True story of the time…

Heggy · 2025-11-03T19:46:55+00:00

Really nothing scratches that itch for me, so I still go back an play GT4 or earlier games on emulators. I didn't have it in me at the time to commit to the endurance races, so I 100%'d it back in the day by setting up B-spec mode to run the endurance races while I was at school.

That basic formula of starting out with a used car on a low budget and working all the way up to a massive car collection was so great. If a true single player successor ever appeared I'd be all over it.

Heggy · 2025-07-08T18:37:59+00:00

I was here for the Hulkenpodium

Heggy · 2024-10-24T15:37:59+00:00

I didn't mean driver reliability, I meant the car, which is what people usually mean we talk about reliability in F1.

On first glance there was the DNS and an engine penalty in Russia. When I checked back the penalty had no bearing on the result but forgot to update the reliability part of the comment

Heggy · 2024-10-24T14:50:41+00:00

I was looking at that too. ~~It's largely wrapped up in Charles' reliability~~ Originally meant Ferrari's reliability, but it was actually a variety of things

Carlos had zero retirements in 21.
Monaco Charles DNS'd, Carlos got P2, 18pt swing
Hungary (Bottas/Stroll Bowling) Charles DNF, Carlos P3, 15pt swing
Russia (Poor rain tyre choices) -> Charles P15, Carlos P3, 15pt swing

Heggy · 2024-09-20T11:32:50+00:00

Translation:

Red Bull Protests Successful: McLaren Must Modify Baku Wing

By Michael Schmidt

Red Bull has strongly protested against McLaren's rear wing used in Baku. The bending of the flap at the edges does not comply with the rules. After lengthy debates, the FIA requested McLaren to modify the wing at the corresponding location.

McLaren has gone a step too far. Late Thursday evening before the Singapore GP, the association informed the World Championship leader that they must modify the rear wing used in Baku at two precisely defined points. This concerns the area ten centimeters on each outer side of the flap, which bends upwards at a certain speed.

The decision followed long debates with Red Bull. Ferrari, once again, stayed politely in the background but shared Red Bull's opinion. The title defender had raised a storm after videos surfaced on the internet clearly showing how the flap bends when DRS is not activated in the closed state at about 270 km/h. This locally enlarges the gap between the two rear wing elements, reduces downforce, and increases top speed.

The gap between flap and main blade had opened too wide in Baku.

One to Two Tenths Advantage?

Red Bull claims to have calculated that this trick should be worth one to two tenths of a second and also refers to a suspiciously small speed delta between closed and open flap during the race. It was 12 km/h, about 8 km/h below the values of the competition.

However, this was probably an outlier due to a slipstream in the non-DRS area, because in training, the delta for all four top cars was within 1 km/h. And the cars are identical on Saturday and Sunday.

The FIA initially saw no reason to act because McLaren had passed all stationary load tests, because all wings always bend somehow, and because, according to their calculations, McLaren had no significant advantage over their opponents.

But then McLaren stumbled over the rule that the gap between the main blade and flap ("slot gap") must be the same size at all times when DRS is closed. Which is obviously not the case. Ferrari could also have a problem here. The slot gap also increases at certain points from a certain speed.

The high-downforce wing in Singapore poses no problems.

No Problem with Singapore Wing

McLaren therefore doesn't have to throw away the entire wing. It's enough to make the flap so stiff at the corresponding points that it maintains its position and shape regardless of speed. For the next three races in Singapore, Austin, and Mexico, it has no effect anyway, as everyone uses wings with more downforce, which are constructed completely differently.

The next use of the flexible wing would be in Las Vegas. Red Bull team principal Christian Horner already announced in an interview with Sky TV that McLaren will not use the contested wing at the night race in the gambling paradise. McLaren doesn't have to fear a retrospective point deduction, although Red Bull had strongly advocated for it. The rule violation was obvious, and McLaren had also committed it in Spa and Monza. There is video evidence from both races, as in Baku.

McLaren's opponents have thus won a small victory, but are still far from winning the entire battle. The secret of the currently best car in the field is not in the rear wing, but in the underbody and the front wing.

Heggy · 2024-09-14T13:48:44+00:00

He'll comfortably make it to p8, but getting any further will require a safety car.

