Formel 1 - Der Thread zum König des Motorsports

[Brod]

Überholen war schwer. Antonelli hätte denke schon schneller fahren können als Leclerc.

Geht um den Vergleich zu Max, McLaren und Rus...unterirdische Pace von Fer und Ant im Vergleich.

 

[DomSantiago]

Geht um den Vergleich zu Max, McLaren und Rus...unterirdische Pace von Fer und Ant im Vergleich.

Norris hatte das gleiche Problem. Der konnte schneller als Verstappen kam aber nicht vorbei. Russell fuhr vorne weg. Verstappen konnte auch seine Pace fahren ohne einen überholen zu müssen.
Antonelli hing lange hinter Leclerc fest.
Ferrari allerdings dieses WE das langsamste der Top Teams. Das stimmt.

 

[Con$olef@natic]

Ja, Toto hat ja gesagt, der vorteil vorne weg zu Fahren war massiv, ANT konnte ja nach dem er an LEC vorbei ist, gleich mal ne Sek pro Runde schneller fahren.

Edit:
Ich kann das mit FER Lasagne Platten Bremsen von Barilla, immer noch nicht glauben

 

[Haus]

Der alte Hamilton ist so langsam zurück. Letztes Rennwochenende war nicht schlecht und dieses ebenfalls nicht. Das Ergebnis zeigt es zwar nicht, weil die Bremsen am Ende aufgegeben haben, aber er kann mit seinen Fortschritten happy sein (klar, sie sind viel zu spät eingetreten, aber immerhin). Wenn er noch ein oder zwei Zehntel findet, dann ist er mind. auf Leclerc-Niveau und das in dem Alter ist schon sehr stark.

Zu Ferrari fällt einem allerdings weiterhin nicht viel ein. Man scheint immer noch ein Problem damit zu haben das Auto richtig tief fahren zu können, man musste wieder mal ab Runde zwei oder drei die Bremsen schonen und dann sagt man Hamilton ernsthaft, dass er nicht abkürzen soll. Hamilton hat sich sicherlich nicht ausgesucht, dass die Bremsen aufgeben.

Russell ist heute außerdem wieder mal richtig gut gefahren. Der würde im McLaren locker Weltmeister werden (Verstappen natürlich genauso). So langsam ist es schon etwas besorgniserregend was die beiden McLaren-Fahrer vollbringen. Die können es doch nicht wirklich noch versauen, oder?

 

[Con$olef@natic]

Das mit dem Bremsen schonen wird HAM leider jedes Rennen gesagt, aber so ist er nun mal 7 mal WM geworden, dieser aggressive driving style bei den Bremspunkten, hat ihm seit der Karting Zeit zu dem gemacht was er ist und wie peinlich ist es, dass ein FER das nicht aushalten kann
Wie bitte will man dann von HAM 100% abrufen, wenn der Wagen nach 10 Runden Hammertime auseinander fliegt Die memes darüber im Netz sind auch lustig.
Aber ey, sie haben es immerhin nach mehr wie einer halben Saison hinbekommen, das HAM wenigstens wieder spät bremsen kann und das Auto einigermaßen in die kurven werfen, ohne das er total unstabil auf dem heck wird
2026 dann bitte keine Lasagnen-Platten Bremsen und vielleicht wird es noch was

 

[Brod]

Was ich mich da bei Ferrari eher frage ist, warum man da in der Vergangenheit so schnell manch Mann/Teamchef abgesägt hat, während man ausgerechnet jetzt, wo es nicht läuft, auf Stabilität setzt. Hamilton holen, Vasseur hinsetzen und man ist schlicht und ergreifend einfach 4. Kraft. Kein einziges Rennwochenende mit 30 Punkten oder mehr.....Respekt.
Ich weiß noch wie ich als Alonso-Fan selbst über ein Auto wie 2010 enttäuscht war und wie das auch so gesehen wurde.....und die Karren von 2011 (gut...das Auto war ohne BF wie wir gesehen haben, maybe sogar das beste im Feld) bis 2014 waren absolute Katastrophen und wurden öffentlich vernichtend bewertet, genauso wie Dome, Costa und Tombazis....und für was? Dass man nach der Alonso-Ära zu einem Loserteam wurde wenn man nicht beschissen hat. Das tut schon weh.

