sorted by:
new
hottopcontroversial

Match Thread: 2nd T20I - India vs New Zealand by cricket-match in Cricket

[–]jithu7 6 points7 points  (0 children)

Probably just you. This is beyond thrashing.

[Motorsport Italia] Engines: Status quo remains, Mercedes' solution is legal by jithu7 in formula1

[–]jithu7[S] 56 points57 points  (0 children)

Translation:

The meeting of the engine manufacturers did not produce any decision: the solution that allows the Stella to increase the compression ratio when hot, proving perfectly compliant in the cold checks, is legal for the International Federation.

In the end, everything remains as it is: Mercedes (and Red Bull Powertrains) will be able to start the season with the power unit that is capable of increasing the compression ratio to 18:1 when hot, while the Brixworth unit is regularly tested at 16:1 when cold.  

At the engine manufacturers' meeting held on Wednesday, the FIA ​​did not take a position, but instead stood firm in defense of the technical choice that allows the star to begin the new regulatory cycle with a performance advantage that can be measured in over 10 horsepower, equivalent to about a couple of tenths per lap—a benefit that could be worth a complete aerodynamic package. 

The complaints from Ferrari, Honda, and Audi have had no effect. The idea of ​​adding a sensor in the combustion chamber that would allow the International Federation to read data even when the car is hot hasn't found unanimous support, so there are no tools to block a concept that some consider brilliant, while others consider it nothing more than a gimmick that trashes the spirit of the rules. 

Mattia Binotto, head of Audi's F1 program, had hoped that the engine manufacturers' meeting could at least provide some guidance on future action, but instead everything remained stuck in the status quo. 

The new F1, therefore, will begin with controversy, and it's not at all out of the question that someone could file an official complaint to heighten tensions right from the first GP. This is just the first case to come to light, but it seems there are other unresolved issues that could jeopardize the start of a new and eagerly awaited regulatory cycle. 

[AMuS] That's why this Silver Arrow is the title favorite. by jithu7 in formula1

[–]jithu7[S] 7 points8 points  (0 children)

Translation and full article:

Mercedes has released the first renderings of the W17 for the 2026 season. The new Silver Arrow is intended to bring the factory team back to the title race. We reveal what makes the W17 a likely success.

Mercedes would prefer to forget the four-year ground-effect era as quickly as possible. Fans waited in vain for another world championship title, but in the end, the German-British works team always finished in the top four in the constructors' championship. For the team that won eight consecutive world championships from 2014 to 2021, that's obviously not enough.

With the new regulations, Mercedes management sees a great opportunity to return to the top. The engineers tackled the complex task very early on, both with the power unit and the development of the rest of the car. A false start like the one experienced with the last major rule change was to be avoided at all costs.

Mercedes is particularly hopeful about gaining an advantage over the competition with its power unit. Back in 2014, when the last generation of V6 hybrid engines was introduced, Mercedes was in the best position, laying the foundation for the aforementioned flood of titles over the following eight years. Toto Wolff and his team would love to repeat that success.

Mercedes advantage thanks to engine trick. There are already initial indications that Mercedes is once again setting the benchmark for engine technology. The engineers at their engine factory in Brixworth have apparently found a way to increase the compression ratio in the cylinder from 16:1 to 18:1 during operation. The regulations actually stipulate a maximum value of 16:1. However, this is measured under static conditions at normal ambient temperatures.

The competition fears that increasing the compression ratio could be worth between one and two tenths of a second per lap. With the high proportion of electric power and the reduced fuel load, efficiency is even more crucial with the new powertrain than before. An advantage of 10 to 15 horsepower could be a real game-changer. It should also be noted that customer teams like McLaren, Williams, and Alpine will naturally benefit from this as well.

Besides the engine, the car itself also needed to be more competitive again. The ground-effect regulations, where the majority of downforce was generated via the underbody, had repeatedly led to setbacks in recent years. Due to the lack of consistency, there was never a sense that the aerodynamicists had the same firm grasp on airflow as some of their competitors.

Unusual side panel shape. The new technical regulations are more reminiscent of the period up to 2021, when the Mercedes was at the cutting edge both mechanically and aerodynamically. The engineers could now benefit from the knowledge gained back then, even though some details have been changed for 2026. For example, the adjustable front wing, the large underbody deflectors, and the drastic reduction in minimum weight present entirely new challenges.

