Speaker 1: Walter.
Speaker 2: Sorry, Tony, that's.
Speaker 1: Going above and beyond.
Speaker 3: Tony Michael, I want to share something with you by
Speaker 3: all means. So today, before I came into the studio,
Speaker 3: there was this whole situation in my home with the dishwasher,
Speaker 3: and I'm going to spare the details, but the bottom
Speaker 3: line is I took this shit apart, I put it
Speaker 3: back together again. It's it's going great, and it's saved
Speaker 3: my family. Basically, you know, you're supposed to constantly clean
Speaker 3: out your dishwasher filter.
Speaker 1: There's a lot of things in the household that we're
Speaker 1: supposed to do that we don't, right.
Speaker 3: But that's why I'm saying it's like a pit stop,
Speaker 3: Like your dishwasher should do a pit stop, but it
Speaker 3: doesn't say that. I think one of the most important
Speaker 3: parts of being an adult is realizing how much of
Speaker 3: life is maintenance. Oh yes, the pit stops of life,
Speaker 3: paying bills, showing up when you said you were going
Speaker 3: to show up, being reliable to people, figure out your closet,
Speaker 3: figuring out your refrigerator, maintenance, daily maintenance. It feels so insurmountable,
Speaker 3: but being a mature adult is doing that stuff in doing.
Speaker 2: It before the foins tonight before it becomes a huge problem.
Speaker 1: Correct, And how is all of this related to today's episode.
Speaker 2: I think you'll figure that out.
Speaker 3: I haven't figured that out, but maybe as we get
Speaker 3: into today's episode, it will start to make sense a
Speaker 3: truth about life in the car and the power unit.
Speaker 3: Maybe and maybe not. It's possible that it's totally unrelated.
Speaker 3: And at this point I'm not in charge of the
Speaker 3: post engineering of this podcast, but I hope they will
Speaker 3: just play the theme song and cut me off. But
Speaker 3: I'll keep talking and then hopefully they'll do for My
Speaker 3: Heart podcast one on one Studios and Sports Illustrated Studios.
Speaker 2: This is choosing sides.
Speaker 1: Yes one, wow, wow wa.
Speaker 4: Can you hear me?
Speaker 1: Okay, you're a bit low?
Speaker 4: Oh right, low, Okay, hold on, I'll move my microphone
Speaker 4: a little bit.
Speaker 2: I feel like this is going to be a big episode.
Speaker 1: I think it is, and I think your high is
Speaker 1: certainly excited.
Speaker 2: Yeah oh yeah, oh yeah.
Speaker 1: Last week, there he is. Last week we focused on
Speaker 1: the drivers. But if F one is the merger of
Speaker 1: man and machine, this week it's going to be all
Speaker 1: about the machine. Bernie, welcome. Can you give us a
Speaker 1: brief explanation of who you are and how you sit
Speaker 1: into the wonderful world of Formula one.
Speaker 4: Thank you for having me. So my name is Bernie Collins.
Speaker 4: I joined Formula one quite a few years ago now
Speaker 4: as a mechanical engineer. I started working at McLaren, spent
Speaker 4: some time design work there, but spent the twenty fourteen
Speaker 4: season as Jensen Button's performance engineer, So that was my
Speaker 4: first traveling season on the road. And then from twenty
Speaker 4: fifteen to twenty twenty two I was a strategist at
Speaker 4: no I Aston Martin, but then for India and I
Speaker 4: work for Sky sportsf one. So now I'm on TV
Speaker 4: hopefully trying and explain some of that to those watching
Speaker 4: no Home.
Speaker 1: Okay, can you give us a pitch of why being
Speaker 1: a technology fan in Formula one is the best kind
Speaker 1: of fan.
Speaker 4: F one teams are driven by a single focus. So
Speaker 4: teams or maybe eight or nine hundred people all working
Speaker 4: to make two cars as fast as they can on tracks.
Speaker 4: They're not so worried about the commercial value. They're only
Speaker 4: worried about speed and the weight of the component, whatever
Speaker 4: it is. So there's this real drive to accelerate the
Speaker 4: technology forward, and that's why I F one, I've come
Speaker 4: up with some brilliant solutions, you know, you know, it's
Speaker 4: the most efficient engine that we have. It produced things
Speaker 4: like carbon fibers. So there's so much new technology is
Speaker 4: generated by what I think are some of the brightest
Speaker 4: minds that we have in terms of engineers. And yeah,
Speaker 4: so it's really, I think a really interesting place.
Speaker 1: Wondering if there's anything that you think of just like
Speaker 1: there is this interesting paradox of like we've got this
Speaker 1: uber NuTech and then yet there's still technology that still
Speaker 1: works today that we came up within the seventies or
Speaker 1: the eighties.
Speaker 4: Yeah, I think the newest technology or the most advanced
Speaker 4: stuff is probably all around the engines trying to get
Speaker 4: you know, the curve system working, and a lot of
Speaker 4: that is actually where a lot of the advance was going.
Speaker 4: You know, there's a lot happening in the future with
Speaker 4: synthetic fuels to try and you know, reduce the carbon footprint.