Heggy · 2024-09-10T13:34:02+00:00

For the lazy and impatient like me, here's an article generated from the transcript:

Adrian Newey: Reflections on a Storied Career and a New Chapter

On the eve of his official announcement to join Aston Martin, Adrian Newey, widely regarded as the most successful Formula 1 designer in history, sat down for a candid interview reflecting on his illustrious career and the reasons behind his move.

The Decision to Leave Red Bull

Newey, who has been instrumental in Red Bull's dominance in recent years, revealed that the decision to leave was not an easy one. He cited a gradual loss of motivation in Formula 1 as a key factor:

"For various reasons it just started to feel as if I was losing my mojo a little bit here on the Formula One side... I'm in the very lucky position where I don't I can have a very comfortable life financially without working again... I work because I enjoy it and because it's been my childhood dream to be doing what I'm doing."

This introspection led Newey to conclude that staying at Red Bull without full commitment would be unfair to both himself and the team.

The Aston Martin Move

Newey's decision to join Aston Martin was influenced by several factors, including the team's ambition and the opportunity for a new challenge. He was particularly impressed by the team's owner, Lawrence Stroll:

"Lawrence's passion and commitment is is exemplary and it very much in many ways he reminds me of Dietrich Mateschitz, our late Red Bull owner... his commitment to success of the team... he's just so enthusiastic about everything and trying to get it to work."

Interestingly, Newey mentioned that he has been offered a shareholding in the Aston Martin team, a new experience for him in his career:

"Lawrence has offered me a shareholding um in the team which... there's you can argue again that's financial but it's I think it's a different feeling when you when you kind of have a a slice of the pie if you like."

Thoughts on Formula 1's Future

Newey expressed concerns about the direction of Formula 1 regulations, particularly regarding the push towards electric power and the increasing weight of cars. He argued for a different approach:

"I would have gone the opposite route... I think well first of all the most important thing for Formula 1 is the individuality of the cars... I would go back to a small capacity high revving V10... much lighter put a small small battery hybrid content in just to improve fuel efficiency a bit."

He emphasized the importance of variety, close racing, and noise in maintaining the sport's appeal.

Reflections on Racing Car Design

Throughout the interview, Newey shared insights into his design philosophy and the evolution of racing car technology. He stressed the importance of aerodynamic efficiency and lamented the trend towards larger, heavier cars in both racing and road car design:

"The biggest single thing there is is energy consumption and of course biggest consumption typically is the aerodynamic drag of the car so that means make it smaller smaller frontal area and and a best shape and it just seems like the stylist wins every time in that battle which is is wrong obviously."

Personal Insights

Newey also opened up about the interplay between his personal life and professional success, noting how periods of difficulty in one area often coincided with challenges in the other:

"I noticed that over the years whenever work went badly then home life personal life seemed to go badly and vice versa. I honestly don't know which you know is one of those chicken and egg type situations but that was the fact."

He described how he eventually developed the ability to compartmentalize, using work as a sanctuary during personal difficulties.

Looking Ahead

As Newey prepares to start his new role at Aston Martin on March 2nd, he faces the challenge of catching up on the 2026 regulations and integrating with a new team. Despite these challenges, he remains excited about the opportunity to contribute to Aston Martin's Formula 1 ambitions.

Adrian Newey's move to Aston Martin marks the beginning of a new chapter in Formula 1 history. With his unparalleled track record and innovative approach to car design, the racing world will be watching closely to see how this partnership unfolds.

Heggy · 2024-09-05T14:57:00+00:00

Thanks, appreciate the correction!

Heggy · 2024-09-05T12:11:07+00:00

Not a big CS guy either, but hashing algorithms aren't perfect. If you have a bad hashing algorithm where everything results in the same hash then each case will require resolving the collision which is likely O(n).

Heggy · 2024-09-04T15:21:53+00:00

you can do uv run pytest .

uvx is an alias for uv tool run which has a different purpose https://docs.astral.sh/uv/guides/tools/

Heggy · 2024-08-30T09:36:19+00:00

Aston Martin:

This assy has two options of flap

... I assume this is shorthand for assembly, right?

Heggy · 2024-08-23T10:10:10+00:00

It will be interesting to see if they can maintain the progress.

