F1: Implementation of the technical directive for porpoising prevention at the F1 Canadian Grand Prix has been postponed[F1-Gate .com]

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The FIA ​​(Federation Internationale de l’Automobile) has changed its policy on measures to prevent booping, and the F1 Canadian Grand Prix only collects data on how strongly the car has landed. It seems that even if the car bounces violently, no measures will be taken.

The technical rules announced by the FIA ​​prior to the F1 Canadian Grand Prix have received a lot of approval from F1 drivers, but are not popular with the F1 team.

Some complain that it’s the wrong thing to do, others feel that they are at a disadvantage, or they are angry about helping a team with a problem. Many are angry that the FIA ​​will change the rules in the middle of the season.

Ferrari and Red Bull have complained about introducing a second stabilizing cable in the underbody. This is useful for teams with a slightly too soft undercarriage. But the FIA ​​argues that such measures can be introduced at any time for security reasons.

Toto Wolff, the head of the Mercedes F1 team, is angry that his team is described as launching a campaign.

“It’s not for the benefit of the individual teams, it’s for the health of the drivers. He complained that half of the cars in the field weren’t acceptable to hit in Baku. Even Perez and Sainz. So what? You have to do that, “said Toto Volg.

Helmut Marko, motorsport adviser for rival Red Bull F1, reiterates his claim that “you don’t have to take action. If you have problems, you can raise your ride height.”

After Azerbaijan, the FIA ​​took only four days to take action. However, many criticize urgent work that can only cause confusion, fail to reach goals, and disrupt the power map.

George Russell explains that the countermeasure package is “a healing patch, but not a sustainable solution to the problem.”

Moreover, the technical rules cannot be met in a short period of time. For example, suspension interventions such as mass dampers and active suspensions are required.
Before the first practice, there was confusion from Haas to Mercedes. No one knew exactly what the direct impact of the Technical Directive would be.

It is known that the FIA’s technical directive “checks the vertical force of each car on the first day of practice and checks the floorpan after the Plectis session to confirm the seriousness of the problem.”

After that? Aston Martin and Alfa Romeo’s sporting director admit, “I don’t know.”

In the midst of uncertainty, the FIA ​​sent an explanation to the team on Friday about the Technical Directive. As a result, the data collected in Montreal determines how strongly each team’s car vibrates up and down, and what vertical acceleration it will have when it hits the road.

Until then, cars that did not meet the porpoising prevention measures were forced to raise the ride height by 10 mm, but in Montreal, even if the car hits the floor too much, the setup can be improved or the ride height can be raised. do not have to.

The problem is that it’s almost impossible to set limits in a short amount of time.

“Who can say that 7G or 8G is the limit? There is still no expertise in what is accepted and what is not,” criticized one.

Vibrations are as different as cars, and the effects are different for each car. Lewis Hamilton had a hard time getting out of the car in Baku, but he told Sebastian Vettel that “there was nothing to hurt me.”

For example, this may also be related to the seat position.

The FIA ​​has concluded that it is unfair to set maximum load limits or change floorpan wear rules in a short period of time without a thorough analysis.

Therefore, it is necessary to first evaluate Montreal before actually measuring the technical rules. And things are set to be considered in earnest at Silverstone, where the team doesn’t anticipate problems.

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Category: Category: F1 / F1 machine / F1 Canadian Grand Prix / FIA

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