Speaker 4: So there's a lot of work happening on those sorts
Speaker 4: of and I think, you know, a lot of the
Speaker 4: new technologies and materials, so they're trying to for example
Speaker 4: of recycled carbon fiber or so there's a lot of
Speaker 4: growing in that area. Obviously, AI has been for a
Speaker 4: long time in F one a big thing, and so
Speaker 4: how can we use computers to manage our data to
Speaker 4: make some decisions or at least like point us in
Speaker 4: the right direction for a decision. So that that data
Speaker 4: world is massive and has been for a long time,
Speaker 4: but just growing exponentially. Whereas the oldest technology like that's
Speaker 4: there's some of the simplest things that's still work well.
Speaker 4: So you know, I guess the lowest technology if we
Speaker 4: think of it. If you get a new floor component
Speaker 4: and you're trying to get it quite close to the tire,
Speaker 4: sometimes you'll just put pen on it, and if the
Speaker 4: pens rubbed and the tires rub and the floor, you
Speaker 4: could get a really complicated sensor. But the pen works.
Speaker 4: And that's been like that, you know, from from reason begun.
Speaker 1: I love it because I these conversations always come up
Speaker 1: when you see duct tape come out and you're just like,
Speaker 1: it's formula one outcomes the duc tap and anyone that's
Speaker 1: new is just like, isn't this supposed to be the
Speaker 1: most technologically advanced kind in the world. But sometimes the
Speaker 1: simplest solution.
Speaker 3: I keep hearing people referring to the new regulations and
Speaker 3: the new era cars, and from last season I thought
Speaker 3: it was new regulations, But what does that mean? How
Speaker 3: often is the regulations happening? How much is this tie in?
Speaker 3: What's changed?
Speaker 4: All that go regulations for a few reasons, One to
Speaker 4: sort of move the sport on so that we're not
Speaker 4: set in the previous regulation that we have. We're trying
Speaker 4: to work the same page for everyone. I think the
Speaker 4: regulations now are probably tighter than they've been at any
Speaker 4: point in the past. So although we get differences in
Speaker 4: the car, you know, they're broadly the same. A few
Speaker 4: years ago, we had what we call our very errow
Speaker 4: regulations and they were brought in to try and improve racing,
Speaker 4: to try and improve the overtaken of the cars. The
Speaker 4: next change that we have, the big change that we
Speaker 4: have coming is twenty twenty six, and that's to try
Speaker 4: and take an extra step and engine efficiency. So that
Speaker 4: is to try and for these new engine manufacturers, can
Speaker 4: we develop technologies that can go in your road car.
Speaker 4: And you know, ultimately F one is used by these
Speaker 4: big companies as an advertisement platform, so you know, Mercedes
Speaker 4: for many years when they were making the best engine,
Speaker 4: are they selling more road cars?
Speaker 2: Like?
Speaker 4: That's fundamentally what people are trying to do with it.
Speaker 4: So that's why you get these changes in regulation. But
Speaker 4: obviously with each big step in regulation, you sometimes get
Speaker 4: one manufacturer that gets it right and one that gets
Speaker 4: it wrong.
Speaker 1: For a new person maybe joining the sport, they'll look
Speaker 1: at it and go, how like how how how? How
Speaker 1: Is that an easy way of explaining just the red
Speaker 1: bull domination.
Speaker 4: I think if we like go back a little bit.
Speaker 4: We had new engine regulations in twenty fourteen and they
Speaker 4: brought in the hybrid engines. Mercedes were the strongest, said
Speaker 4: that they won for many many years under those engine regulations.
Speaker 4: Then we had the change in twenty twenty two. I think.
Speaker 4: So over those years that we had the engine REGs, teams,
Speaker 4: like I said, were converging and other engines were getting better,
Speaker 4: so all the engines were sort of the same then.
Speaker 4: And then we had this rule that was about aerodynamics,
Speaker 4: so how the car sticks to the road.
Speaker 1: The twenty twenty two car had a whole people describe
Speaker 1: it as having a whole new philosophy.
Speaker 2: The people they could describe the cars had a whole
Speaker 2: new philosophy.
Speaker 1: Yeah you want to talk about life.
Speaker 2: Yeah, we're going to talk about life.
Speaker 4: The philosophy is just someone a high level designer will
Speaker 4: come up with some bs ideas, and they might be
Speaker 4: really simple things like we're going to design the car
Speaker 4: around this wheel use. And they'll have, you know, done
Speaker 4: a lot of work on why they've come up with
Speaker 4: that number, but they'll have come up with this number,
Speaker 4: and that'll be like the HW they design that car.
Speaker 4: They'll design that car as much as they possibly count.
Speaker 4: But obviously that's a really big thing to change, Like
Speaker 4: that starting point is a massive change. So if you
Speaker 4: decide that you can't develop the car anymore or it's
Speaker 4: not working for whatever reason, you will go back and
Speaker 4: change that starting point. And that is what we talk
Speaker 4: about the new philosophy of the car, and it applies
Speaker 4: to so many things. It could be the engine layer,
Speaker 4: it could be the right height of the car so
Speaker 4: high high, the rear of the car is. It could be,
Speaker 4: like I said, the wheel raise. So people will start
Speaker 4: to talk about philosophies, but they'll use that word real interchangeably.