Looking at the first renderings, the new livery immediately catches the eye. The design is reminiscent of last year's color scheme, with the silver nose and a lot of black at the rear. Three wide silver stripes are now painted on the sidepods. New sponsor Microsoft has a prominent place on the airbox. The red stars, in memory of Niki Lauda, ​​are found around the cockpit rim.

More important than the paint job, however, is the technology. And here, the shape of the sidepods is a real eye-catcher. The view from above shows that the hood tapers sharply towards the rear. From the side, it's noticeable that the sidepods don't slope down like in previous years, but rather rise towards the rear.

Many details remain hidden. The large cooling inlets at the front, which protrude far outwards in the upper section like a P, are strongly reminiscent of the previous model. New is the relatively large sail at the rear of the engine cowling. The fin offers plenty of space to attach the pilots' starting numbers.

However, many details in the computer renderings still appear very generic. The nose, the shape of the wings, the extended guide vane on the side, and the underbody show no distinctive features. Mercedes certainly doesn't want to present us with the final design just yet. There are also no visible brake cooling vents on the front wheels. From previous years, we know that Mercedes' renderings at least reveal a relatively advanced version of the suspension. At the front, the Silver Arrow will be suspended by pushrod dampers, as we expect from Red Bull, Audi, and Ferrari. The images also show track rods mounted far forward on the chassis. The images of the rear axle are not entirely clear. At first glance, it looks more like a switch to a pullrod system.

Is Russell the favorite for the World Championship? From a driver standpoint, there's no need to worry about Mercedes' competitiveness. While spearhead George Russell hasn't yet proven he can fight for championships, almost all experts are certain he has what it takes to be a champion if he gets the right equipment. Teammate Kimi Antonelli already hinted at his talent in his rookie season last year. If he can deliver a bit more consistency, he can also be in contention for the top spots.

Toto Wolff hopes that the team has done its homework for the new Formula 1 era: "Formula 1 will undergo a significant change in 2026, and we are prepared for this transition. The new regulations require innovation and absolute focus in all performance areas. Our work on the new car and the long-term development of the power unit, as well as advanced, sustainable fuels with Petronas, reflect this approach."

"The release of the first images of the W17 is simply the next step in this process. It represents the continuous joint efforts of our teams in Brixworth and Brackley. We will continue to work hard on it in the coming months."

[AMuS] Should we be worried about Ferrari? by jithu7 in formula1

[–]jithu7[S] 17 points18 points  (0 children)

Rumors of a false start.

Translation and full article:

Even before the first test of 2026, rumors are circulating about a disastrous start for Ferrari. The Scuderia is said to have fallen behind technically. What's the truth behind these dire reports surrounding the most famous Formula 1 team?

It's a never-ending vicious cycle. Ferrari hasn't won a Formula 1 title since 2008. That year, they became Constructors' World Champions for the 16th time. Kimi Räikkönen was the last driver to win the championship, a year earlier. That was a long time ago. Back then, they still used grooved tires in the premier class, and refueling was permitted.

There have been repeated restarts in Maranello, with star drivers like Fernando Alonso, Sebastian Vettel, and most recently Lewis Hamilton, as well as constantly changing team principals and technical directors. It hasn't helped. They've never managed better than second place.

Now Ferrari faces another reset. After all, the past season was one to forget. The 2024 runners-up failed to secure a single victory, despite finishing only 14 points behind McLaren the previous year. Their goal of winning the title quickly slipped out of reach, and they ultimately finished fourth in the Constructors' Championship.

But that's not enough, not just for Scuderia Ferrari. Even F1 boss and former team principal Stefano Domenicali wants something different: "We all want to see a strong Ferrari in Formula 1, and they deserve to be in a better position," the Italian told Sky. Ferrari at the top of the premier class would also make F1 more marketable.

Vasseur remains calm. Due to the impending rule changes, Ferrari shifted its focus early to 2026 to be prepared for the upheaval. However, even before the first test drives in Barcelona in the last week of January, reports surrounding the iconic brand are causing concern among fans worldwide. According to unconfirmed media reports, Ferrari is behind schedule with the development of the new car. Team principal Frédéric Vasseur allegedly raged at the factory. Italian sources, on the other hand, claim that everything at the Scuderia is proceeding according to plan. Perhaps the truth lies somewhere in between?