 

[Haus]

Ich verstehe das auch nicht, zumal ich mir gut vorstellen kann, dass Ferrari kommende Saison nicht wirklich besser dastehen wird. Ferrari macht eben Ferrari-Dinge.

 

[Brod]

Ich verstehe das auch nicht, zumal ich mir gut vorstellen kann, dass Ferrari kommende Saison nicht wirklich besser dastehen wird. Ferrari macht eben Ferrari-Dinge.

Naja, mit Vasseur ja nicht...davor mit Allison auch nicht...und es hat alles aber auch nicht funktioniert. Ich meine...irgendwo finde ich Stabilität ja scho nmal gut bei Ferrari, aber man fragt sich warum man gerade jetzt damit anfängt.

Aber kA....F1 ist verrückt...maybe ist man 26 dominant. Es geht zwar jeder davon aus, dass Merc den besten Motor baut, aber konkrete Gerüchte wie 2014 hat man dieses Mal nicht....maybe wird es ja wirklich wild nächstes jahr.

 

[DarthGogeta]

https://www.reddit.com/r/formula1/comments/1nzrgk4/lewis_hamilton_via_ig_stories_18_years_of_poking

 

[Con$olef@natic]

https://www.reddit.com/r/formula1/comments/1o0b3o8/ferrari_chaos_tensions_excuses_behind_the_scenes

MODENA - A dense cold has descended on the Ferrari people, like a long, slow eclipse with no apparent end in sight. They will come out of it sooner or later, but when? And above all, how?

Things were better when they were worse, my dear lady, when there was someone who kept saying: we must understand. Because the approach to the problem, or problems, was straightforward: identification, understanding, correction.

Today, problems are not discovered one by one: they come thick and fast. And the trend is exactly the opposite of a year ago: the development of the car has not been a strong point for Maranello, but the exposed root that has repeatedly tripped them up. The fruit of the work of hyper-specialist Loic Serra has not been forthcoming.

Ferrari, a sharp decline in performance

As the season progressed, first with the rule against front wing flexing (which Mercedes managed to get around very well, as we saw in Singapore) and then with the rear suspension of the SF-25 revised after months of work, the performance of the Reds deteriorated. The curve has taken a nosedive - a sad coincidence - since Fred Vasseur's contract was extended for another three years: that was on 31 July, and since then there have been five races, whose separate rankings speak for themselves. Ferrari, with only 50 points (10 per GP), olapped by McLaren (134), Mercedes (105) and almost by Red Bull (98), has not performed much better than Williams, Aston Martin and Racing Bulls.

Ferrari, the latest headache

Overheating brakes and constant recommendations to drivers to slow down to cool them down were just the latest technical headache for a car that lacks aerodynamic downforce and has to drive low to the ground to go fast, but not too low, otherwise it ends up disqualified, as in China. What is disturbing is the perception of a team in which nothing works anymore: Leclerc points the finger at the car, Hamilton at the team (division of departments, procedures, working protocols). The engineers are struggling, and Vasseur has reached his sixth month of excuses: among the usual references to “good race pace”, “untapped potential” and “failure to execute”, on Sunday he said that “Lewis was fantastic but pushed so hard that he overheated the brakes”. In short, Ferrari's bug seems to be an excess of perfection, already mentioned after the double disqualification in Shanghai.

Tense atmosphere in Maranello, tensions in the pits

All this further ruins the atmosphere within the team, with new tensions emerging. On Saturday after qualifying, the tone between Vasseur and a senior technician became heated in a very tense discussion: sources in Maranello suggest that the other party was Matteo Togninalli, the highly capable head of track engineering.