Speaker 4: Depending on which aspect of the beginning is changing. Teams
Speaker 4: will be looking at the cars around. Then you know
Speaker 4: the I photographers are there and if they see something
Speaker 4: very different, they'll begin doing some tests on it. They'll
Speaker 4: begin looking at alternatives. They'll begin to put some of
Speaker 4: that in the wind tunnel and say, can we is
Speaker 4: there something we're missing here and what potential has it?
Speaker 1: I actually think it's a great way of describing the
Speaker 1: car like it drives differently, that the approach to building
Speaker 1: the car was different, and it ultimately means that the
Speaker 1: car has completely been reinvented in every single way possible.
Speaker 2: What's an example of one of the changes.
Speaker 4: Aerodynamics fundamentally is about producing downforce on the car, so
Speaker 4: load on the car such that it's more stable and
Speaker 4: corner in. So if you think of a car, your
Speaker 4: car contacts the road by the four tires. That is
Speaker 4: the only point of contact. So all your speed comes
Speaker 4: from how well you can manage the load on those
Speaker 4: four tires. It's that simple. So the more stable you
Speaker 4: can have it in cornering in straight line, whatever the
Speaker 4: case will be, the better the driver can predict how
Speaker 4: the car is going to react. And red ball with
Speaker 4: Adrian Nuei and you know, a fantastic teams It's not
Speaker 4: just one person. We tend to talk about Adrian, but
Speaker 4: it's the team he's built, how they developed the car,
Speaker 4: how they test it, how they run it, and the
Speaker 4: Win tunnel, all these things they have produced. And even
Speaker 4: before the regulation change, they had the best aerow car,
Speaker 4: they had the best aero concept. It's just that it
Speaker 4: was less important than when the regulation changed. Suddenly. The
Speaker 4: fact that they're strong in this area of development really
Speaker 4: makes a difference to all the other cars.
Speaker 1: Some teams missed the point and went back to the
Speaker 1: drawing board and started again and tried new things, and
Speaker 1: that's already happening. This year.
Speaker 4: We see McLaren catching up faster than most other teams.
Speaker 4: Teams will catch up eventually, as they develop and learn
Speaker 4: and do more tests and more experiments, they will catch up.
Speaker 4: It's just they're not there yet. The longer we have
Speaker 4: a regulation, hopefully, the more the fail converges. So you know,
Speaker 4: the margin that red Ball had in previous years should
Speaker 4: get smaller as others close the gap and work to
Speaker 4: develop their car.
Speaker 1: So it's going to take us a handful of years
Speaker 1: before we can safely say did we hit the mission
Speaker 1: of these new twenty twenty two regulations.
Speaker 5: By which time, of course we'll have a new set
Speaker 5: of regulations.
Speaker 3: Yeah, how many parts are in an F one car?
Speaker 3: Because to me it looks like one part.
Speaker 1: It's one big car.
Speaker 3: It seems like that just comes out of the the
Speaker 3: F one machine and it's like, oh, there's the car.
Speaker 4: Yeah, I'm thinking it's like hundreds of thousands of components.
Speaker 4: There's some off the shelf stuff, but mostly not so
Speaker 4: even to the point where, like when I was doing
Speaker 4: suspension design at McLaren, where the wishbone connects to the
Speaker 4: way you'd have a bracket, Yeah, and the boat that
Speaker 4: you're potting in there there might be like a standard
Speaker 4: one that's I don't know, fifty mil long, but you
Speaker 4: might want forty or forty five mile long or whatever.
Speaker 4: So you you take that standard bolt and machine it
Speaker 4: down to get the right size because those few extra
Speaker 4: mill will either clash with something else or are adding
Speaker 4: weight to the car. So there's very few even standard components.
Speaker 4: We try and use as many as you can because
Speaker 4: that's cheaper, but most things are machined, like BA spoke
Speaker 4: for that car, and there's hundreds of parts in each assembly.
Speaker 4: You know, in the suspension or the whale or the uprighters.
Speaker 4: There's so many pieces that go into it, and you know,
Speaker 4: from year to year you might carry over some of
Speaker 4: the parts, but not all of them. We might we
Speaker 4: might take one that's you know, maybe a similar design
Speaker 4: and start with that basis, but there's so many parts
Speaker 4: designed new year on year.
Speaker 3: It's like putting together in Ikea. It's like when they
Speaker 3: just just get a bag of parts and it's like.
Speaker 1: There is an ike of fun fact that flat packs
Speaker 1: kitchens with the inspiration from one of the parts in
Speaker 1: f one car of just like how you put it
Speaker 1: in locking in and you don't need other devices and
Speaker 1: for the front wing the nose of the car.
Speaker 3: Ikea is not a furniture company. It's a packing and
Speaker 3: unpacking company.
