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Question of the Day: Which is the most hair-raising South African mountain pass you've driven?
F1 2026
- Thread starter satanboy
- Start date
satanboy
Psychonaut seven
satanboy
Psychonaut seven
Goosfrabba
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I'm curious to see how reliability shapes the season. These new power units must have some gremlins that need to be ironed.
I remember how quick the McLaren was back in 2003 but were so fragile
I remember how quick the McLaren was back in 2003 but were so fragile
daveza
Honorary Master
If someone can broadcast the race with proper racing car sounds that would be great.
Naks
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Yeah, so this is looking like 2014 all over again... Until the new engine measurements kick in
Speedster
Honorary Master
I had a quick look. There are 7 races (2 in middle east) before the new measurements. If Merc play their cards well they should have a healthy lead by then.
iToldYouSo
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They forgot that it's qualifying time no more sandbags.
Naks
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[AutoRacer] Melbourne Qualifying: Mercedes shows their cards, they have a 45kW lead: https://autoracer.it/qualifiche-melbourne-mercedes-allo-scoperto-ha-45-kw-di-vantaggio/
"...
Analyzing the telemetry, we see that the two cars behave very similarly under braking and when cornering . Their minimum speeds are almost identical, and even the throttle reopening on exit appears extremely similar, a sign that the chassis balance of the two cars doesn't present radical differences. The divergence, however, emerges in the sections under full throttle . On the straights, the Mercedes gradually manages to pull away from the Ferrari, reaching top speeds of around eight to ten kilometers per hour higher . This isn't a sudden gain, but rather an advantage that grows progressively throughout the acceleration phase.
The most telling point is observed on the straight following Turn 11. Exiting the corner, the two cars accelerate at virtually the same rate, and for a few moments their speeds remain very close. Then, as the straight develops, the Mercedes continues to increase its speed while the Ferrari slowly begins to lose ground. This behavior is typical of a situation in which the electric component begins to progressively reduce its output. When the energy available in the battery decreases and the MGU-K can no longer provide its full power, the car remains powered primarily by the internal combustion engine. The Mercedes, on the other hand, seems to be able to maintain the combined thrust of the internal combustion engine and electric motor for longer. The result is visible in the delta graph: the gap between the two cars increases almost exclusively during full-throttle sections and much less during braking or cornering.
Translated into energy terms, Mercedes' advantage on the straights equates to around 45-50 kW of available power. In Formula 1, this is a huge difference.
Two motoring philosophies
According to several indications from the paddock, Mercedes has chosen a larger turbocharger , designed to prioritize efficiency and power at high revs. This choice allows the internal combustion engine to deliver very high power figures under full load, but inevitably results in a less responsive ride at low revs.
An interesting clue also came from the words of Andrea Kimi Antonelli , who during the Melbourne weekend admitted that the choice of turbocharger size may have favored Mercedes on this type of circuit. This statement, read in light of the telemetry data, seems to be confirmed by the acceleration phase and the speed reached on the straights.
To compensate for the reduced responsiveness of a larger turbocharger, the hybrid system comes into play . When the driver reopens the throttle exiting slow corners, the MGU-K can immediately provide the electric torque needed to cover the turbo's response phase. In this way, the electric component performs a function similar to that of an anti-lag system , while the turbocharger gradually enters its efficiency window at high revs. Once that operating point is reached, the internal combustion engine becomes primarily responsible for the car's thrust, helping to explain the particularly high top speeds displayed by Mercedes during the Australian weekend.
Ferrari, however, appears to have adopted a different solution , likely with a more compact turbocharger that is more responsive at low revs. This configuration offers a quicker response out of corners, but could be less efficient when the engine operates at high loads for prolonged periods. Under these conditions, the electric component is called upon to work harder during acceleration, with the risk of consuming the available energy in the battery more quickly.
Combustion efficiency
Another element that seems to distinguish the Mercedes power unit is the combustion efficiency. According to several indications coming from the paddock , the combustion chamber uses a pre-chamber ignition system capable of working with very high compression ratios for a turbocharged engine, estimated in the order of 16.3:1 when hot.
This level of thermal efficiency allows the internal combustion engine to produce more usable energy from the same amount of fuel . Part of this energy can be used to power the hybrid system, helping to keep the battery in a more favorable state of charge during the ride.
The role of software
The power unit management software also plays a fundamental role in the new regulations . Controlling the MGU-K's power delivery, the electrical energy usage strategy, and managing the battery's state of charge have become as crucial as the engine's mechanical components. And it is precisely on this front that Mercedes may have developed one of its most significant advantages.
The McLaren case
The Australian weekend offered an interesting clue in this regard. McLaren uses the same Mercedes power unit, but Norris and Piastri's cars didn't display the same superiority on the straights or the same energy stability throughout the lap.
