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“Less than a fortnight before the next race at Hockenheim, the FIA has informed F1 teams that it believes the Front-and-Rear Interconnected Suspension (FRIC) systems used by most of them are illegal.”
“There will be more changes, more things to be done. I prefer to have 200 safe jobs than 300 lost jobs.”
“Carlos Sainz Jr has emerged as a possible candidate for Caterham thanks to the team’s relationship with Red Bull – and a deal has been discussed for the Spaniard to race as early as this season.”
FIA race director Charlie Whiting describes Niki Lauda’s comments about the Silverstone red flag as “unhelpful”, saying it was wrong to claim it was not necessary to repair the barrier Kimi Raikkonen had hit because it was unlikely to be struck a second time, and that Raikkonen should have taken more care when he rejoined the track.
“It’s in all our interests to try and close that gap down to Mercedes.”
“From a scheduling point of view, the decision to have the British Grand Prix on the same weekend as the Wimbledon finals and the Tour de France departing from Yorkshire was a disaster by FOM and the FIA.”
Been looking at the difference in prize money between F1 and football. Fulham relegated from Premier League get over £60m. Last in F1 = £0
— Ben Hunt (@benjhunt) July 8, 2014
Basically changing from 13' to 18' in rim size changes everything: aerodynamics, suspension geometry, damping/springs, brake cooling etc etc
— LUCAS DI GRASSI (@LucasdiGrassi) July 8, 2014
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Comment of the day
@MazdaChris expects the low profile tyres Pirelli will test today would be a step forward for F1 if they were introduced.
When a car is going across the rumble strip for instance, at the moment the tyre is deforming over that surface while the suspension isn’t moving very much. On a car with low profile tyres, it’ll need to have a more pliant suspension set-up with a greater range of movement – the tyre can’t deform and remain in contact with those kind of bumps, so the suspension needs to do the job instead.
But this isn’t a drawback, it’s a benefit. Springs and dampers are a fairly precise science, and can be controlled to quite a fine degree. Whereas the squash of a tyre is dependent on a large number of factors – tyre pressure, heat, level of wear, and so on. The level of suash and deformation is not a constant; it shifts during the race (and is one of the reasons why different cars seem to work better at different points in the race and during stints). Whereas with a low profile tyre the performance level is pretty constant.
You also do lose that lateral movement, which isn’t desirable since the frequency of the lateral movement isn’t the same as the frequency of the chassis, meaning you can get a sort of disharmony between how the chassis and the tyres load up during cornering. You can end up with a weird backlash against the tyre as the suspension is put under load, which can make the car really unstable and unpredictable while changing direction. Again, this isn’t a constant and it’s not something that’s easy to predict, so it’s pot luck whether or not a car really suffers from this. And again, a low profile minimises this effect, giving a more reliable reaction no matter the application.
From the forum
Happy birthday to Huzeifa!
On this day in F1
A huge crash brought the first start of the French Grand Prix to a halt on this day 25 years ago. Unlike today, the F1 rules at the time allowed races to be started afresh, and so the grid was reformed and the race began again.
When it did Ayrton Senna dropped out immediately with a broken differential, leaving pole sitter Alain Prost to win ahead of Nigel Mansell and Riccardo Patrese.
Image © Pirelli/Hone