Speaker 1: You know what. I have dreamt for us to have
Speaker 1: an Ikea sponsorship in Formula one because to me, it
Speaker 1: makes a lot of sense because to your point, the
Speaker 1: car is and doesn't just arrive, it doesn't travel as
Speaker 1: one part. We take a part everything and we rebuild it.
Speaker 1: So after your face, I would love an Ikea partnership.
Speaker 3: We have to take a quick break and we'll be
Speaker 3: back back from the ads Okay, if you're has and
Speaker 3: I'm Mercedes, do we use the same screw on the
Speaker 3: wing the banister flack or can I invent my own screw?
Speaker 3: And you know, I mean, what's the okay variability?
Speaker 1: There great question. There's a distinction to be made between
Speaker 1: the different buckets of car components, and in the most
Speaker 1: simplistic way, let's start off with this. There are a
Speaker 1: specific number of individual parts of the chassis, which is
Speaker 1: the main part of the racing car.
Speaker 4: And the chassis will include all of the little bits
Speaker 4: to go with that. So the seat, this, you know,
Speaker 4: how everything interacts with the.
Speaker 2: Driver, the radio, yes, the sixties CD changer in the back.
Speaker 1: That's not heavy at all.
Speaker 4: The tube splits. Then are suspension, which is everything that
Speaker 4: hangs off the car, So the wishbones, any of the
Speaker 4: dampers that are inside the chassis to get suspension will
Speaker 4: be one group of designers. And then you get arrow
Speaker 4: bodywork and wings. Yeah, a lot of what we see
Speaker 4: is all aero components that are all sort of dressed.
Speaker 1: That's the first bucket. Then there's the second bucket, which
Speaker 1: are there pieces that they are not allowed to design
Speaker 1: and build themselves, but they need to purchase from the
Speaker 1: accreditated FIA third party vendors. Okay, you can probably get already.
Speaker 1: The first ones.
Speaker 5: Wheels, that's pretty tie listening.
Speaker 1: Little girls start. The second one is the halo, which
Speaker 1: makes a lot of sense when you think.
Speaker 2: That the halo was built that a head protection.
Speaker 1: It's the head protection, which makes sense because this is
Speaker 1: all about they don't want teams tweaking and changing with
Speaker 1: something that can save a driver's life.
Speaker 4: That there's actually there's quite a few sort you know,
Speaker 4: standard components. The majority of work the teams do is designing, building,
Speaker 4: checking their own components, and they'll they'll test them themselves
Speaker 4: as well, because obviously they have a duty of care
Speaker 4: to the driver, so they want it to be as
Speaker 4: see if as they possibly can as well. But certain
Speaker 4: things are either tested by the FA or provided by
Speaker 4: the FA.
Speaker 1: Then there's a number of other pieces that can be
Speaker 1: purchased from specialists but don't have to be You can
Speaker 1: build them yourself or they will say, hey, there's a
Speaker 1: bunch of people here that build great things. That's things
Speaker 1: like the fuel tanks and the wheels and the brakes,
Speaker 1: et cetera. Not the actual tires, but the wheels. Finally
Speaker 1: the rest of the car. And then remember when we
Speaker 1: talked about how there are works teams and there are
Speaker 1: constructor teams. This is where they comes in. The rest
Speaker 1: of the car is essentially designed and manufactured by the
Speaker 1: works teams. These other teams that actually build all the components,
Speaker 1: and then they sell as part of their business model
Speaker 1: some of these components to the other constructor team.
Speaker 4: So customer team like Aston Martin or Buy and Mercedis engines.
Speaker 4: So you've got like the big engine bits, You've got gearbox,
Speaker 4: ense or transmission. You can think of transmission being everything
Speaker 4: from the back of that engine until it gets to
Speaker 4: the rear wheels. So that's another big section of the car.
Speaker 3: Some of these teams, you're saying, they're making their car
Speaker 3: and they're also making shit for other people.
Speaker 2: Yeah, this would be like if Rafael.
Speaker 3: And Nadal on the side was in the locker room
Speaker 3: making rackets and selling them to Novak Djokovic.
Speaker 2: I mean, it's just hilarious to me.
Speaker 1: These are known by the way as like transferable parts,
Speaker 1: and they can be bought and sold between the different teams.
Speaker 2: How many people does it take to build an F
Speaker 2: one car?
Speaker 4: You know? The one thing that's limited is you've got
Speaker 4: fifty eight technical people at the track, So that's an
Speaker 4: FA limit that at the track for each team there
Speaker 4: are fifty eight people and that will be split acrawl,
Speaker 4: mechanics and engineers. Then in the factory you've probably got
Speaker 4: four or five hundred people direct you know, you've got
Speaker 4: the design of the car is one branch of people.
Speaker 4: Then you've got the people who are manufacturing the components.
Speaker 4: So generally we tend to have the teams where the
Speaker 4: design offices upstairs and then the manufacturings downstairs. That tends
Speaker 4: to be the layout. So you'll have people design and
Speaker 4: drawing components split into the groups that we said like
Speaker 4: suspension or front wing or whatever, and then they can
Speaker 4: go downstairs and see it being built. So you'll have
Speaker 4: people in machine shops building it or building individual components.
