NOTÍCIAS DA FÓRMULA 1

[P44]

Is Liberty Media looking to sell F1?

Liberty Media's reign over Formula 1 has been far from overwhelmingly positive, but could it soon be coming to an end? A report on johnwallstreet.com has suggested that F1's American owners may be looking to bail out of its revamp of the sport, with former overlord Bernie Ecclestone potentially the one to benefit!

Liberty completed a buyout of F1 in 2017, paying $8billion to acquire the worlds oldest and most prestigious racing series.

Promises of bringing better financial management and boosting the fan experience followed, but introductions made on Liberty's watch have not been universally welcomed.

Removing grid girls, aggressively pursuing a street race in Miami while uncertainty remains over historic venues like Monza and Silverstone, and a bungled introduction of streaming service F1 TV have all led to Liberty catching flak.

Positive moves have been made to open up the sport to fans on social media, while moves have been made to improve the on-track spectacle with new aerodynamic changes in 2019 – although it remains to be seen if they will work as planned.

It is claimed on johnwallstreet.com that Liberty could consider both a complete withdrawal from F1 by selling up all shares, as well as bringing on board investors to reduce the overall stake held.

GPFans has contacted Liberty Media for comment.

Ecclestone ran F1 for the better part of 30 years and has taken several barbs at Liberty after being removed from his role as chief executive amid the American company's takeover two years ago.

The 88-year-old was placed into a 'chairman emeritus' role, although it is widely reported that his influenced was diminished almost entirely.

http://gptoday.com/full_story/view/6662 ... o_sell_F1/

[Frederico Vitor]

Is Liberty Media looking to sell F1?

Liberty Media's reign over Formula 1 has been far from overwhelmingly positive, but could it soon be coming to an end? A report on johnwallstreet.com has suggested that F1's American owners may be looking to bail out of its revamp of the sport, with former overlord Bernie Ecclestone potentially the one to benefit!

Liberty completed a buyout of F1 in 2017, paying $8billion to acquire the worlds oldest and most prestigious racing series.

Promises of bringing better financial management and boosting the fan experience followed, but introductions made on Liberty's watch have not been universally welcomed.

Removing grid girls, aggressively pursuing a street race in Miami while uncertainty remains over historic venues like Monza and Silverstone, and a bungled introduction of streaming service F1 TV have all led to Liberty catching flak.

Positive moves have been made to open up the sport to fans on social media, while moves have been made to improve the on-track spectacle with new aerodynamic changes in 2019 – although it remains to be seen if they will work as planned.

It is claimed on johnwallstreet.com that Liberty could consider both a complete withdrawal from F1 by selling up all shares, as well as bringing on board investors to reduce the overall stake held.

GPFans has contacted Liberty Media for comment.

Ecclestone ran F1 for the better part of 30 years and has taken several barbs at Liberty after being removed from his role as chief executive amid the American company's takeover two years ago.

The 88-year-old was placed into a 'chairman emeritus' role, although it is widely reported that his influenced was diminished almost entirely.

http://gptoday.com/full_story/view/6662 ... o_sell_F1/

Mas já???

[P44]

[P44]

Is Liberty Media looking to sell F1?

Liberty Media's reign over Formula 1 has been far from overwhelmingly positive, but could it soon be coming to an end? A report on johnwallstreet.com has suggested that F1's American owners may be looking to bail out of its revamp of the sport, with former overlord Bernie Ecclestone potentially the one to benefit!

Liberty completed a buyout of F1 in 2017, paying $8billion to acquire the worlds oldest and most prestigious racing series.

Promises of bringing better financial management and boosting the fan experience followed, but introductions made on Liberty's watch have not been universally welcomed.

Removing grid girls, aggressively pursuing a street race in Miami while uncertainty remains over historic venues like Monza and Silverstone, and a bungled introduction of streaming service F1 TV have all led to Liberty catching flak.

Positive moves have been made to open up the sport to fans on social media, while moves have been made to improve the on-track spectacle with new aerodynamic changes in 2019 – although it remains to be seen if they will work as planned.

It is claimed on johnwallstreet.com that Liberty could consider both a complete withdrawal from F1 by selling up all shares, as well as bringing on board investors to reduce the overall stake held.

GPFans has contacted Liberty Media for comment.

Ecclestone ran F1 for the better part of 30 years and has taken several barbs at Liberty after being removed from his role as chief executive amid the American company's takeover two years ago.

The 88-year-old was placed into a 'chairman emeritus' role, although it is widely reported that his influenced was diminished almost entirely.

http://gptoday.com/full_story/view/6662 ... o_sell_F1/

Mas já???

Ecclestone: I don’t want to see the sport I created go downhill

We are living an interesting week in Formula 1, as teams prepare furiously for preseason testing for the 2019 Formula 1 World Championship, in boardrooms in the corridor of power dissent has emerged among the ranks.

The episode smells of a Bernie Ecclestone caper, thus no surprise then that the deposed F1 supremo has come out and offered to help resolve an issue which might even be of his own making.

Whether a careful media ploy or pure coincidence, a questionable report of Liberty Media looking to sell Formula 1 preceded with what has been a week of sabre rattling by the 16-promoter Formula One Promoters’ Association (FOPA) who are not happy with the way the sport is being run.

Not all promoters are on the bandwagon, but smoke is turning into a fire and Liberty have yet to respond to the criticism which was aired at a meeting between the stakeholders, including F1 chiefs Chase Carey and Ross Brawn, in London on Tuesday.

Daily Mail reports that Carey spoke at the start of the meeting in an attempt to defuse the tensions and offering to work together in an effort to resolve the issues, but other than that, for now, it appears to be a stalemate.

Needless to say, nothing has stopped Ecclestone from lobbing a barb while offering a ‘helping’ hand, “If people say I should be involved that is up to them. I am an employee of the company and will do what I am told.”

“If they want me to help, I am willing to do so. I don’t want to lie on my deathbed and see the sport I created go downhill,” the 88-year old told the Daily Mail.

Which prompts the question: Why would promoters trust Ecclestone again?

When, not long ago he openly admitted, “I charged them too much for what we provided so I feel a bit responsible. So when they ask me things I try and help them.”

https://www.grandprix247.com/2019/01/30 ... -downhill/

[P44]

https://m.facebook.com/story.php?story_ ... =bookmarks

[P44]

star trek 2009 script

[akivrx78]

F1 – Ferrari detona na primeira semana da pré-temporada
quinta-feira, 21 de fevereiro de 2019 às 19:23


Por: Adauto Silva

Não importa o quanto as equipes tentem esconder seus tempos de volta em testes de pré-temporada, é sempre possível fazer uma análise bem próxima da realidade para quem acompanha os treinos prestando atenção nos detalhes.

E é isso que tentamos fazer aqui no Autoracing há muitos anos com muito sucesso.

Não é por ter uma bola de cristal que eu sempre acerto a ordem hierárquica das equipes nas primeiras corridas do ano. É baseado nos treinos e na capacidade que sei que cada uma tem para desenvolver chassis, aero, suspensão e motor rapidamente. Além dos pilotos, é claro!

Todas as equipes começam os treinos de pré-temporada praticamente com o mesmíssimo programa. Então essa história de que uma não sabe o que a outra está fazendo é balela, é querer esconder seu próprio fracasso ou sucesso. Ninguém quer mostrar claramente seu real potencial, mas atenção nos detalhes de voltas voadoras, stints curtos e longos, equilíbrio do carro em freadas, contornos, saídas de curva, carga aero e paradas no box trocando ou não os pneus. Isso entrega todas elas.

A Ferrari foi claramente a campeã da primeira semana de pré-temporada. Mostrou um carro muito rápido, equilibrado e confiável. Fez as melhores voltas nos pneus que usou e os melhores stints, tanto curtos quanto longos. Seu carro passa pelas zebras com suavidade, há pouca ou nenhuma correção de trajetória na maioria das curvas, senão em todas.

O SF90, que é uma evolução do carro de 2018, provou-se um carro fácil de guiar até aqui. Leclerc, que não tem um pingo da experiência que Vettel tinha com o carro anterior, andou no ritmo do alemão imediatamente. E isso só é possível se Leclerc for um fenômeno – o que eu não acredito – ou se o carro for dócil em ritmo forte.

Logo de cara, Toto Wolff descreveu a Ferrari como “ultra forte”, com Lewis Hamilton afirmando no dia seguinte que o carro da Scuderia parecia “muito, muito forte” e dois dias depois que “este ano será provavelmente o mais difícil desde que chegou na Mercedes em 2013”.

E vai ser mesmo, pelo menos no começo. A Ferrari neste momento é cerca de 0,5s mais rápida que a Mercedes. Isso pode mudar na segunda parte da pré-temporada semana que vem? Pode, lógico que sim. A Mercedes tem tudo o que uma equipe de F1 precisa para melhorar sempre. Mas a Ferrari também tem, assim como a Red Bull.

Hoje a Ferrari tem o melhor chefe de equipe da F1 em termos técnicos, um cara chamado Mattia Binotto que só se compara a Ross Brawn. Binotto sabe exatamente o que fazer para melhorar o SF90 ainda mais. Wolff e Horner são excelentes – pessoalmente prefiro Wolff -, mas em termos técnicos eles não se comparam a Binotto.

Essa troca de chefe de equipe na Ferrari, Binotto por Arrivabene, já está fazendo o efeito esperado. Um dos pontos fracos da Scuderia em 2017 e 2018 foi justamente o desenvolvimento do carro durante a temporada. Com Binotto é certo que o carro vai melhorar muito mais do que antes. Já melhorou. Binotto não quis uma revolução do carro de 2018 e sabe por que? Porque ele já sabia onde mexer para aquela base melhorar muito.

A Mercedes também não fez uma revolução. O carro não mudou de conceito. O que mudou realmente foi a UP. O resto do carro é uma evolução do W9. Nem a suspensão foi muito mexida, já que os pneus Pirelli deste ano tem a banda de rodagem mais fina e ao mesmo tempo mais resistente ao calor, como aqueles pneus que ela utilizou em algumas corridas de 2018 onde a Mercedes praticamente não teve problemas.

E por incrível que pareça a Red Bull nessa primeira semana foi muito parelha com a Mercedes. Estão quase iguais. A Mercedes é um pouco mais rápida em volta voadora, mas e Red Bull é um pouco melhor nos stints. Estou falando de coisa de 0,1 a 0,2s de diferença, que pode ser anulado de acordo com a temperatura do momento em que fizeram suas voltas, tanto as rápidas quanto as de ritmo de corrida.

O motor Honda, se ainda deve potência – e deve cerca de 65 hp – mostrou-se confiável como nunca antes. A Red Bull não teve problemas óbvios com o motor. Houve um boato sobre vibrações em demasia, mas não consegui comprovar isso. O problema óbvio que a Red Bull tem é na traseira do carro, que está arisca demais, o que torna o carro muito difícil de ser conduzido no limite. Se eles conseguirem acertar isso – e tanto faz se for vibração do motor ou erro de Newey (!!) – vem tempo, tanto em volta voadora quanto em stints longos – e isso é uma preocupação para todos, especialmente para a Mercedes neste momento.

Atrás das três grandes as coisas estão muito parelhas. Eu esperava mais da equipe Renault. Seu motor claramente melhorou a ponto de deixar Ricciardo impressionado, mas o carro tem muito trabalho a fazer, apesar da melhor volta da semana ter sido dada por Hulk hoje com os pneus mais macios da Pirelli, o C5. Toro Rosso, Alfa Romeo e McLaren ficaram todas bem próximas da Renault e vamos precisar esperar a semana que vem para entender melhor esse segundo pelotão.

A Haas e a Racing Point tiveram uma primeira semana ruim. Deram poucas voltas e tiveram uma série de pequenos problemas quase todos os dias. Isso pode mudar, já que a diferença para o segundo pelotão é pequena e são equipes bem estruturadas. Vamos ver…

Fiquei muito emocionado ao ver o neto do meu primeiro grande ídolo no automobilismo, Emerson Fittipaldi, guiando um F1 num teste intenso e importante como esses da pré-temporada. Pietro, com sua quase nenhuma experiência na F1, não fez feio e até foi elogiado pelo chefe da Haas, Guenther Steiner. Vou torcer demais para que ele possa se desenvolver na equipe e que em 2020 ou 2021 seja piloto titular na maior categoria do automobilismo!

Aliás, falando em “maior categoria do automobilismo”, todos os especialistas previram que os carros seriam pelo menos 1,5s mais lentos que os do ano passado devido ao regulamento novo. Vettel foi 2 segundos mais rápido logo no primeiro dia de testes. Depois todas as equipes mostraram que não, os carros não estão mais lentos.

Os engenheiros da F1 conseguiram repor o downforce perdido imediatamente.

Isso é Formula 1, o máximo!

http://www.autoracing.com.br/f1-ferrari ... temporada/

[P44]

A Ferrari é o Sporting da F1, são sempre os maiores na pré-época e no fim acabam sempre a levar no bujon.

[P44]

A Claire vai ser a coveira da equipa

Outside Line: Sorry Claire, this is a Crisis



With just 88 laps from the first week of Formula 1 preseason testing at Circuit de Catalunya and the rumours already swirling, Claire Williams has no choice but to face up to the fact that her team is indeed in a crisis.

Oh boy.

One week into the 2019 season, and things could hardly be worse for Williams. They were late getting to the track, when they got there they barely ran, when they ran they were slow, and worst of all, their livery sucks.

Okay, so that last one might be a tad subjective, and not quite as bad as the others, but the point is Williams are in crisis, even if Claire Williams says otherwise.

At the most basic level, the goal of an F1 team is to field a competitive car. Hell, it doesn’t even have to be competitive compared to the front-runners, but it has to at least compare to the other also-rans, and in that respect, the FW42 is currently failing.

Even accounting for the lack of running on softer tyres, Williams’ best times in Barcelona (on the C2 & C3 tyres) didn’t manage to get within a second of any other team. That’s not a backmarker, that’s a pace car.

Making matters worse, discontent behind-the-scenes is already bubbling to the surface, with Robert Kubica’s remarks on Thursday painting the picture of a team in disarray.

“You can get a feel of it, it’s not like the car is completely off. I think there is still something to put on to the car, but probably not a lot, for sure there are things that were compromised.”

According to Kubica, the car was built “five times quicker than normal”, so maybe it’s no surprise the car is somewhat compromised, but why would they be forced to rush the car out the door if behind the scenes, everything was peachy?

The way I see it, one of three things – or a combination thereof – have caused this problem. Either Paddy Lowe and company botched the car (and the late rework had them scrambling) it was poor planning on management’s part (i.e. getting on top of suppliers, or when to shift focus to 2019), or that the transition from Martini’s title sponsorship to Rokit left them financially cash-strapped during development.

Whichever one it is, it’s a bad place to be in for any F1 team, let alone one with Williams’ history and a podium-scoring car as recently as two years ago.

Of course, we’ve still got another test to go, and two weeks to Melbourne beyond that, but even if they catch-up to the back of the pack, over the course of the season, is it realistic to expect them to be anywhere but last? Renault and McLaren will out-spend them.

Haas have been consistently mid-pack. Toro Rosso has already shown some surprising pace. Alfa is being tipped as having an outside shot at the podium. So maybe they can best Racing Point? You know, the team that has been a regular in the top-10 for the last four seasons? I wouldn’t bet on it.

Indeed, after finishing plum last in the constructor’s in 2018 for the first time in their history, Williams seem well poised to do it again this year. Both internally and externally, that’s only going to make the finger-pointing worse, and the whispers louder.

Only some stunning results could change that, and that’s something they don’t seem capable of. Sorry Claire, but this is a crisis.

https://www.grandprix247.com/2019/02/23 ... -a-crisis/

[P44]

How Formula 1 is aiming to be 'more exciting and race-able' in 2021



After the excitement of the race start, Formula 1 cars struggle to race closely together but the sport's bosses hope that will change in 2021

Formula 1 is being reinvented - some might say revolutionised - and if it's a success, it will be closer, more competitive and more exciting.

Everyone involved in the sport has known for years that one of its biggest problems is that the cars cannot easily race closely together. Now, F1's bosses have set themselves the task of addressing this in time for a major reset of the many aspects of the sport in 2021, and they believe they are getting somewhere.

"I'm confident we are going to make a big step forward," says Pat Symonds, Formula 1's technical director and the man leading research into the new-look F1. "I think we'll have a much more race-able car. I think we'll have a better-looking car."

Revealing exclusive details about the cars that will race in 2021, this is how they are planning to do it.

What's the problem?

Symonds and his small team of former F1 engineers at the central London headquarters of the sport's owners Liberty Media have been looking at ways of solving a problem that has haunted the sport for decades.

The current cars have awesome performance, with braking forces as much as six times the force of gravity and cornering forces that can top 5G. But the way they generate that performance is exactly why drivers find it so difficult to race.

The performance comes from huge amounts of aerodynamic downforce. But the cars can only generate that load if they are driving on their own. Put another car in front of them, and the airflow to the car behind is badly disrupted - and that has a huge effect on how much downforce it can create.

A 2018 F1 car following another car within 10 metres would lose as much as half of its total downforce. So it is literally physically impossible for that car to keep up.

They only way a car behind could follow at the same speed as one in front was if it fell back to about two seconds adrift, out of this 'dirty air'. Which by definition makes it impossible to overtake it.

To look at it from a performance perspective, on the vast majority of F1 circuits in 2018, a car following behind needed to have a lap-time advantage of nearly two seconds to overtake the one in front.

In other words, two closely matched cars competing for the lead cannot reasonably be expected to overtake each other. In many ways, it's a miracle there is any overtaking.

What is F1 doing about it?



Concept 2 for an F1 car in 2021

Symonds - who works under F1 sporting boss Ross Brawn - set his team the task of studying what aerodynamic phenomena led to cars performing in this way, and what could be done about it.

Their starting point was to ask an industrial designer to come up with a series of concepts for what a 2021 car could look like, based on a brief that it had to be open-wheel and open-cockpit, but to improve the aesthetic appeal.

Symonds discussed the results with F1 chief executive Chase Carey, Brawn and marketing boss Sean Bratches and they agreed on one of the five concepts. The task for Symonds and his team was then to come up with a way to make it produce downforce levels that would give it F1-style performance, but with much reduced negative effects.

Symonds says: "The whole research is about the effect on the car that's following. And our aim right through the project is to try to present air to the following car that allows it to produce a level of downforce that's close to it being in free air.

"It's never going to be the same as it is in free air, but we're just trying to get as close as we can to that."

How successful have they been?

The initial task was to study the wake - the airflow behind the car - and see if it could be made more benign to a car behind.

They used computational fluid dynamics, a way of simulating airflow over and behind a surface using software, and mixed different methods beyond the standard approach used by F1 teams to drill down into the detail of the airflow.

And they asked the teams to be involved, by giving each one specific areas to focus on, and pooling the results on a confidential basis - so no single team would know which team had done which work.

The current problem is that the wake is low down, and creates a low-pressure area directly behind a car. And the car behind needs high-pressure air to generate its downforce. The F1 group needed to find a way to make the wake sit higher.

Symonds says they have found "a remarkable improvement".

"When conditions are good, if we can ensure they are not broken down, then we've made a difference of many tens of per cent of performance of the following car," he says.

There are caveats. Symonds won't quote numbers, he says, because "we're not yet sure whether we can maintain that improvement under all conditions, and therefore it is not particularly valid to quote numbers".

But given that current cars are losing half their downforce, and there are only five lots of 10% between 50 and 100%, one can assume that Symonds and his team must be somewhere in the region of 90% or so of retained downforce for the car behind. If so, it would be a remarkable achievement.

What's wrong with the current car design?

What this means is that in 2021 F1 cars will be generating their downforce in a completely different way to now.

Currently, this is done through controlling vortices of air that spin off certain parts of the car, manipulating and accelerating them through particular areas of the upper bodywork, until they flow to the back of the car, where some of the air flows between the rear wheels above the floor, but much of it goes under the sides of the floor in front of the rear wheels and through what is known as the diffuser at the rear of the car - the central floor between the wheels.

Perhaps the key vortex is what is known as the Y250 vortex. This flows in two streams off each side of the front wing, where a mandated neutral section - the flat bit in the middle - connects with the areas outside it that teams are allowed to manipulate.

This vortex then flows, on each side of the car, inside the front wheels, around the outside of the bodywork either side of the driver, and towards the rear.

This vortex is extremely powerful - but it is also extremely sensitive to the airflow to the front wing being disrupted. Reduce the airflow to the front wing, and the vortices lose power - and, hey presto, the car's downforce is dramatically cut.

How are they fixing it?

The task was to eliminate these vortices and create the downforce in another way that had two differences - it was less sensitive to a car in front, and it sends the airflow behind the car higher into the air.

Symonds calls this higher wake - created by what is called an "up-wash" effect - a "mushroom" because of the shape it forms in CFD pictures.

"What we want to do is have more robust flow structures," Symonds says. "We don't want to have to rely on some of these vortical structures which work fine when a car is in good condition but don't work fine when it is in the wake of another car.

"That's led us to a number of things. It's led us to be producing more of the downforce from the underbody of the car, but at the same time we need to rely on producing a lot of the downforce from the combination of a diffuser and rear wing system because we need to up-wash the wake, the wake being very dirty, low-energy air. We want to up-wash it over the top of the following car."

The idea that the solution to the overtaking problems experienced by current cars was to produce a greater proportion of the car's total downforce from the underbody has been touted as a panacea in some quarters for some years now.

It harks back to the late 1970s and early 1980s, the days of so-called 'ground effect', when the harnessing of underbody airflow using a floor shape known as a venturi led to prodigious improvements in performance - so much so, that it was eventually banned.

But since F1 has moved towards what might be called vortex-based aerodynamics, other areas of the sport have retained underfloor aerodynamics to a greater or lesser extent - primarily IndyCars and endurance prototype racing (Le Mans, to the layman).

And the drivers of these cars have been saying for a while that F1 should head in that direction, too, because it is much easier to race closely in those cars than in F1 cars.

A key proponent of this view has been Alexander Wurz, the former F1 driver and two-time Le Mans winner, who is also the chairman of the Grand Prix Drivers' Association.

Symonds again won't give numbers on how much downforce will be generated from the underbody as a proportion of the total, and compare it to now, but it's clear from reading between the lines of what he does say that the shift is substantial.

Is anything else changing?

F1's interrogation of aerodynamics does not stop there. A lot of effort has also gone into understanding the effect of tyres on airflow. This is quite large on current cars, because the tyres have such tall sidewalls, a function of the 13-inch wheels used in F1.

These are now totally out of step with road-car wheels, where even mundane family hatchbacks now typically have 18-inch rims.

Engineers will argue that smaller wheels might not look as cool, but they are actually better for performance - not least because the wheels are lighter.

But the 'spring effect' in the sidewalls also has a surprisingly large effect on aerodynamics, and this will be removed in 2021 by a switch to 18-inch wheels.

"One of the things that is quite important is that there are areas of aerodynamics that are actually very difficult to understand," Symonds says, "and they are rewarded by having enormous aerodynamic teams working on them. A lot of that has to do with the flow around the wheels and tyres, because the tyres move so much.

"So one of the things we've done is go to 18-inch wheels and lower profile tyres. Because those tyres will move around less, so it is an easier problem to solve. And we hope then all the teams will have a slightly more equal chance with the big teams."

The work on aerodynamics is not complete. Symonds says that while they have made the rear of the car "robust", the same is not true yet of the front.

"We need to continue work on that," he says. "Because if you do break down the flow structures we've got, the performance just disappears. For example, we have done some changes on the front-wing design which has shown it is quite sensitive and we can lose probably a quarter of what we've gained just by a small change. So we've got to eliminate that sensitivity in those areas."

Meanwhile, the new aerodynamic rules are just one part of a wholesale restructure of F1, with changes planned - but not yet agreed - to the revenue split and a cost cap for key parts, with a final aim to bring the grid closer together.

"We have around a 3% performance difference between the front and back of the grid," Symonds says. "If we could get that to 1.5%, on top of cars being able to follow a bit closer, and on top of cars that are not quite so expensive to make, then we really will have changed something."

https://www.bbc.com/sport/formula1/47422390

[akivrx78]

[Bourne]

Ferrari foi leão de pré-temporada. Parecia que iria arrebentar, mas ficou atrás das Mercedes e da redbull do Mad Max. Além do Vettel precisar da ajuda do box para não perder a posição para leclerc. E que espertamente deixou claro que foi por ordem de equipe. Esse guri ainda vai tomar a equipe, impressa e torcedores do vettel

Bottas domina e vence o GP da Austrália de Fórmula 1 em dobradinha da Mercedes

https://motorsport.uol.com.br/f1/news/b ... 9/4354373/

Aguardemos que tenha sido apenas um ponto fora da curva. E que Ferrari, Redbull e Mercedes disputem alguma coisa.

[akivrx78]

[Bourne]

Sinto que domingo é dia de Leclerc ganhar a primeira corrida. E também sinto que o Vettel fará alguma bobagem ou vai ter chilique para poder passar o Leclerc.

Falta piloto nessa Redbull Honda do Gasly. Ele conseguiu fica ensanduichado pelas duas Todo Rosso mesmo com mad Max em quinto.

[P44]

Tive pena foi do Mansell