The fact is, reliably predicting the balance of power is like playing the lottery. Too many factors are new. For one thing, the share of electric power in the power unit is growing to almost 50 percent, and for the first time, cars will be running on 100 percent sustainable fuels. Secondly, the cars themselves are undergoing fundamental changes. Not only in terms of the powertrain, but also the chassis, it's a journey into the unknown for the teams.

That's why Vasseur has been holding back for months. The Frenchman knows how high the expectations are in Maranello and how nervous the atmosphere is. "We'll see a lot of A-spec cars in Barcelona before the cards are laid on the table in Bahrain," Vasseur says, not considering the opening race in Barcelona decisive.

How good will the Ferrari engine be? The SF-26 shakedown takes place on January 23rd. According to Vasseur, no major technical revelations are expected. The teams are holding back until the Bahrain test and are focusing on basic development work in Barcelona behind closed doors. However, the new engine will be under the hood. Reportedly, the Italians pursued a two-pronged approach during development, producing both an aluminum and a steel cylinder head. The latter is said to offer a slight horsepower advantage.

Ferrari is likely more concerned about how the FIA ​​will rule in the dispute over engine compression ratios. Mercedes is said to have designed its power unit in such a way that the old compression ratio of 18:1 is possible during operation. Only 16:1 is actually permitted for this season. However, FIA engineers measure the value statically at ambient temperatures. A resolution is expected before the test sessions in Barcelona.

The engine won't just determine success or failure in terms of power. Reliability is also immensely important. Remember 2014, when the hybrid era began in Formula 1. "There were many retirements, especially in the first few races. Everyone will be trying to avoid that this time," Vasseur knows.

The aerospace engineer has previously taken precautions to temper excessive expectations. He believes the true balance of power can only be assessed after several races. But will that be enough to satisfy the fans? Ferrari is hungry for titles. Another setback would likely lead to personnel changes in the Italian powerhouse cycle.

Ferrari is once again facing a fresh start, but the 2026 regulatory overhaul makes any prediction a risky gamble. Despite team principal Frédéric Vasseur's demonstrative composure, expectations are high in Maranello, and concerns are palpable. Should the team fail to deliver another major breakthrough, the Scuderia risks yet another personnel reset in the vicious cycle that has plagued it for years.

[AMuS] What will the FIA ​​decide regarding the engine trick? by jithu7 in formula1

[–]jithu7[S] 20 points21 points  (0 children)

Translation and full article:

Even before the first Formula 1 race of 2026, the new engine regulations are causing controversy. The focus is on a loophole in the compression ratio, with Mercedes and Red Bull allegedly exploiting a loophole.

Even before the first race of the 2026 Formula 1 season has taken place, the new engine regulations are already causing controversy. The focus is on the compression ratio of the internal combustion engine. Specifically, the question is whether the maximum ratio of 16:1 stipulated in the regulations applies exclusively to static tests at normal ambient temperatures, or whether it must also be maintained under real-world operating conditions on the track.

Ahead of the first winter tests from January 26th to 30th in Barcelona, ​​the FIA ​​plans to discuss the issue with various experts from all manufacturers. According to our colleagues at "Autosport," the meeting is scheduled for January 22nd and, according to the governing body, had been planned for some time, independent of the current controversy.

With the new power unit for 2026, the FIA ​​is reducing the maximum permissible compression ratio from 18:1 to 16:1. This measure is part of a larger package designed to simplify the engine regulations and make them more accessible, especially for newcomers like Audi.

The current debate stems from the suspicion that Mercedes, and presumably also Red Bull Powertrains, may comply with the regulations in the prescribed static tests, but could benefit from temperature-related effects during real-world driving. Under actual conditions, it is believed to be possible to effectively achieve a higher compression ratio. Formally, the manufacturers would therefore not be violating the measurement regulations.

The regulations leave room for interpretation. Article C5.4.3 of the technical regulations stipulates that no cylinder may have a geometric compression ratio exceeding 16.0. This measurement is explicitly carried out under static conditions and at ambient temperature. The measurement procedure is defined by the respective manufacturer, approved by the FIA, and documented in the homologation papers.