Speaker 4: And then you'll have the race team. So generally the
Speaker 4: fifty eight or maybe another twenty that are building the
Speaker 4: car the track will also be maybe building the car
Speaker 4: in the factory, so if they in between races, they
Speaker 4: might come back and do it, or sometimes you'll get
Speaker 4: other people that are just in the factory doing it.
Speaker 4: So yeah, and then you know, you've got other departments
Speaker 4: like your vehicle dynamics who are trying to work out,
Speaker 4: you know, what type of spring or damper or simulation
Speaker 4: in order to improve the speed of the car.
Speaker 1: Then there's also a team of aeronautical engineers that run
Speaker 1: the wind tunnel, and both of those simulator and the
Speaker 1: wind tunnel is also about understanding how far we can
Speaker 1: push the car. Again, it goes back to the point
Speaker 1: that we can't just test these cars out on track constantly.
Speaker 2: And those are different. The wind tunnel is different than
Speaker 2: the simulator.
Speaker 1: Correct, They both offer you different data points, different insights
Speaker 1: into how the car runs.
Speaker 2: Is everything based on aerodynamics? Is this all wind?
Speaker 1: Most people, a lot of people would argue.
Speaker 3: On what are they doing in the wind tunnel? Those
Speaker 3: are cool pictures that I see, but what the hell
Speaker 3: are they doing?
Speaker 4: You have this squares section that the car sets in.
Speaker 4: That car isn't powered in the same way a car.
Speaker 4: It's not run by an engine or anything, but it'll
Speaker 4: have like a strut that comes up from the front
Speaker 4: of it and that'll load it in the way we
Speaker 4: expect and carries all the sensors basically, and the car
Speaker 4: would be largely dumb on the end side, but you'd
Speaker 4: have all the move and suspension components. The wheels well
Speaker 4: be free to move independently. And it's a it's on
Speaker 4: a road. We call it a rolling road. It's a
Speaker 4: treadmill for the car it's running up up to speed,
Speaker 4: so there's a limit on the speed that they can
Speaker 4: run the cars. And then on this car treadmill, we
Speaker 4: then put wind on it, so you're a fire and
Speaker 4: wind through this wind tunnel at this car that's moving
Speaker 4: on a track. Now there's so much detail that can
Speaker 4: be going too that the road that it's on the
Speaker 4: treadmill can be different ingredients of roughness to represent different tracks,
Speaker 4: because a really rough track the air that comes off
Speaker 4: it is different two really smooth tracks. So there's lots
Speaker 4: of different things that you do. And the FIA limits
Speaker 4: wind on time, so how much that car is running
Speaker 4: with the wind on When we talk about limited wind
Speaker 4: tunnel time, that's that's what they're limited. And then the
Speaker 4: car and the road can turn relative to the wind.
Speaker 4: It only turns in one direct because your presumption is
Speaker 4: the other direction is symmetrical. But what you're trying to
Speaker 4: do is in the situation where cars cornering and the
Speaker 4: wind is coming at a slightly different angle. You're trying
Speaker 4: to replicate all the situations and how you're getting data
Speaker 4: is a few ways. You can do it just through
Speaker 4: the sensors in the car, so you get load data
Speaker 4: from the sensors that are telling you what literally how
Speaker 4: much you're pushing down each tire. You can do it
Speaker 4: through the flow of is that we see on the
Speaker 4: cars on track, which is just paint that then moves
Speaker 4: that shows how the air has flown over that component.
Speaker 4: Or you can do it sometimes you can do it
Speaker 4: through UV light in the air, so you can see
Speaker 4: you can physically see the light moving.
Speaker 1: Wow.
Speaker 3: So I have lots of questions about specific parts or
Speaker 3: these names. I hear that I would like to know
Speaker 3: what the hell they're talking about. But before we get.
Speaker 2: Into all that, one thing, I am wondering, how much
Speaker 2: do the cars cost?
Speaker 1: Let me take a step back. All of these pieces
Speaker 1: are bespoke work and bespoke elements that are you know,
Speaker 1: bought and sold across all the different teams. So the
Speaker 1: cost of the actual car itself has been widely debated,
Speaker 1: and everyone is more or less, you know, guessing. At
Speaker 1: this point, the guesstimate is around fifteen million dollars to
Speaker 1: manufacture a Formula one car.
Speaker 2: Wow.
Speaker 1: If you are a Volvo fan, you can think of
Speaker 1: that as equivalent of three hundred brand new twenty twenty
Speaker 1: three Volvo station wagons if you needed a comparison.
Speaker 3: I don't really like love Volvo, but then you get
Speaker 3: an accident and you're in one, and.
Speaker 2: Then then you love Volvo.
Speaker 5: Just keep talking about volvos.
Speaker 2: I like Volvo. Layoff, stop weighing me after each episode.
Speaker 5: You don't have a You don't have a Volvo.
Speaker 2: Well, I have Evolva. You have a Volve. I drive
Speaker 2: a Volvo.
Speaker 3: Look, I just want everyone to know that I have Evolva.
