Archive — Engines
Slow LMP1s: you asked for it
Hazel Southwell explains why hybrid technology is the future, and why reverting back to old-fashioned V8s wouldn’t solve anything, by looking at how the current LMP1 regulations are panning out.
…the privateer P1s do not go as fast because they are not as good [as the hybrids]…
When a combustion-only car storms up the Le Mans pit straight and then brakes into the curve of turn one, all the energy and fuel burnt through to accelerate turns to heat in the brakes – and is gone. When it gears up the torque to get up the hill to Dunlop, the heat the engine fires up disappears into the night as nothing, fumes out of the exhaust that don’t move the car forwards.
How F1 has changed – for better and worse – in my 300 races
I really enjoyed this look back by veteran F1 journalist Dieter Rencken, who has been covering the sport since 1997.
I was particularly struck by his observations on how the costs of running a team have evolved over that time.
[In 1997] No fewer than seven [engine manufacturers] – Ferrari, Ford, Hart, Mercedes, Mugen, Renault and Yamaha – were represented, with engines then typically costing up to $40m for a season supply. Against that, budgets peaked at around $80m, so engines accounted for 50 per cent of spend.
2018 budgets run to $300m (plus), with engines pegged at around $25m, yet team bosses complain the power units are too expensive… while kicking against budget caps!
Frederic Vasseur cancelled Sauber Honda F1 deal on first day as boss
I joined on July 17 at 9am, and the meeting [about Honda] was at 10am.
That’s what you call getting on with the job.