Among the technicians themselves, there are those who are angry with Leclerc for his uncompromising criticism of the car and how it is managed. Charles was blunt on Sunday night: ‘Mercedes has made great strides forward, as Red Bull did a few races ago, but we haven't. It's difficult in these conditions to be optimistic and think that the situation can change in the last few GPs.’

Ferrari, the new technical cycle

Now, his entourage is hinting at a desire to shift the focus of major decisions from the heart to the head: the new technical cycle that is coming cannot be wasted, so talks are underway with several teams with a view to 2027, as the driver cannot compromise his entire career for the sake of the Scuderia. The choices will only mature in 2026, and this applies to all drivers, who want to see the validity of the new projects before deciding on the direction of their future. The possible market variations today form a dense network, at the centre of which are Mercedes - said to have a big advantage in the design of the new engine - and its customer McLaren.

The frightening thing is that, amid all this technical confusion, in Maranello, this group with these ideas, in this gloomy and tense climate, with this team principal, is designing the car that will decide the fate of Ferrari for the next five years.

 

[Fanti]

Maranello soll wohl der Laden heute brennen. Angeblich sind Ferrari Chairman Elkann und CEO Vigna heute nach Maranello zum Krisengespräch gereist!
Angeblich hegt die Technikabteilung auch einen Groll gegen Leclerc, wegen seiner Kritik am Auto und wie er damit fährt oder nicht fährt.
Da scheinen die besten Zeiten auch vorbei zu sein!

Stand heute würde ich kein Geld drauf wetten, das alle zum Saisonstart 2026 in der gleichen Funktion und Konstellation dabei sind! Wir wissen alle das Verträge in der Formel 1 fast nichts bedeuteten und am Ende nur das Geld und der Erfolg spricht.

 

[DarthGogeta]

Ja aber wie wir von Haus wissen ist Ham das Problem.

 

[LoLsh0ckx]

Apple's F1 streaming deal may be on the final lap​

https://appleinsider.com/articles/25/10/07/apples-f1-streaming-deal-may-be-on-the-final-lap

 

[DomSantiago]

Apple's F1 streaming deal may be on the final lap​

https://appleinsider.com/articles/25/10/07/apples-f1-streaming-deal-may-be-on-the-final-lap

Betrifft uns allerdings nicht. In Deutschland zum Beispiel hat Sky Exklusivrechte.

 

[Con$olef@natic]

https://www.reddit.com/r/formula1/comments/1o5fbn8/ferrari_the_technical_gray_areas_that_turned_red

Part 1:

Ferrari’s Five Years on the Edge — From Secret Deals to Failing Brakes

The brakes are only the latest example: since 2020, Ferrari has been in a constant state of catch-up, chasing performance through borderline solutions that come with unsustainable risks.

It all began in February 2020. The COVID pandemic had just broken out in Italy, and winter testing in Barcelona had come to an end. Ferrari’s mechanics and engineers looked tense throughout the two weeks, giving the impression that the SF1000 was suffering from serious problems — most likely aerodynamic. After the previous year’s SF90 (a rocket on the straights but lacking downforce), Ferrari had made a dramatic shift in design.

When asked if the car had indeed gained downforce, Sebastian Vettel simply replied “yes.” Data showed a marked loss of top-end speed. The most plausible theory forming in the paddock was that Ferrari had gained downforce, but in a highly inefficient way.

And then, just as the crates were being loaded in the Montmeló paddock, the FIA website suddenly published an announcement: what would become known as the infamous secret agreement between Ferrari and the federation regarding the use of the 2019 power unit.

More than five years later, the terms of that deal remain unknown — but the results that followed spoke volumes. Both the SF1000 and its successor, the SF21, showed a clear power deficit compared to the competition. It was effectively confirmation that Ferrari had agreed not to use a certain technique or technology that had previously given it a performance advantage in how it exploited the hybrid power unit.