Speaker 3: But I used to be cool at one point. I
Speaker 3: have Evolvo, don't Yeah, just own it.
Speaker 2: It's Swedish.
Speaker 5: Yeah, and it's a good car.
Speaker 2: It's a good car.
Speaker 3: And if I were to have three hundred of them,
Speaker 3: it would be the rough equipment valent value to one
Speaker 3: F one car.
Speaker 2: There you go, Okay, but how many elephants?
Speaker 6: Elephants are categorized as critically endangered species. Although an average
Speaker 6: price on the black market can be established on the
Speaker 6: dark Web. We will not be entertaining Michael Costa's question
Speaker 6: as it is deemed insensitive and inappropriate.
Speaker 5: Can you guys imagine Evolvo F one team?
Speaker 3: Yeah, I mean it wouldn't be that exciting, but everybody
Speaker 3: would feel very safe.
Speaker 1: That's what you want? Yeah, okay, question for you, what
Speaker 1: do you think is the most expensive part on a
Speaker 1: Formula one car?
Speaker 2: Probably the driver is the most expensive part of it.
Speaker 1: Oh, this is going to be really sad. There were
Speaker 1: definitely rookie drivers on the grid right now who costs
Speaker 1: less than an engine.
Speaker 3: It's like with the US military knows that I could
Speaker 3: rather kill the pilot than lose the airplane anyway, or
Speaker 3: as you call him, which is also my nickname in
Speaker 3: high school, the power in it.
Speaker 1: Socially moving on, the engines are too point absolutely the
Speaker 1: most expensive parts on a Formula one car. They cast
Speaker 1: around twelve million pounds a year. But rest asure, that's
Speaker 1: not just you don't just get one engine with twelve
Speaker 1: million pounds. It is estimated that to build just one unit,
Speaker 1: we're talking three point five million.
Speaker 2: So how many power units will a team build?
Speaker 1: Again that goes into the regulation. They will will if
Speaker 1: they're building power units just for themselves or for themselves
Speaker 1: and the others that they sell to the other teams.
Speaker 1: So that depends, which goes back to our point about
Speaker 1: you know, when they will argue, but our team needs
Speaker 1: to be bigger. Don't give us a cost cap because
Speaker 1: we also need.
Speaker 2: To build right. You know, is there an FIA manual?
Speaker 1: Yes, it's very long and it changes constantly, and it's
Speaker 1: pain in everyone's existence.
Speaker 2: I want to see it, can bring it in.
Speaker 1: I've got it here.
Speaker 5: I'm going to send it to you, okay.
Speaker 3: No, I want to print it okay at the studio
Speaker 3: within the next thirty It's.
Speaker 1: Also translated in both English and French.
Speaker 2: French.
Speaker 3: Let's talk about these power units. Yeah, but first of all,
Speaker 3: why don't we call them engines? Or is that just
Speaker 3: a semantic thing?
Speaker 4: I think because when people think of an engine, they
Speaker 4: think of an internal combustion engine. So the bit that's
Speaker 4: burning fuel in order to turn the wails over, whereas
Speaker 4: n F one night, we have an engine that's recovering
Speaker 4: energy from you know, it's got a big battery associated
Speaker 4: with it, so it's basically a hybridge. You know, if
Speaker 4: we think of any of the cars out there that
Speaker 4: are part electric part I see, like internal combustion. That's
Speaker 4: effectively why you have it as a power in it,
Speaker 4: you know, And you can't mix and match the two.
Speaker 4: So you can't take Mercedes engine and Honda's battery. It's
Speaker 4: all the one. So that's why we tend to think
Speaker 4: of them as a party. And how they operate is
Speaker 4: in terms of like the modes that they can use
Speaker 4: or how they distribute the energy throughout them. It's all
Speaker 4: very like bespoke to each each manufacturer. So they develop
Speaker 4: it as a unit, which is why we think of
Speaker 4: it as a party unit rather than an engine. I
Speaker 4: probably still say engine too.
Speaker 5: Much, but anyway, Michael, yes, are you ready for this?
Speaker 2: What that?
Speaker 5: Can you bring it into the can you bring it
Speaker 5: into them?
Speaker 2: Shit? Did you just to oh? Shit? Here in books?
Speaker 3: This is This is the twenty twenty four Formula one
Speaker 3: Sporting Regulations, which was last updated October twenty fifth. It's
Speaker 3: one hundred and eleven pages. Here's what I'm going to do.
Speaker 3: I'm going to read a random sentence, okay, okay, nineteen
Speaker 3: point three, page nineteen. I'm going to read a where
Speaker 3: the fuel bladder is attached to the survival cell. Fixings
Speaker 3: must be designed so that it is pulled away from
Speaker 3: the survival cell the attachment will fail without compromising the
Speaker 3: integrity of the fuel bladder. For this assessment, the pull
Speaker 3: out load for any fitting will be calculated from the
Speaker 3: clamp area between the fitting and the bladder on one
Speaker 3: face of the bladder. This sounds this is like a sketch,
Speaker 3: almost like a comedic sketch.
Speaker 1: Well maybe this is your We're just giving you, you know,
Speaker 1: ideas for the next ques.
