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Happy New Year Everyone! | 72 days are left until the first practice session in Melbourne: What do you expect from the coming F1 season?

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QUALI STATS YOU NEED (Ground-Effect Era, Average % Gap)

Fastest: '22 Ferrari F1-75
Slowest: '22 Williams FW44

Most improved over a year: Aston '23 vs '22 (-1.37%)

ANY RedBull was quick

Ferrari got progressively worse in quali, but their '24 race pace was the best since 2018.

Notice that the field got much closer in 2023 than in 2022, after most teams discarded ineffective design concepts.

If we exclude Sauber, the field got even tighter in 2024, a good sign of the performance convergence under stable regulations.

Which figure surprised you the most? 👀

Made via @JMP_software

WDC Points Counting Sprints ONLY 👀

🥇VER 38
🥈NOR 30
🥉LEC 29
4️⃣SAI 28
5️⃣PIA 27
6️⃣RUS 19
7️⃣HAM 16
8️⃣PER 14
9️⃣RIC 5
🔟HUL 5

Compared to real WDC:
- Top 3 unchanged.
- SAI overtakes PIA.
- RIC gains EIGHT places (P17➡️P9) thanks to P4 in Miami!
- HUL kicks GAS out of the TOP 10.

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Throwback to when I reverse-engineered Brembo’s ‘braking power’ calculation! 🤩

F1 brakes do indeed generate well over 2000kW of power… over 3000hp! 😳

(Enough to light up over 100 THOUSANDS LED light bulbs)

Power = Force*Speed

The peak power is generated at the beginning of the braking phase when speed AND deceleration (due to downforce) are highest. 🔥

4.5g of deceleration, but ‘only’ 3.5g of that is due to the brakes: drag (and engine brake) alone account for 1g!

Yes: lifting the throttle off an F1 car can produce a deceleration stronger than the one you’d experience smashing your car's brake pedal! 😳

Follow @FDataAnalysis to have nightmares about high-school physics every night! 😜

(The specific power value obtained depends on the data used: Brembo’s stated value is slightly lower probably because they used a lower speed value.)

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Tyre Blistering and Graining - Explanation, Causes and Solutions

Tyre Blistering and Graining - you’ve probably heard about these terms before, but what do they mean?

What causes them, how can they be avoided, and which are their consequences on car performance?

First, a quick overview of tyre adhesion: A car changes its state of motion (speed, orientation…) through the forces generated by tyre-ground contact The grip level depends on the interaction between the tyre and the microstructure of the road surface (roughness).

A hot tyre will deform more easily (the rubber becomes ‘softer’ and fits better into the asphalt roughness). Especially for harder compounds, reaching the correct operating temperature is crucial… but reaching it in the correct way and on all 4 tyres is difficult! Leading to…

Graining

When tyre grip is insufficient, and the driver does not decrease the pace accordingly, the tyre will slide sideways towards the outside of the corner This produces these small lumps towards the inside of the corner that harm the tyre-road friction.

Blistering

A too high inflation pressure or heating up the tyre too quickly both produce an overheating of the zone right below the tyre surface Air bubbles appear below the surface, making it detach, creating craters. The contact area reduces and gets uneven, harming grip!

So, graining is mainly caused by aggressive driving with cold tyres (e.g. when doing an undercut), while blistering can be due to an inappropriate inflation pressure or heat-up procedure. Pirelli mitigated blistering by reducing the thread width, making its temperature more even.

And that’s it! Did you enjoy the explanation? Let me know in the comments!

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If you follow my page you certainly love 3 things: fast racing cars, aerodynamics, and talking about tech!

This episode of the @BrakingBiasPod covers all these topics: can’t miss it! 🔥

Great job @dr_obbs 👊

https://x.com/BrakingBiasPod/status/1879537338789073178

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What is ‘Dirty Downforce’?

How is it related to aerodynamic efficiency and car performance?

I explain it in this thread using real examples! Read on!

F1 cars, when moving through the air, produce both drag (the aero resistance force, which slows the car down) and downforce (that pushes the car down, increasing grip.

Downforce is desired; drag, of course, is not.

Both forces grow with the square of speed: if the speed doubles, the forces quadruples.

Each one is linked to speed through a coefficient: the drag coefficient Cd and the downforce coefficient Cl. Ideally, we want low Cd and high Cl! Their ratio e=Cl/Cd is called ‘aero efficiency’.

Engineers can get more downforce at the expense of higher drag.

You can achieve so in different ways, like increasing the angle of attack of the wings.

Doing so, the ‘car’ will move over the blue line, towards the upper-right corner.