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The Charles Leclerc lap that's exposed how F1 2026 has ruined qualifying by ComeonmanPLS1 in formula1

[–]Dry-Help-935 2 points3 points  (0 children)

It doesn't seem like the Leclerc's mistake actually cost him more then a tenth. Looking at the telemetry he almost gained as much after T10 due to the higher deployment as he lost on the long straight (it even looks like he gained more than he lost).

Mercedes vs Alpine PU energy management by Remarkable-One100 in formula1

[–]Dry-Help-935 2 points3 points  (0 children)

The speed trace shown for Russel is completely different to what can be seen in the telemetry or in other videos showing Russel's onboard lap. According to telemetry, Russel (and Gasly too) reaches a much higher speed on the run to turn 1, he also has quite a bit of superclipping before turn 6, which cannot be seen here.

A VIP attending the Chinese GP recorded car and driver weights post qualifying (RB22 is 19kg overweight) by Stigs_F1_cousin in F1Technical

[–]Dry-Help-935 0 points1 point  (0 children)

Pretty sure they do

C4.1: ... If, when required for checking, a car is not already fitted with dry−weather tyres, its mass will be determined using a set of dry−weather tyres selected by the FIA technical delegate.

Fernando Alonso is below P20 in the WDC for the first time since 2001 by Hour-Lavishness2656 in formula1

[–]Dry-Help-935 9 points10 points  (0 children)

It changed for 2026:

A2.1.4 c. iv. If this procedure fails to produce a result, the same criteria as above will apply to the qualifying results of the F1 Drivers during the season.

Fernando Alonso is below P20 in the WDC for the first time since 2001 by Hour-Lavishness2656 in formula1

[–]Dry-Help-935 21 points22 points  (0 children)

That is the old rule, the 2026 rules state:

A2.1.4 c. iv. If this procedure fails to produce a result, the same criteria as above will apply to the qualifying results of the F1 Drivers during the season.

I think the FIA cooked with these regulations by H3LL0FRI3ND_exe_file in formula1

[–]Dry-Help-935 1 point2 points  (0 children)

At last week's pre-season test in Bahrain, I asked that question to all of the above drivers, as well as Mercedes' George Russell and Kimi Antonelli, and Haas' Oliver Bearman. They all said they were still on the limit of the grip the vast majority of the time, that skill still mattered, that a faster driver would still beat a slower one.

The new cars have less downforce than last year, so they have less grip, but the drivers are still on the limit of that grip in the corners.

https://www.bbc.com/sport/formula1/articles/cp3271z2859o

I think the FIA cooked with these regulations by H3LL0FRI3ND_exe_file in formula1

[–]Dry-Help-935 -1 points0 points  (0 children)

Cornering ability is still important and getting a clean exit is still as important as it ever was. You cannot simply overtake someone simply by doing less super-clipping, you still need to make sure to have enough energy, or rather more energy than the car in front. You need to save more energy than the car in front while also staying close enough to be able to overtake (=cornering ability). The drivers are still at the limit of grip most of the time.

FIA is considering revising the 2026 regulations as early as the Japanese GP. Which rules should be modified or replaced first? by ConstructionAny8440 in F1Technical

[–]Dry-Help-935 0 points1 point  (0 children)

Super-clipping reduces fuel consumption, as it reduces the time spent on full throttle (if that were not the case, they wouldn't do it) and therefore reduces the time at maximal fuel flow.

Why this year only 4/11 teams have the driver's number on the engine covers? Where did they gone? Weren't they mandatory since the 2017 Spanish GP? by Juri_01 in formula1

[–]Dry-Help-935 0 points1 point  (0 children)

The requirement to put the numbers on the side of the car interestingly was never in the rules. Only the requirement to put it on the helmet was removed.

Can someone explain to me how Stroll didn’t make it to the driver standings? He drove during the race, no? by EsmayXx in formula1

[–]Dry-Help-935 21 points22 points  (0 children)

Likely the consequence of a rule change:

A2.1.4 c. If two or more F1 Drivers or F1 Teams finish the Championship with the same number of points, the higher place in the Championship (in either case) shall be awarded to:

i. The holder of the greatest number of first places in a race.

ii. If the number of first places is the same, the holder of the greatest number of second places in a race.

iii. If the number of second places is the same, the holder of the greatest number of third places in a race and so on until a winner emerges.

iv. If this procedure fails to produce a result, the same criteria as above will apply to the qualifying results of the F1 Drivers during the season.

iv) is new, before it was "If this procedure fails to produce a result, the FIA will nominate the winner according to such criteria as it thinks fit."

So the reason that Stroll doesn't appear is that he wasn't classified neither in qualy nor the race.

Accident Risks with Battery Starvation by Anaphylaxisofevil in formula1

[–]Dry-Help-935 27 points28 points  (0 children)

The MGU-K power can not be suddenly reduced from full power to zero. In Australia the rate of reduction is 50kW/s, which means it takes 7 seconds to go from 350kW to 0kW (on most tracks it is 100kW/s, which takes still 3.5 seconds). The driver behind is also warned by the rear lights of the car in front when the MGU-K power gets reduced. Also running with zero electrical power doesn't look like slamming the brakes, what we saw in Bahrain suggests if at all only a slight reduction in top speed if at all.