Speaker 5: For some people reading this manual is the definition of fun.
Speaker 1: And you've got the same for mass power unit. Obviously
Speaker 1: in the fuel system, Oil Electrical Systems.
Speaker 3: Et cetera, Page seventy one, number five conformity with the
Speaker 3: Power Unit Homo Legation Dossier, all power units must be
Speaker 3: delivered such as the seals required under Article two point
Speaker 3: one six of the Sporting I mean, it's just this
Speaker 3: is insane.
Speaker 5: I think we should go go for a quick ad
Speaker 5: break and then we're gonna come back and the rest
Speaker 5: of the episode will We're just gonna be Michael Costa reading.
Speaker 1: Okay, you wanted ASML people, this is a SML for
Speaker 1: a FUO nuts.
Speaker 5: Please come back.
Speaker 3: Buckle up, We're back at it. Are they still doing
Speaker 3: that turbo thing?
Speaker 1: Oh you're talking DRS.
Speaker 2: DRS. Yes, that's what I'm talking about. That's still happening.
Speaker 1: That's the drag reduction system.
Speaker 2: Yes, let's talk about DRS.
Speaker 1: What do you want to know?
Speaker 2: What is it? How does it work? Why do I care?
Speaker 4: I will try so. Normally, when you're designing a race car,
Speaker 4: you're design the front wings the side of the car,
Speaker 4: and the rear wings to produce down force. Now, down
Speaker 4: force is basically created by air flowing over a surface,
Speaker 4: and the pressure of that air creates load on the
Speaker 4: wing on the car on a rear wing. In very
Speaker 4: simple terms, the more of the rear wing you can see,
Speaker 4: the more diwing force it's created. The less of the
Speaker 4: wing you can see, the less down force. In very
Speaker 4: simple terms, DRS works by taken from a vertical position
Speaker 4: to a horizontal position. Not change from vertical to horizontal
Speaker 4: reduces the diwing force. Down force is really useful and
Speaker 4: corner and because you're load in the car, but not
Speaker 4: so useful in a straight line because you're slow in
Speaker 4: the car. To create that push down you're slow in
Speaker 4: the car. So by letting off the downing force from
Speaker 4: the DRS. You increase the straight line speed because you're
Speaker 4: effectively running a lower down force car.
Speaker 2: I'm looking at a giff of it right now, a
Speaker 2: gift of.
Speaker 1: A who knows.
Speaker 4: In qualifying, for example, they can use DRS regardless of
Speaker 4: the distance to the car in front, because using DRS
Speaker 4: is quicker every lap. In qualifying, you can use the
Speaker 4: DRS as you want in those zones of the track
Speaker 4: that just makes the quick slab time because you're reducing
Speaker 4: that down force. It's always quicker to have the DRS
Speaker 4: open on the straight irrespective of how close you are
Speaker 4: to the car in front. When you have a car
Speaker 4: in front, in a real situation, you open in your
Speaker 4: DRS will give you that straight line speed advantage. Plus,
Speaker 4: because you have this car in front, you're effectively what
Speaker 4: we call toad. And by being toad, exactly like when
Speaker 4: you're running or on a bicycle or whatever, that car
Speaker 4: in front is in an air gap for you, so
Speaker 4: you rarely have some street line advantage over that car,
Speaker 4: and then the DRS magnifies that. So it's it's to
Speaker 4: help overtaken.
Speaker 1: Some people still look at this and say this is
Speaker 1: a gimmick. Why do we need this?
Speaker 2: See it feels gimmick to me, but it.
Speaker 1: Does put But it does again add to those strategies
Speaker 1: of like can you give someone, can you give a
Speaker 1: teammate a little bit of a toe? Can you get
Speaker 1: within that one second? Can you get into.
Speaker 3: So you're in front of me, I'm within a second
Speaker 3: or in the DRS zone, I can hit it.
Speaker 1: You can basically hit it. It's a little thing that
Speaker 1: I have to hit all of those components for the
Speaker 1: car to allow you to hit that DRS.
Speaker 2: It is so much, so much to factuate.
Speaker 1: Another reason why you need all of those sensors, both
Speaker 1: on the car and on the track.
Speaker 3: And then they will give it'll give me a push,
Speaker 3: but then you're in front of me. You can only
Speaker 3: do it if you're within those.
Speaker 1: Seconds of the person in front, and so forth and
Speaker 1: so on.
Speaker 2: So I see, So they're.
Speaker 1: Always trying to avoid the person getting too close because
Speaker 1: you know that the moment they get too close, you're
Speaker 1: basically done. Especially if you've got a good car like
Speaker 1: the Ferraris do really good well, if you get with
Speaker 1: it that one second, then you know you're going to
Speaker 1: get that extra push. So you want to try and
Speaker 1: keep people behind you. Obviously Max with Sappan doesn't have
Speaker 1: that issue because most people are sixteen seconds behind him.
Speaker 3: But this is a rule that they want there to
Speaker 3: be more leaders, more different leaders.
Speaker 1: Another way of like getting those little extra opportunities for overtaking.
