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The 2024 Formula One Season

K~Mag gets away with it because it's first lap. Ocon is punished because...?
... he drove into Gasly like a tit.

FWIW I thought the KMag incident was 50/50. Yes, he didn't need to stick his nose in there. But Perez saw him and still closed the gap. There was plenty of room to his left as Hulkenberg was a car length back.
 
Crikey this one is testing my resolve, I get the history, the glamour and all that... but we have several cars faster than those in front and not one of them can pass... the commentator just said it's a master class in tyre management... while I'd be the first to say that has its place if it's the 'highlight' of the 'race' a rethink is required.
That was a grim watch.

Is there some rule that stops a DRS zone from including a corner? If not, a DRS zone from the start up to Massanet would give us something to watch. They're (mostly) intelligent drivers and can figure out having to close DRS at Sainte Devote. Or not. Their choice I guess.

 
K~Mag gets away with it because it's first lap. Ocon is punished because...?
Perez ‘could' have left more room and if the video is anything to go by, definitely saw him coming. Jensen opined that he would have backed off and I’m sure it was more K-Mag's fault, but they took the view that it wasn’t completely. Presumably they thought Ocon was more at fault.
 
It comes down to the simple fact that the present generation of F1 cars are too big and monumentally unsuited to the confines of Monaco. As a long-time follower of F1 with an interest in the history of the sport, this saddens me, because Monaco is one of the great classical venues and a vital part of the sport's heritage. While all the other great traditional tracks (Nürburgring, Spa) have been drastically changed, Monaco has remained essentially the same - which is of course a part of the problem that cannot be solved without rebuilding the Principality.

As I understand it, crash protection means that the cars can't be made any shorter, but is there anything against their being made narrower, a restriction on the front and rear tracks? It probably means a fundamental suspension redesign, but I'm sure that the clever people in F1 design can do it.

Good to see a Monégasque win his home race again (Useless Information Department - last time was Louis Chiron in 1931). And Prince Albert naturally had to join the champagne spray.
 
That was a grim watch.

Is there some rule that stops a DRS zone from including a corner? If not, a DRS zone from the start up to Massanet would give us something to watch. They're (mostly) intelligent drivers and can figure out having to close DRS at Sainte Devote. Or not. Their choice I guess.
DRS has included corners on some tracks but these are generally very shallow corners only. A couple of times they have been tried on faster corners such as at the 2018 Silverstone GP where a third zone running down the straight and through the very fast first two corners was included. However two big accidents at Abbey for Grosjean and Erisson followed in practice and the race and it has never been tried again. The cars generally need that downforce on entry to the corners hence why it does not work terribly well with sharper corners. The real problem at Monaco is the size of the cars now, but that said it's always been a difficult race to pass at... 1992 always comes to mind when Mansell's much faster Williams could not get past Senna's somewhat tardy McLaren albeit a sizeable portion of that was down to Senna's genius at positioning his car.
 
The Monaco qualifying is always worth watching, but I doubt if I'll ever bother watching the race itself again, unless they do some tinkering with the rules for this particular GP.

I understand how important the event is for the whole sponsorship/wheeling and dealing/corporate hospitality bandwagon, but the race itself is a dead duck.

I quite like the idea of having two compulsory tyre changes during the race, excluding changes during a red flag stop. It would certainly introduce an element of jeopardy into the proceedings.
 
The Monaco qualifying is always worth watching, but I doubt if I'll ever bother watching the race itself again, unless they do some tinkering with the rules for this particular GP.

I understand how important the event is for the whole sponsorship/wheeling and dealing/corporate hospitality bandwagon, but the race itself is a dead duck.

I quite like the idea of having two compulsory tyre changes during the race, excluding changes during a red flag stop. It would certainly introduce an element of jeopardy into the proceedings.

Overtaking in the pit lane is not particularly exciting though. It may produce changes in the final result but that's all...
 
I quite like the idea of having two compulsory tyre changes during the race, excluding changes during a red flag stop.
A couple of compulsory tyre changes should make drivers go faster to try and get a gap to pit, thus taking away the ridiculously slow lapping to save tyres. This should, in turn, introduce an element of risk and excitement. Simple to implement as well.
 