The most surprising part wasn’t that such an agreement had been made, but that once Ferrari removed the system or technology in question, the team didn’t just fall back to the level of its rivals — it fell far below them. That fueled speculation that the deal had even been punitive. Whatever the device or method was, it clearly didn’t just provide extra horsepower — it seemed to have been an integral part of Ferrari’s baseline performance.

⸻

TD39 and the Flexibility of the Floor Plank

After two seasons in limbo came 2022, bringing the long-awaited overhaul of aerodynamic regulations and the debut of the new ground-effect cars. Ferrari launched the F1-75, and the season started brilliantly: the car had downforce, driveability, power, and a broad setup window. Charles Leclerc led the championship early on and went head-to-head with Max Verstappen through the middle phase of the season.

But then the competitive balance began to shift. Several teams, most notably Mercedes, complained about the violent porpoising effect of the new designs.

At the end of June, the FIA issued the now-famous Technical Directive 039 (TD39). Beyond addressing the porpoising metric, the directive also closed a grey area concerning the flexibility of the floor plank. It came into effect at the Belgian Grand Prix, and immediately Ferrari’s team radio chatter (especially between Sainz and engineer Adami) focused on managing plank wear over the bumps at Eau Rouge and at the end of the Kemmel straight.

Ferrari still looked competitive in France and Hungary — despite driver and pit wall errors — but from Belgium onwards, the story changed completely. Ferrari’s form collapsed. Red Bull won every race until Abu Dhabi, except for Russell’s victory for Mercedes in Brazil.

Many blamed politics, aerodynamics, or the porpoising issue, but the real question lingered: how much of Ferrari’s performance had depended on that grey area which the directive had just shut down? Because once it was gone, so was Ferrari’s pace.

Part 2:

2024: The Year of the Brakes

Fast-forward to 2024 and the Bahrain Grand Prix. Leclerc was fighting for a podium but soon found himself in trouble. Something was wrong with his SF-24 — the brakes. Team radio revealed an abnormal temperature difference between the front discs, which the driver couldn’t fix despite constant adjustments and lift-and-coast driving. Every time Leclerc hit the brakes hard, the steering wheel pulled violently to one side, forcing him to slow down. It was a bizarre failure that few could explain.

That summer, the FIA released a clarification explicitly banning any braking system that could cause asymmetric braking on the cars. The paddock rumour suggested the clarification was aimed at Red Bull, but questions lingered over what had happened to Ferrari’s No.16 in Bahrain.

From that point, Ferrari’s braking system became a sensitive topic. While Brembo supplies Ferrari with components and technology, the design, cooling, and potential reuse of heat generated by the brakes are entirely the team’s responsibility.

From 2024 onwards, the concept of lift and coast began appearing more frequently in Ferrari’s team radio communications. At the Spanish Grand Prix this season, Leclerc was repeatedly asked to do heavy lift and coast towards the end of the race — likely to protect the floor. After the race, the FIA “pulled” the Monegasque’s car for a detailed inspection to check for any form of asymmetric braking system.

For two seasons now, the brakes have been an increasingly critical issue for the cars from Maranello — something Lewis Hamilton immediately complained about upon joining the team. The impression is that Vasseur’s engineers have tried a drastic solution to Ferrari’s chronic tyre-warming problem by redirecting much of the brake heat towards the tyres. That may help the rubber, but it sacrifices brake cooling — forcing drivers to manage temperatures obsessively in heavy-braking races.

At the most recent Singapore Grand Prix, that issue reached its breaking point. Pirelli’s hard compounds were difficult to heat, especially on the front axle, on a circuit where qualifying is half the battle. Ferrari chose to under-cool the brakes to warm the tyres faster in qualifying — but the trade-off in the race was disastrous. Leclerc was forced to do extreme lift-and-coast all race long, with renewed reports of uneven brake temperatures, and even that didn’t prevent a late-race collapse. Meanwhile, Hamilton’s few aggressive laps ended with his front brakes destroyed and sparking. Once again, it looked like Ferrari had pushed a concept to the extreme.