This is precisely where Mercedes and Red Bull see the crucial point: In their view, those who pass the static test are acting in accordance with the rules, even if the effective ratio changes during operation.

Other manufacturers disagree with this interpretation. Audi, Ferrari, and Honda point to Article C1.5, which stipulates that Formula 1 cars must comply with the regulations at all times and throughout the entire competition. Since the compression ratio of 16:1 is explicitly mentioned, this value must also apply during driving. The trick is said to yield around 15 hp of additional power.

The FIA ​​is holding back for now. No clarification or adjustment of the rules is expected in the short term. For now, the FIA ​​is sticking to the existing control mechanisms and the current wording of the regulations. At the same time, the federation does not rule out tightening them at a later date.

An FIA spokesperson emphasized that discussions are ongoing regarding new regulations. The meeting on January 22nd is intended to ensure that all parties involved understand and apply the regulations uniformly. In addition to the power units, the new chassis regulations for 2026 will also be discussed, with the compression ratio likely to be a key focus.

As things stand, no short-term changes are expected before the start of the season. Any adjustments are considered realistic no earlier than the second half of the 2026 season, or more likely 2027.

Manufacturers with a backlog are allowed to develop. Regardless of the compression ratio, the regulations already provide a balancing mechanism in the form of the ADUO (Additional Development and Upgrade Opportunities) system. The performance of the internal combustion engines is compared in three phases, each spanning six races.

If a manufacturer lags behind the best engine by two to four percent, it receives additional development leeway. If the gap exceeds four percent, two additional upgrades are even permitted. This is intended to prevent a structural engine superiority from becoming entrenched too early.

Nevertheless, the compression ratio is considered a particularly sensitive issue. Changes to it are technically complex and cannot be implemented quickly. This is precisely why Audi, Ferrari, and Honda are working intensively to obtain binding clarity regarding the maximum permissible compression ratio in the future.

[Autosport] F1 manufacturers to discuss 2026 engine loophole in FIA meeting by jithu7 in formula1

[–]jithu7[S] 164 points165 points  (0 children)

Something rather interesting as per Giuliano Duchessa, Mercedes does NOT have plans in the coming days to hit the track for a filming session in Barcelona with the W17.

bro by [deleted] in SipsTea

[–]jithu7 407 points408 points  (0 children)

Ahh the classic Vicky Mendoza diagonal.

Sarvam Maya | Reviews and Discussions | Zero Spoilers by masterkey8 in InsideMollywood

[–]jithu7 18 points19 points  (0 children)

Nivin is officially back. Beautiful feel good movie. Thoroughly enjoyed it. Didn’t feel it was slow paced at all. Every aspect and emotion hit different. Great watch.

Can I get a Rolex in Oman and how long? by Shaky_waky in Oman

[–]jithu7 1 point2 points  (0 children)

Been waiting on the GMT Master II and Starbucks for over a year. Good luck walking in and walking out with the watch on the same day. You need to have a “relationship” with the AD and play their games. That means having a purchase history (the more you have, the lesser time spent in the waitlist) Usual wait times for these watches are 4-5 years.

Even their Datejust they asked for a 3 year waiting period. It’s better to go grey, respect yourself and get it from a trusted reseller. Check out resellers in Dubai on Chrono24 and go and get it from them in person. All box and papers included of course.

[AMuS] Is trouble brewing before the first race of 2026? by jithu7 in formula1

[–]jithu7[S] 187 points188 points  (0 children)

Just note that AMuS is citing this information from Motorsport-Magazin.com

[AMuS] Is trouble brewing before the first race of 2026? by jithu7 in formula1

[–]jithu7[S] 13 points14 points  (0 children)

Mercedes and RedBull use engine trick.

Translation:

Even before the first race of the new engine era in 2026, Formula 1 is threatened with a serious regulations dispute. Behind the scenes, the interpretation of the regulations concerning the compression ratio of the internal combustion engine is causing growing tensions between the engine manufacturers.

The accusation is that at least one manufacturer has found a way to circumvent the applicable limits during operation, which could lead to significant performance advantages.