According to some information coming from the paddock, the Woking team is reportedly using an older software specification for the hybrid management system . If this information is confirmed, it would mean that part of Mercedes' advantage could derive not only from the engine's mechanical configuration, but also from more advanced energy management of the entire system. ..."
"...
Analyzing the telemetry, we see that the two cars behave very similarly under braking and when cornering . Their minimum speeds are almost identical, and even the throttle reopening on exit appears extremely similar, a sign that the chassis balance of the two cars doesn't present radical differences. The divergence, however, emerges in the sections under full throttle . On the straights, the Mercedes gradually manages to pull away from the Ferrari, reaching top speeds of around eight to ten kilometers per hour higher . This isn't a sudden gain, but rather an advantage that grows progressively throughout the acceleration phase.
The most telling point is observed on the straight following Turn 11. Exiting the corner, the two cars accelerate at virtually the same rate, and for a few moments their speeds remain very close. Then, as the straight develops, the Mercedes continues to increase its speed while the Ferrari slowly begins to lose ground. This behavior is typical of a situation in which the electric component begins to progressively reduce its output. When the energy available in the battery decreases and the MGU-K can no longer provide its full power, the car remains powered primarily by the internal combustion engine. The Mercedes, on the other hand, seems to be able to maintain the combined thrust of the internal combustion engine and electric motor for longer. The result is visible in the delta graph: the gap between the two cars increases almost exclusively during full-throttle sections and much less during braking or cornering.
Translated into energy terms, Mercedes' advantage on the straights equates to around 45-50 kW of available power. In Formula 1, this is a huge difference.
Two motoring philosophies
According to several indications from the paddock, Mercedes has chosen a larger turbocharger , designed to prioritize efficiency and power at high revs. This choice allows the internal combustion engine to deliver very high power figures under full load, but inevitably results in a less responsive ride at low revs.
An interesting clue also came from the words of Andrea Kimi Antonelli , who during the Melbourne weekend admitted that the choice of turbocharger size may have favored Mercedes on this type of circuit. This statement, read in light of the telemetry data, seems to be confirmed by the acceleration phase and the speed reached on the straights.
To compensate for the reduced responsiveness of a larger turbocharger, the hybrid system comes into play . When the driver reopens the throttle exiting slow corners, the MGU-K can immediately provide the electric torque needed to cover the turbo's response phase. In this way, the electric component performs a function similar to that of an anti-lag system , while the turbocharger gradually enters its efficiency window at high revs. Once that operating point is reached, the internal combustion engine becomes primarily responsible for the car's thrust, helping to explain the particularly high top speeds displayed by Mercedes during the Australian weekend.
Ferrari, however, appears to have adopted a different solution , likely with a more compact turbocharger that is more responsive at low revs. This configuration offers a quicker response out of corners, but could be less efficient when the engine operates at high loads for prolonged periods. Under these conditions, the electric component is called upon to work harder during acceleration, with the risk of consuming the available energy in the battery more quickly.
Combustion efficiency
Another element that seems to distinguish the Mercedes power unit is the combustion efficiency. According to several indications coming from the paddock , the combustion chamber uses a pre-chamber ignition system capable of working with very high compression ratios for a turbocharged engine, estimated in the order of 16.3:1 when hot.
This level of thermal efficiency allows the internal combustion engine to produce more usable energy from the same amount of fuel . Part of this energy can be used to power the hybrid system, helping to keep the battery in a more favorable state of charge during the ride.
The role of software
The power unit management software also plays a fundamental role in the new regulations . Controlling the MGU-K's power delivery, the electrical energy usage strategy, and managing the battery's state of charge have become as crucial as the engine's mechanical components. And it is precisely on this front that Mercedes may have developed one of its most significant advantages.
The McLaren case
The Australian weekend offered an interesting clue in this regard. McLaren uses the same Mercedes power unit, but Norris and Piastri's cars didn't display the same superiority on the straights or the same energy stability throughout the lap.
According to some information coming from the paddock, the Woking team is reportedly using an older software specification for the hybrid management system . If this information is confirmed, it would mean that part of Mercedes' advantage could derive not only from the engine's mechanical configuration, but also from more advanced energy management of the entire system. ..."
Jean Claude Vaaldamme
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Man this is sad for F1.
A dominant car is part of F1.
But the guy nobody like having a dominant car is just sad.
Literally anyone else on the grid would be better.
We can just hope Kimi can come to the party for the rest of the year
A dominant car is part of F1.
But the guy nobody like having a dominant car is just sad.
Literally anyone else on the grid would be better.
We can just hope Kimi can come to the party for the rest of the year
Craig_
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Dts survive probably had an episode where they made George look bad, this is where Vaaldumb gets all his information from.
satanboy
Psychonaut seven
satanboy
Psychonaut seven
satanboy
Psychonaut seven
satanboy
Psychonaut seven
satanboy
Psychonaut seven
satanboy
Psychonaut seven
satanboy
Psychonaut seven
satanboy
Psychonaut seven
Qualifying Gaps visualised:
