I’d be very interested in what they are planning to cast instead of the usual manufacturing. For mass-production casting, the chance of bad pieces is almost zero, as manufacturers will do endless iterations of simulations and test castings before they commission the production tools, I’d expect Tesla to do that.

The problem with that setup is that it would have been impossible to run 1-2, they would have been running 1----2.

Hamilton was also affected, you could see him driving out of the slipstream and backing off instead of overtaking several times, we didn’t get to see Hamilton against McLarens or Renaults, so we don’t know if his car was equally vulnerable as Bottas’. Mercedes obviously reduced cooling so much that they couldn’t run…

This is the first time since Australia 2013 that a car other than Mercedes, RedBull or Ferrari has won a race, and the first time since Hungary 2012(Hamilton, Räikkönen, Grosjean) that none of those reached the podium.

Or maybe just tell the drivers to behave.

It will not rust.

Ah. I forgot about those.

For years I’ve been disappointed that nobody builds a performance SUV that deserves that name. With more ride height, rally wheels and dampers and some lightweight bodywork instead of building an overpowered wagon with extra weight and drag. The only thing that came close was the Cayenne Transsiberia, but that was…

To be fair, the S-Class design has always been dull. It’s never been a car for people who want a flashy car.

It was a lot better two months ago, it seems that most people feel relatively safe now.

Teams manipulating the fuel flow meter readings

Ferrari admitted that the rules clarifications are the reason for their drop in engine performance. What most people don’t realize is that the story is a lot more than just Ferrari violating the intent but not the wording of the rules and provoking a rule change in 2019.

They are basically stuck with it, and they won’t be able to update everything that’s sub-par now. To make it worse, the aero rule changes should according to conventional wisdom hurt high-rake cars(RB, Ferrari) more than low-rake cars(Mercedes, Racing Point), although if nobody knows what the Ferrari undertray is…

Lowering CoG will improve cornering performance, as does lowering weight. So you have two effects working against each other, and to find out which car corners faster you’d have to run laptime simulations for both batteries, my feeling would be that weight is stronger, but I have never seen such calculations for a…

I didn’t say that every Tesla owner doesn’t understand what he’s operating, but a significant number of them either don’t understand it or are willing to risk it.

And obviously people keep using autopilot while believing they use a self-drivng system.

Prepare for a lot of people refuse to accept that autopilot and full self-driving are two completely different things, at least everywhere outside Tesla showrooms.

When modifiying the car for Hill Climbing, the Teams have several key decisions to make. The stock battery has too much capacity, as hillclimbs are always short, the 20km of Pikes Peak are already unusually long. This means that the team will have to decide between keeping it, or building a much smaller custom…

Purpose-built eletric cars are already the best concept for hillclimbing, as the distance is too short for the low energy density of the battery to bite you, letting you exploit the better power density and packaging of the EV powertrain.

Battery weight is not an issue at Pikes Peak. The weight difference between EVs and ICEVs is created by the following: The gravimetric power density(kw/kg) of an electric motor is much higher than that of a combustion car, while the energy density(kWh/kg) of the energy store is absolutely horrible for an EV. That…