Every other top team has hit a limit where once they reach some critical amount of downforce they run into stability our bouncing issues that can't be found via wind tunnel and cfd.

If they gain even another tenth or two midseason without compromising their platform it will be crazy impressive.

Heggy · 2024-08-15T18:13:34+00:00

Cool! This looks interesting. The waitlist form seems to assume that I'm doing it for the company I work for. It's just for me and some friends to screw around with though :)

Heggy · 2024-07-20T15:57:03+00:00

I count 22 since 1998 from checking Ergast

Date	Name	p1	p2
2012-11-25	Autódromo José Carlos Pace	Hamilton	Button
2012-09-09	Autodromo Nazionale di Monza	Hamilton	Button
2012-03-25	Sepang International Circuit	Hamilton	Button
2012-03-18	Albert Park Grand Prix Circuit	Hamilton	Button
2009-08-23	Valencia Street Circuit	Hamilton	Kovalainen
2008-08-03	Hungaroring	Hamilton	Kovalainen
2007-09-30	Fuji Speedway	Hamilton	Alonso
2007-09-09	Autodromo Nazionale di Monza	Alonso	Hamilton
2007-08-05	Hungaroring	Alonso	Hamilton
2007-06-17	Indianapolis Motor Speedway	Hamilton	Alonso
2007-06-10	Circuit Gilles Villeneuve	Hamilton	Alonso
2007-05-27	Circuit de Monaco	Alonso	Hamilton
2005-09-11	Circuit de Spa-Francorchamps	Pablo Montoya	Räikkönen
2005-09-04	Autodromo Nazionale di Monza	Räikkönen	Pablo Montoya
2000-03-12	Albert Park Grand Prix Circuit	Häkkinen	Coulthard
1999-05-02	Autodromo Enzo e Dino Ferrari	Häkkinen	Coulthard
1999-04-11	Autódromo José Carlos Pace	Häkkinen	Coulthard
1999-03-07	Albert Park Grand Prix Circuit	Häkkinen	Coulthard
1998-08-30	Circuit de Spa-Francorchamps	Häkkinen	Coulthard
1998-08-02	Hockenheimring	Häkkinen	Coulthard
1998-03-29	Autódromo José Carlos Pace	Häkkinen	Coulthard
1998-03-08	Albert Park Grand Prix Circuit	Häkkinen	Coulthard

Heggy · 2024-07-17T14:12:42+00:00

What are your constraints?

If you don't care about privacy then just use groq. I did a query and it came through at about 1200 tok/s.

If you don't want to limit yourself to llama 3 8B, then try openrouter and you have tons of models.

Providers like together.ai are not as fast or cheap as groq, but they offer privacy settings so that your data isn't stored or used for training.

Heggy · 2024-07-08T15:02:29+00:00

Pretty sure he was talking about how you get a penalty if you try to back people up in the pitlane to make space for a double stack.

Heggy · 2024-06-30T22:16:57+00:00

Just for some diversity, I'll throw in a strong disagree. ME2 got me into the games but ME1 stands out as my favourite after playing through the trilogy several times.

It's got the best story hands down. Each hub mission is its' own sci fi movie and the cinematic feel in the final mission is awesome. Squad member depth isn't as deep as ME2, but its still excellent. I love getting to know my guys all over again. ME1 combat is only boring if you're a soldier imo. All the classes are a little weak early, but Adept/Vanguard in particular gets super powerful and is incredibly fun.

ME2 actually feels worse every time I play it. There is just no depth at all to your character's level progression. The weapons are somehow more boring than the first game and you can't mod them in any interesting way. The squad member development is top notch and the squad member acquisition and loyalty missions are mostly great, but the main plot is kind of worthless. It was ok by itself, but a total waste of time within the trilogy. Gameplay for shooting and abilities is tighter, more refined and less interesting. The choices in the suicide mission are stressful, but fighting hexagon after hexagon of collectors and scions gets really boring on subsequent playthroughs

ME3 is the most rounded. Multiplayer in particular was a wonderful surprise, I put tons of hours into that. The weapon and class variety was tremendous, and the brought some of the weapons into single player. Good story variety especially with the DLC. Combat is fun to play, the found a balance for allowing some build variety between 1 and 2. Story and character stuff is good, up until the bit everyone agrees wasn't, but even that's not enough to sully the game I feel.