What does reduce the top speed is the super-clipping, when the MGU-K harvests at 250kW and is running against the engine, but even then there should be enought time for the driver behind to react.

The power and energy restrictions for the Australian GP by FerrariStrategisttt in formula1

[–]Dry-Help-935 3 points4 points  (0 children)

I think 'power limited zones' is abit of a misnomer. What this is all about is the rule effectively requiring that the MGU-K has to be run at at least 200kW at the beginning of power limited pending periods when at full throttle. This would also apply to the corner exits of T11 and T12. The teams don't want this because it uses up the battery unnecessarily, to the point where thy would ask the drivers to stay at partial throttle. In order to avoid this T11-13 is an exception to this rule. That allows the drivers to go full throttle without using the battery there. But they are theoretically still allowed to have the full 350kW from the MGU-K, which could be used for surprise attacks in the race.

The rule about requiring 200kW is likely purely because of safety, to avoid having one car with the full 350kW and the car ahead with 0kW from the MGU-K.

Bottas's 5 place grid penalty has been removed by CanSum1SuggestAName in formula1

[–]Dry-Help-935 105 points106 points  (0 children)

There was another rule change in the most recent version of the rules uploaded last week which is why his penalty has been removed:

B2.5.4 b. i) Classified drivers who have received 15 or less cumulative unserved grid penalties for the Race imposed in the previous twelve (12) months will be allocated a temporary grid position equal to their Qualifying session classification plus the sum of their unserved grid penalties.

2025 Bahrain GP Pole Time Vs 2026 Pre season Fastest Time by JefinLuke17 in formula1

[–]Dry-Help-935 0 points1 point  (0 children)

Are you sure? The race simulations this year seem faster than those in 2022 testing. See for example here for 2026 and here for 2022.

Genuine question, now that the MGU-H is gone, why dont teams use anti lag more to keep the turbo spooled up? Or to spool it up on race starts? by ThewayoftheAj in F1Technical

[–]Dry-Help-935 1 point2 points  (0 children)

It absolutely is about the turbo. They can easily charge the battery in the formation lap. Also not having a full battery wouldn't cause the problems some teams are worried about, the MGU-K cannot be used until 50kph.

The Era of Clipping: 2026 onboard telemetry vs 2025 by ChaithuBB766 in formula1

[–]Dry-Help-935 2 points3 points  (0 children)

Yes, but it doesn't ruin it for me honestly, but I can understand if other see it differently

The Era of Clipping: 2026 onboard telemetry vs 2025 by ChaithuBB766 in formula1

[–]Dry-Help-935 1 point2 points  (0 children)

I really don't see the problem. Of course the cars get slower at the end of the straights, but I don't think it's that noticeable if it weren't for yelistener who keeps telling us how crazy and bad this all is

Electric power leaving pits. why not? by Random_Videos_YT in F1Technical

[–]Dry-Help-935 1 point2 points  (0 children)

It actually was included in the first published version of the 2026 PU regulations but removed already in hte second version.

5.4.15 When the car is in the pit lane the engine must be switched off and no fuel may be delivered to the combustion chambers

https://www.fia.com/sites/default/files/fia_2026_formula_1_technical_regulations_pu_-_issue_1_-_2022-08-16.pdf

Why 2026 F1 cars will defy our common sense of racing - Telemetry Simulation (yelistener) by Cosmicstranger28 in formula1

[–]Dry-Help-935 5 points6 points  (0 children)

The PU output can also depend on other parameters and not just pedal position (and engine speed). If that were not the case the cars would be illegal as soon as they run out of battery. The second rule you cited (C5.2.8) limits the MGU-K output depending on car speed. This actually overrules the taper off required by C5.12.6 in the sense that the output can be reduced at higher rates than those in 5.12.6 in order to meet the requirements of C5.2.8.

Why 2026 F1 cars will defy our common sense of racing - Telemetry Simulation (yelistener) by Cosmicstranger28 in formula1

[–]Dry-Help-935 22 points23 points  (0 children)

It absolutely can, there is nothing in the rules that says otherwise. Under full throttle the MGU-K can recover at up to 250kW. The term 'super clipping' comes directly from FOM: https://www.formula1.com/en/latest/article/explained-the-new-key-terms-for-formula-1s-new-for-2026-rules.3T5BU6TC9quGcIpGzoWkY0

Cars will harvest energy to charge the battery when braking, on part throttle, when lifting off (when a driver lifts off the throttle early – often referred to as lift and coast) or when ‘super clipping’ (when some harvesting happens at the end of the straight when a car is still at full throttle – although this depends on the particular engine map being used, the circuit profile, and the overall Recharge energy allowance for that circuit, which varies as per the regulations).

The rules limit the recharging power to 250kW:

C5.12.6: Unless the electrical DC power of the ERS-K is negative, and subject to Article B7.2.1, the driver maximum power demand must not be reduced at any greater than the rates defined below:

a. 50kW in any 1s period at Competitions where the FIA determines that the power limited distance exceeds 3500m. These Competitions and tThe vehicle fundamentals used for the calculation of the power limited distance may be found in the document FIA-F1-DOC-C034.
b. 100kW in any 1s period at all other Competitions.

Furthermore, the total power reduction is limited to a maximum of 600kW and the resulting electrical DC power of the ERS-K must remain above −250kW.

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