] because it's going to be on that change cylinder
[38:57.020 -> 38:58.820] that powers that up or down shift,
[38:58.820 -> 39:00.500] that I think is more significant
[39:00.500 -> 39:03.460] than maybe there is actually a problem
[39:03.460 -> 39:06.820] with the gear design, with the selector fork design
[39:06.820 -> 39:09.040] and kind of the dog that engages and disengages.
[39:09.040 -> 39:12.080] I really think because all of that is hydraulically driven.
[39:12.080 -> 39:14.620] And if you look at kind of the system as a whole
[39:14.620 -> 39:16.220] of what Red Bull's been struggling with,
[39:16.220 -> 39:19.500] I think to me, it says there's something going on hydraulics
[39:19.500 -> 39:22.780] reliability wise with their car
[39:22.780 -> 39:27.060] rather than an outright design inheritanceherence in their gearbox,
[39:27.060 -> 39:29.040] because we would be seeing the same problem
[39:29.040 -> 39:31.100] with Alpha Tauri then, which we do not.
[39:31.100 -> 39:33.020] They take Red Bull gearbox.
[39:33.020 -> 39:38.020] As for, do the kind of benefits outweigh the risk of failure?
[39:38.100 -> 39:41.840] Yes, because you can re-sync your gears.
[39:41.840 -> 39:43.500] If you are having intermittent issues,
[39:43.500 -> 39:46.060] you kind of re-teach the car where
[39:46.060 -> 39:50.380] each of the gears are with the selector forks and where they are within the gearbox. So
[39:50.380 -> 39:55.020] I mean that you can do that, but there will come a point where you just suffer an outright
[39:55.020 -> 39:59.660] loss of hydraulic pressure or you lose function of your DRS. So there is some risk there,
[39:59.660 -> 40:04.740] but if you understand maybe where it happens or under what conditions they can manage it
[40:04.740 -> 40:05.080] long. But with it being a common what conditions, they can manage it long.
[40:05.080 -> 40:09.000] But with it being a common complaint, it just seems like it might just be
[40:09.000 -> 40:12.720] a flaw in their system and how it's designed for reliability.
[40:13.000 -> 40:16.280] And they're having to manage it until they can maybe adjust it
[40:16.280 -> 40:19.720] or get a grant to fix it, because that is something that's frozen,
[40:19.800 -> 40:22.960] at least the gearboxes under the freeze that we're under.
[40:23.000 -> 40:25.340] So it's just one of those things that they're going to have to manage
[40:25.340 -> 40:28.000] and that the drivers are probably having to learn to manage
[40:28.000 -> 40:30.600] through re-gear syncing or how they shift
[40:30.600 -> 40:32.380] because when a driver commands a shift,
[40:32.380 -> 40:34.020] it's very different driver to driver.
[40:34.020 -> 40:37.000] If you look at Fernando versus Lewis versus Max
[40:37.000 -> 40:39.400] versus Charles Leclerc versus Pierre Gasly,
[40:39.400 -> 40:41.740] they all are a little bit different in how they shift
[40:41.740 -> 40:43.620] and what they want to pull for and when
[40:43.620 -> 40:46.680] and how that's executed through a turn or a straight.
[40:46.680 -> 40:48.640] That's a brilliant explanation, Molly.
[40:48.640 -> 40:53.100] That was your moment right there because I could definitely sense the passion in your
[40:53.100 -> 40:54.100] voice there.
[40:54.100 -> 40:56.480] I mean, it's not like I do that for a living or anything.
[40:56.480 -> 40:57.480] Yeah, right.
[40:57.480 -> 40:58.480] I know.
[40:58.480 -> 41:02.760] That's why I said pitch you that softball.
[41:02.760 -> 41:07.400] That was a really good explanation, but I like how you highlighted specifically
[41:07.400 -> 41:10.200] all the elements of the way everything works together.
[41:10.200 -> 41:11.400] It was very easy to follow.
[41:11.400 -> 41:13.880] I think also aerodynamically,
[41:13.880 -> 41:16.680] the benefit of having a smaller gearbox
[41:16.680 -> 41:20.120] is that you don't have so much of an obstruction
[41:20.120 -> 41:23.120] that's occurring with the rear arrow of your car.
[41:23.120 -> 41:25.760] Yeah, it gives you more diffuser flexibility, right?
[41:25.760 -> 41:27.000] Exactly, yeah.
[41:27.000 -> 41:29.240] You have more diffuser volume to play with
[41:29.240 -> 41:31.120] and the diffuser is critical, right,
[41:31.120 -> 41:34.120] for the gradual expansion of the air
[41:34.120 -> 41:37.400] coming from the deep suction part of your floor
[41:37.400 -> 41:41.240] into ultimately ambient or close to ambient pressure
[41:41.240 -> 41:42.440] on the backside of your car.
[41:42.440 -> 41:44.720] So then, that diffuser is driving that.
[41:44.720 -> 41:46.360] So the bigger gearbox you have,
[41:46.360 -> 41:49.480] the less space you have to be able to expand that air
[41:49.480 -> 41:51.760] gradually and the smaller gearbox you have,
[41:51.760 -> 41:54.000] the more room you have to play with the design.
[41:54.000 -> 41:58.880] Yeah, and I think that we've seen that Red Bull goes taller
[41:58.880 -> 42:01.720] rather than wider across the rear of their car
[42:01.720 -> 42:04.080] to keep that packaging flexibility.