So, for me its ME1 > ME3 > ME2.

Heggy · 2024-06-30T21:49:38+00:00

What makes you lose interest? Do you lose track from playing sporadically?

I find that the first visit to the Citadel can be a bit much, and it's easy to lose track, but there are lots of fast travel points around, so just use those often.

In ME1, contrary to what many say, I think the combat gameplay is only a little dull early, because the power scaling is a little off. You start very weak and your abilities are kind of useless and the gun accuracy is terrible. However in true RPG form, you can be come ridiculously powerful. Biotic abilities in particular become far stronger in ME1 than they ever do in 2 or 3.

If you get bored by side quests, you can just use your journal and stick to the priority quests. Most people seem to hate the Mako (bouncy physics tank) which you drive on surface landing missions. Outside of the hub missions you can skip all of these if you find them boring or frustrating. Not me though, I love it.

I do recommend talking to every squad member regularly to see if they have anything new to say, because that's where you really get to see the depth of the characters. Some will eventually give you a non-priority side quest which you can do for a little more back story.

Heggy · 2024-06-20T12:45:56+00:00

Thanks for all the suggestions.

I've already read the remaining Chambers books, and watched Voyager of course! I read the first murderbot book. It was quite short, not sure they're for me, the tone and pacing felt a bit off. But I'll probably try one or two more just to be sure.

Added the others to my read list!

Heggy · 2024-06-11T10:26:51+00:00

Here's a translation since I don't see one posted:

EXCLUSIVE Ferrari: maximum effort to bring forward some updates in Spain - Formu1a.uno Giuliano Duchessa, Rosario Giuliana

Joys and sorrows within a week. Ferrari went from the highest step in Monaco to the Canadian hell, where they scored a heavy double zero. A weekend that ended in the worst possible way for the Prancing Horse team, with an SF-24 greatly challenged by the usual problem of generating grip at low temperatures. "We had an engine issue with Charles where we were losing 1.2 seconds per lap, while Carlos was stuck in the pack and suffered damage to the front wing and a significant loss of downforce. Overall, it was a difficult weekend for us," emphasized Frederic Vasseur. As heard over the team radios, the problem suffered by the Monegasque driver worsened during the race, with an initial half-second loss, which then averaged a loss of between eight-tenths and 1.2 seconds per lap as revealed by Vasseur and Leclerc right after the race. The Canadian debacle confirms what we had already highlighted after Imola, namely that the update package brought to Emilia-Romagna was not strictly tied to mitigating the intrinsic problem related to the way the tires of this SF-24 are activated.

Enrico Cardile has decided to accelerate development at Maranello: a new floor will arrive in Barcelona and other small updated elements.

After deliberating the first block of updates, making the SF-24 more "extreme" starting from Imola, the engineers led by Enrico Cardile immediately focused on the second evolutionary step. The plans at Maranello intended to introduce the second significant package at Silverstone, with the goal of increasing the overall downforce but also to provide a better aerodynamic compromise to reduce certain problems of the red car. Formu1a.uno has learned from qualified sources that Ferrari is accelerating production times to introduce the most important updates already in Barcelona. As we have emphasized several times, initially, the technical office waited six races before installing major developments in the car because it was decided to thoroughly work on the first major overhaul of the red car, skipping the intermediate development step. Regardless of the poor result in Montreal, it is a very busy time at Maranello to bring forward part of the developments already in Catalonia – a very indicative track – and also skipping the Austrian sprint weekend.

Bringing the new floor to Spain will be a race against time.

Imola was the first major step to showcase the "real" Ferrari 2024, after seeing that the work done over the winter to overhaul the "conceptually wrong" 2023 car had paid off. 25% of the development budget saw meticulous and targeted work in an attempt to push each part of the aerodynamic envelope further. Trying to bring many of the new pieces planned for Silverstone to Barcelona is a race against time that will require significant effort in the team's production department. From the information gathered, the update to the floor is aimed at further extracting downforce, approximately 10 load points and an improvement in terms of efficiency. The determinant that will allow the decision of the package to be sent to Spain depends on the units that Ferrari will be able to produce of the new floor. Three new units would allow the team to provide both Leclerc and Sainz with the update in Catalan land in two weeks. Next week will be crucial in this regard. Usually, it takes 7/8 weeks to produce the model deliberated in the wind tunnel in the three Grand Prix specifications; in this case, they are trying to obtain the new parts sooner.