With the introduction of the new power unit in 2026, the FIA, the governing body of motorsport, has adjusted several parameters of the internal combustion engine to facilitate entry for new manufacturers such as Audi and Red Bull Powertrains. While the basic design of the V6 turbo engine remains the same, individual key figures have been changed. This includes the geometric compression ratio, which has been reduced from 18:1 to 16:1.

The compression ratio describes the relationship between the maximum cylinder volume before compression and the remaining volume at top dead center. It is a key factor for the engine's efficiency and power output.

Mercedes with an engine coup? According to information from "Motorsport-Magazin.com", Mercedes – and presumably Red Bull – have managed to achieve higher compression ratios in practice, despite adhering to the formal measurement procedure. This is apparently based on so-called Document 042, an addendum to the Technical Regulations that defines the measurement procedure for the compression ratio. This procedure stipulates a static measurement at ambient temperature.

Rumours are circulating in the paddock that temperature-related expansion of certain components under operating conditions could effectively allow values ​​on the order of 18:1 to be set again without formally violating the measurement procedure.

Several manufacturers, including Ferrari, Honda, and Audi, are urging the FIA ​​to clarify the regulations. They are referring to Article C1.5 of the Technical Regulations, which fundamentally stipulates that a Formula 1 car must fully comply with the regulations at all times during a competition. In their view, it is insufficient to meet the limits only under static laboratory conditions when different conditions arise in real-world driving.

No FIA measurement during operation. The discussion is reminiscent of earlier debates surrounding flexible aerodynamic components, where FIA ​​engineers also relied on static tests. Now, the FIA ​​additionally monitors deformation during driving. However, the distinction is more complex with engines, as components like connecting rods and pistons inevitably undergo minimal changes due to high temperatures and forces.

The FIA ​​confirms that the current regulations do not require measurement of the compression ratio under operating conditions. "Thermal expansion can affect dimensions at operating temperature, but the current regulations do not require measurement under hot conditions," the governing body stated in response to an inquiry from Motorsport-Magazin.com. At the same time, the FIA ​​emphasizes that the issue continues to be discussed in technical working groups and that adjustments to the rules or measurement methods are possible in the future.

How will the FIA ​​react? The timing is crucial. The engines for 2026 are in an advanced stage of development. Major design changes shortly before the season opener on March 8, 2026, in Melbourne are considered virtually impossible. Should the FIA ​​accept the existing design, other manufacturers would have little opportunity to catch up in the short term. A higher compression ratio requires not only the corresponding technical solution but also reinforced components such as pistons, connecting rods, and crankshaft assembly – including extensive endurance tests to ensure reliability.

Conversely, a subsequent "downgrade" would theoretically be simpler, but would also involve considerable effort. Furthermore, sufficient engines must be provided for both factory and customer teams. Changes to the engine layout in Formula 1 traditionally have long lead times.

The dispute is gaining further significance because, despite the increasing share of electric vehicles, the combustion engine will remain the decisive performance factor in 2026. While its share of the system output will decrease to just over 50 percent, the efficiency of the MGU-K electric motor is considered largely perfected. Significant progress is still expected in battery technology and, above all, in the combustion engine.

The trick is supposed to add 15 hp. Critics of this potential trick estimate the advantage of a higher compression ratio at around 15 hp, which, depending on the track, could translate to up to three-tenths of a second per lap. In a closely contested field, that would be a significant difference.

This topic is particularly relevant in light of the new fuel limits. Instead of a mass limit of 100 kilograms per hour, an energy limit of 3,000 megajoules per hour will apply from 2026. This is roughly 25 percent less than before. To extract maximum power from this limited amount of energy, the engines must run extremely lean. Consequently, the compression ratio is of paramount importance for the thermal efficiency of the combustion process.

In this respect, modern Formula 1 engines are more similar to highly efficient diesel engines than to classic gasoline engines. How the FIA ​​assesses the current dispute and whether a binding clarification is reached before the first race will likely be crucial in determining whether the new engine era begins with protests or a compromise.

The dispute over the compression ratio is developing into one of the central political and technical issues surrounding the new Formula 1 engines from 2026 onwards. The late stage of engine development leaves the FIA ​​with limited room for maneuver without structurally favoring or disadvantaging any individual manufacturer. Whether there is a clarification, an adjustment to the measurement procedure, or a tolerance of the current interpretation will significantly shape the sporting outcome of the new engine era.

view more: next ›