One thing interested me today was the downhill straight between Casino and Mirabeau which has a hump on the left hand side (just below the Heineken banner). We’ve repeatedly seen the drivers swerve right to avoid this hump, makes sense as they don’t want it to destabilise the car or have to slow it down but there was at least once (I think it was Sargent) who stayed left to allow someone to pass and his car appeared to handle the hump really well. He likely backed off of course but I was surprised how well the car actually handled a piece of track the drivers almost always avoid!
Under power in racing conditions its probably not worth the risk or maybe the gain would be minimal but I think it’s the first time the hump being used!
There used to be a hump on the left side of the Hangar Straight at Silverstone, about half way along. I drove an advanced simulator years ago, and that’s when I discovered it: full power applied to those rear wheels changes everything. Sargent knew what he was doing, I should think. The throttle data would be interesting though.
 
A couple of compulsory tyre changes should make drivers go faster to try and get a gap to pit, thus taking away the ridiculously slow lapping to save tyres. This should, in turn, introduce an element of risk and excitement. Simple to implement as well.
They’re trying to reduce costs, not increase them. And in doing so, they’re realising that the so-called pinnacle of motorsport actually needs to be expensive.
 
There used to be a hump on the left side of the Hangar Straight at Silverstone, about half way along. I drove an advanced simulator years ago, and that’s when I discovered it: full power applied to those rear wheels changes everything. Sargent knew what he was doing, I should think. The throttle data would be interesting though.
SAR was 30 kph slower and had 30% less throttle opening than the likes of LEC when on the downhill straight between Casino Square and Mirabeau.
 
I may have asked this before and if I have I apologise but I understand the drs activation points but is drs controlled completely by the track? Does the driver have a drs switch that he activates but it only engages when it passes the activation point?
I can only remember once where a car had an activation issue in a race though not sure if it was an inability to deploy or if it was stuck open!
 
Crikey this one is testing my resolve, I get the history, the glamour and all that... but we have several cars faster than those in front and not one of them can pass... the commentator just said it's a master class in tyre management... while I'd be the first to say that has its place if it's the 'highlight' of the 'race' a rethink is required.
Yeah, I've longed questioned the point of continuing to race at Monaco.
 
... he drove into Gasly like a tit.

FWIW I thought the KMag incident was 50/50. Yes, he didn't need to stick his nose in there. But Perez saw him and still closed the gap. There was plenty of room to his left as Hulkenberg was a car length back.
Massive presumption. Don't know where you were watching the race but during the highlights the commentators clearly stated it isn't a place where drivers would expect someone to be attempting to get up the side of them, especially on the first lap. Most were of the opinion MAG should have backed off.
 
SAR was 30 kph slower and had 30% less throttle opening than the likes of LEC when on the downhill straight between Casino Square and Mirabeau.
What is the reason for that hump? It's always been there, so I presume there's some underlying structure there that prevents the road from being flattened.
 
Massive presumption. Don't know where you were watching the race but during the highlights the commentators clearly stated it isn't a place where drivers would expect someone to be attempting to get up the side of them, especially on the first lap. Most were of the opinion MAG should have backed off.
During the live 45m. restart break Davidson and Button were reviewing in incident and spotted Perez looking in his mirror to the right about 1 sec before the collision. Plenty of time for an F1 driver to adjust his line. Davidson asked Button if that changed his mind about blame: "yes". Although he still thought Magnusson could have backed out.

And if you think that Perez didn't have enough time to react, watch this ... https://x.com/formula_centric/status/1793997012171678187
 
I may have asked this before and if I have I apologise but I understand the drs activation points but is drs controlled completely by the track? Does the driver have a drs switch that he activates but it only engages when it passes the activation point?
I can only remember once where a car had an activation issue in a race though not sure if it was an inability to deploy or if it was stuck open!
Post #845 in the 2023 F1 thread:

In the DRS Activation Zone, if the driver is allowed to use DRS (not first 2 laps of race, not a wet race, not within 1 second of car in front etc.), then the driver needs to press the DRS button to engage it. To disengage DRS the driver can press the DRS button again, but it is easier to disengage DRS by coming off the throttle or hitting the brake pedal to enter a corner.
 


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