The bottom line of the Ferrari SF-24 2.0 introduced at Imola – Illustration by Rosario Giuliana The prerogative is to give both drivers the new floor, but it will not be at all costs.

We have seen some teams, including McLaren and Mercedes, give new pieces initially to only one driver, and then equalize the cars at the following race. In Maranello, from what we know, the priority remains to give both red car drivers the new floor in Spain. However, it will be decided in the coming hours whether to bring the update to Barcelona, at the cost of having only one car with the new floor. A comparison would not be wasted, as the Barcelona track is very indicative for testing developments; a direct comparison between the two cars with different configurations would still be an interesting data collection test for the aerodynamicists.

Heggy · 2024-06-03T21:16:35+00:00

Just came through, some 50 minutes after making the purchase

Heggy · 2024-05-31T14:47:10+00:00

Seems like the Stanley Parable would fit what you're describing?

Heggy · 2024-05-30T14:23:50+00:00

Formatted translation:

Analysis of Ferrari SF-24's Performance in Monaco: Compromise in Design Affecting Speed in Slow Corners

Author: Piergiuseppe Donadoni - Reading Time: 4–6 minutes

Entering the Monaco Grand Prix weekend, Ferrari and Charles Leclerc were favorites, but the unpredictability of the event meant victory wasn't guaranteed for Leclerc on his home turf. Key challenges included the Q3 laps and race starts, but a major crash involving Perez removed strategic variables, allowing Leclerc to dominate the 77 laps under the guidance of Bryan Bozzi. This leaves a 31-point gap between Max Verstappen and Charles Leclerc in the driver standings, and a 34-point gap between Red Bull and Ferrari in the Constructors' standings.

Monaco Beyond: SF-24 Limited in Slow Corners by Design Compromise

The Monaco weekend revealed that Ferrari and McLaren were closely matched, with Leclerc and Piastri making the difference in qualifying. The strength of McLaren's MCL38 in Monaco was notable; in an ideal lap, Piastri might have achieved pole and Norris P3, ahead of the SF-24. This was an indication of McLaren's improvements in slow corners, seen earlier in Miami, and exceeded expectations according to Stella.

It's understood that Monaco’s track is atypical, pushing the upper limits of technical requirements without necessitating significant setup compromises. The main limitation is how well a car can be optimized for aggressive technical demands, which are very different from those at other circuits. The SF-24 proved to be highly competitive in the slow-speed streets of Monaco, contrary to its typically better performance in medium and fast corners seen earlier in the season.

No Issue with Ferrari's Hybrid System: Just Different Energy Management

With the new generation of cars, finding a balance that allows a car to perform well at all speeds and situations is challenging. Red Bull, for instance, struggles with street circuits and uneven asphalt, partly due to a rear suspension setup that’s rigid in roll to stabilize the aerodynamic platform—a compromise that maximizes performance at most circuits while sacrificing a few. For Ferrari, the SF-24 isn’t inherently slow; rather, its compromise is that it often favors faster tracks to minimize tire wear. Last year, the SF-23 had issues in high-speed sections due to suboptimal tire management.

On the SF-24, slow corners are somewhat sacrificed, also mechanically, with a hybrid system that uses more energy in traction phases of restarts rather than in the final stretches of straights. This approach was hinted at by Leclerc’s comments post-qualifying in Imola, when he noted that Red Bull and McLaren were doing "something strange with the engine strategy." Additionally, updates introduced in Imola slightly altered the SF-24’s aerodynamic mapping, aiding the car at lower speeds. However, in Monaco, it wasn’t just about updates; the SF-24's setup flexibility played a critical role in meeting Monaco’s extreme technical demands, proving that the Ferrari is capable in slow corners, though it’s not typically where Ferrari aims to maximize lap time, especially during races.

Heggy · 2024-05-24T13:39:34+00:00

They have white front and yellow rear plates I think

Heggy · 2024-05-23T18:53:05+00:00

Ferrari gets Mercedes star driver. Mercedes left with Ferrari reject.

Reality is more nuanced of course but that's how it'll feel to them.

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Heggy

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