⸻

Las Vegas 2024: New Directive, Old Frustration

We also can’t forget Fred Vasseur’s angry outburst at the Las Vegas Grand Prix last season. A new FIA technical directive had just been issued, banning protective layers that reduced plank wear — a rule that would also affect the 2025 cars, even though their designs were already finalized. That, reportedly, was the source of Vasseur’s visible fury.

While there’s no confirmation that this had a direct impact on the SF-25, it’s hard not to suspect that Ferrari once again pushed a concept to its limits — designing a car intended to run lower than realistically possible, leading to excessive plank wear and even the risk of disqualification, as seen at the Chinese Grand Prix. If true, it would mean a single closed grey area could once again undermine the car’s entire competitiveness.

⸻

Constant Pressure and the Race Against Time

Before drawing any conclusions — which remain hypothetical, since this is a reconstruction — one must note that Ferrari’s rivals also exploit grey areas in the regulations. These are often shut down mid-season, as with Red Bull’s ride-height lever, or the following year, like Mercedes’ DAS, or the ban on wheel-temperature manipulation devices, a loophole McLaren may have used this season.

That said, there’s a sense that the FIA watches Ferrari more closely than anyone else. Little seems to escape scrutiny of what’s devised inside Maranello’s GES headquarters. And given the history, that may not be entirely unjustified.

Yet the deeper issue connecting all these cases seems clear: at Ferrari, a disproportionate share of performance appears to depend on exploiting regulatory grey zones. When Mercedes lost DAS, they kept winning. When Red Bull’s alleged ride-height trick was outlawed, they remained competitive to the end. Those teams had strong technical foundations — the grey areas merely added extra performance.

At Ferrari, it’s the opposite: these borderline solutions aren’t the icing on the cake — they’re the cake itself. When they’re banned or fail to work properly, the team’s whole performance collapses.

This mindset seems to stem from the constant pressure at Maranello to deliver results quickly, even while facing a technical and technological deficit in key areas — such as composite flexibility and aerodynamic efficiency. It’s a relentless chase driven by urgency, leading to extreme experiments that rarely yield sustainable success and hinder true, organic growth of the engineering department.

The task ahead for Ferrari is monumental: to grow technically and structurally, strengthening its people, processes, and technology to build cars that are solid from the ground up. Whether Fred Vasseur is the right person to lead that effort — the only realistic path to long-term success, as McLaren has shown — or whether Ferrari’s management will again look elsewhere, is something we’ll likely find out soon.

 

[LoLsh0ckx]

Apple is the exclusive new broadcast partner for Formula 1® in the U.S.​

Apple is the exclusive new broadcast partner for Formula 1® in the U.S.

Apple and Formula 1 announced a five-year partnership that will bring all F1 races exclusively to Apple TV in the United States beginning next year.

www.apple.com

 

[Haus]

Die dürfen gerne die Rechte demnächst auch in Deutschland übernehmen.

 

[Brod]

Oder auch nicht....ist alles nur ein Clusterfuck inkl. internationaler Regie....Singapur Grand Prix war eine mittelschwere Katastrophe. TV-Übertragung ist neben Stewarding und Strafensystem doch die größte Krankheit von dem Sport. In 5 Jahren dann Drive to Survive noch dramatischer unter neuem Namen bei Apple oder wie?

Ganz ehrlich...wie man von Balestre, Ecclestone und Mosley zu der Scheiße gelangen konnte.....inkl. zu dem Abfuck an FIA-Präsidentenwahl....beweist nur dass es immer noch schlechter geht.

 

[Falconion]

Wow, da hat Nico mal einen rausgehauen.

 

[Brod]

Hülk und Alo stark...mag bekanntlich beide...aber...das Format mit dem Sprint ist lächerliche Scheiße. Interessiert halt null.