[42:04.080 -> 42:05.360] And there's not like a
[42:05.360 -> 42:10.160] this makes their car bad versus the other. It's just they've understood that trade-off of packaging
[42:10.160 -> 42:15.280] versus this versus that in the packaging space. And they want that additional room in the diffuser
[42:15.280 -> 42:19.680] where they see that they can go taller with their gearbox rather than out wider to still have all
[42:19.680 -> 42:26.060] that space. Yeah. I mean, Adrian Newey, I think is classic for, if you've ever read his book, is classic
[42:26.060 -> 42:35.220] for putting quote unquote challenges in packaging on engineers to accommodate the arrow.
[42:35.220 -> 42:38.780] So I think this is one of those situations for sure.
[42:38.780 -> 42:43.180] I don't necessarily think that it's related to that packaging one, I think it's something
[42:43.180 -> 42:44.180] else.
[42:44.180 -> 42:45.240] Yes. Very well explained. I will make sure that it's ready to go with this, is I think it's something else. Yes. Yeah.
[42:45.240 -> 42:46.060] Very well explained.
[42:46.060 -> 42:47.820] I will make sure that it's ready to go with this show.
[42:47.820 -> 42:49.940] There is a great video.
[42:49.940 -> 42:51.600] I can't think of the creator who did it,
[42:51.600 -> 42:55.700] but he went in on an older F1 gearbox in early 2000s
[42:55.700 -> 42:57.100] and tore it down completely.
[42:57.100 -> 42:59.920] And we haven't really seen a lot of the modern gearboxes
[42:59.920 -> 43:01.980] because a lot of the trade seekers are in them,
[43:01.980 -> 43:05.600] but the video was really great at showing the general feel
[43:05.600 -> 43:07.000] and components that we're talking about
[43:07.000 -> 43:08.120] because they haven't changed.
[43:08.120 -> 43:09.480] We're still using the same forks,
[43:09.480 -> 43:11.000] just changed cylinders, gears,
[43:11.000 -> 43:12.640] the gear ratios have changed,
[43:12.640 -> 43:14.000] but it'll give you a really good idea
[43:14.000 -> 43:15.920] of what the internals look like,
[43:15.920 -> 43:17.480] with like the lay shafts and all of that.
[43:17.480 -> 43:19.120] So we'll link that with this show
[43:19.120 -> 43:21.480] for anybody that's curious to kind of get eyes
[43:21.480 -> 43:23.400] on what I was talking about components wise.
[43:23.400 -> 43:26.960] Perfect, because honestly, that's what we're about. That's what this show is about, right,
[43:26.960 -> 43:32.800] Molly? I mean, you know, whenever we decided to start Breaking Bias podcast, what we wanted to do
[43:32.800 -> 43:38.240] was just to be able to talk about cool tech stuff, and for people to be able to listen and maybe
[43:38.240 -> 43:43.120] learn something. And you know, we're not afraid to be wrong, because we don't know everything
[43:43.120 -> 43:47.920] in the world. And so there's, you know, we were wrong about Ferrari and the high downforce
[43:47.920 -> 43:52.320] set up, so we honed up to that one, you know, but, um, so we're, we're totally
[43:52.320 -> 43:55.880] okay with it, but at the end of the day, it's about education, it's about
[43:55.880 -> 43:59.520] learning and we learned so much going through this process as well.
[43:59.520 -> 44:04.160] So we'll always try and link things for people to, to be able to see if you're
[44:04.160 -> 44:10.280] not following us on X or, you know or what used to be formally known as Twitter,
[44:10.280 -> 44:13.920] then we're at BreakingBiasPod, so you can follow us there.
[44:13.920 -> 44:18.160] Similarly on YouTube, where we do have some explainer videos and a few things
[44:18.160 -> 44:19.240] there.
[44:19.240 -> 44:23.200] And podcast is pretty much available on all the platforms as well.
[44:23.200 -> 44:24.600] You can download there.
[44:24.600 -> 44:26.120] So make sure and like and subscribe for all the platforms as well. You can download there. So make sure and like and subscribe
[44:26.120 -> 44:27.680] for all future episodes as well.
[44:27.680 -> 44:30.800] Parting thoughts or anything you want to talk about Molly
[44:30.800 -> 44:32.160] before we let everybody go?
[44:32.160 -> 44:35.320] No, I think just thanks everyone for listening
[44:35.320 -> 44:37.640] and tuning in and can't wait to be back
[44:37.640 -> 44:38.640] with our next episode.
[44:38.640 -> 44:40.220] And I can't wait for the race weekend.
[44:40.220 -> 44:42.320] On behalf of myself, Dr. Obbs
[44:42.320 -> 44:46.760] and my excellent co-host Molly, we want to thank you all for
[44:46.760 -> 44:53.480] listening in and just remind everybody to break the bias, be together because we are
[44:53.480 -> 44:54.480] stronger together.
[44:54.480 -> 44:55.480] Yes, we are.
[44:55.480 -> 45:16.560] And we will catch you next time. Bye, everybody. I don't feel like how you sound.
[45:16.560 -> 45:18.440] Very well.
[45:18.440 -> 45:21.640] Come on with your smooth blues music.
[45:21.640 -> 45:24.720] Album releasing Christmas 2023.
[45:24.720 -> 45:26.200] The Ops Christmas original.
[45:26.200 -> 45:29.400] There are tears in my eyes.
[45:29.400 -> 45:32.800] I told you, you got a nice voice going on right now.