Speaker 3: Okay, how do these drivers survive crashes that I've seen?
Speaker 3: You know, the car gets destroyed and they walk out
Speaker 3: of there like drinking a latte or whatever.
Speaker 1: So remember when we talked about the different buckets of
Speaker 1: parts in a Formula one car, and I mentioned that
Speaker 1: one of them that they had to get from the
Speaker 1: FI specifically, and that was the halo. The halo is
Speaker 1: a big part of that. Okay, that's not the only one.
Speaker 1: There's a handful of safety mechanisms in play.
Speaker 2: I'm watching a crash right now.
Speaker 1: Okay, which crash are you watching?
Speaker 5: This is a joke on you. It is crashing twenty
Speaker 5: two Silverston GP.
Speaker 3: Is that the start taken by a spectator so they're
Speaker 3: probably drunk?
Speaker 2: Wow? Oh yeah, he's just fully upside down and skidding,
Speaker 2: skidding into the fence.
Speaker 1: Woof walking Hell, that's all I can hear. That was
Speaker 1: just the start too, and he stays there for a
Speaker 1: long time, trapped really, and.
Speaker 5: Then amazingly he was actually back racing the very next week.
Speaker 1: And by the way, that one was an interesting one because,
Speaker 1: if I'm not mistaken, George Russell was behind him and
Speaker 1: slowed down and had definitely could see the human moment
Speaker 1: of oh, I feel like I need to stop, get
Speaker 1: out and check because this doesn't look good. And I always,
Speaker 1: I always wonder what goes through the minds of these
Speaker 1: drivers when they're just like, well, we've got a race
Speaker 1: to go and continue.
Speaker 2: You can't look, you can't get out and check. I mean,
Speaker 2: come on, well, actually, Eric Comas coming through the second
Speaker 2: part of flat out in six year something like one hundred.
Speaker 5: Imagin in a race in nineteen ninety two, Erton Senna
Speaker 5: did stop his car and you know, jumped out and
Speaker 5: essentially saved his fellow driver's life.
Speaker 3: I love this, But then I was the only driver
Speaker 3: to stop, get out of his car and go and
Speaker 3: see what conditioned commass in.
Speaker 5: We'll have a lot more to say about the Legendaryrton Senna,
Speaker 5: who of course himself died in a car crash just
Speaker 5: two years after this incident. On next week's episode.
Speaker 1: Look The good thing is we have more safety mechanisms
Speaker 1: in Formula one than ever before. I think everyone has
Speaker 1: gotten over like it was a passive thing. When the
Speaker 1: halo was first introduced, drivers hated it.
Speaker 5: I'll just say when the when the halo came out,
Speaker 5: Max Forstappen was a vote. He was just a twenty
Speaker 5: year old at the time but already on the grid
Speaker 5: and he was one of the biggest opponents of that
Speaker 5: system and he called it abusing the DNA of F one.
Speaker 7: Right, I think as soon as I have that thing
Speaker 7: on my car, I don't like it.
Speaker 8: The excitement has already gone before I'm even sitting in
Speaker 8: the car.
Speaker 5: Of course, cut a few years later, if Hamilton didn't
Speaker 5: have the halo on his car, the same Max for
Speaker 5: stopping would have killed Sir Lewis Hamilton.
Speaker 3: I mean all all change in sport is always resisted
Speaker 3: at first, all change and everything and everything and everything.
Speaker 9: Yeah.
Speaker 1: It's really interesting though that that is our human nature
Speaker 1: to just be like, no, not change, but it's going
Speaker 1: to be better.
Speaker 10: No.
Speaker 7: Yeah, I agree with Max. It takes away some of
Speaker 7: the passion that Formula one is all about. And you know,
Speaker 7: when you look at the car if it's ugly. You
Speaker 7: know from one cars aren't ugly. They're not meant to
Speaker 7: be ugly. And there's a reason that you know, a
Speaker 7: Ferrari is more exciting than a Master. It's something passion
Speaker 7: and if it looks shit.
Speaker 2: It is shit.
Speaker 1: They hated the aesthetic of it. They needed the look
Speaker 1: and feel of it. We had every excuse possible and
Speaker 1: imaginable in the book about it of why it shouldn't
Speaker 1: be a thing. I think we've definitely gotten over and
Speaker 1: it's proven like that is a perfect joke on news.
Speaker 1: Crash is a perfect example of this. Save this driver's life.
Speaker 1: In the seventies, if we go all the way back,
Speaker 1: there was a driver named Helmut Kunning and I probably
Speaker 1: destroyed that name. Who's actually decapitated. So you would think
Speaker 1: they're given all of this. Yeah, that drivers, you know,
Speaker 1: would welcome the extra safety. But again, I think the
Speaker 1: mentality of being a Formula one driver has definitely shifted
Speaker 1: over the years. You know, when you're in the seventies
Speaker 1: or eighties, I think it's very different to today. I
Speaker 1: am one of those firm believers that I don't think
Speaker 1: we should be doing sports if they are dangerous to
Speaker 1: people or they you know's there's a pretty good chance
Speaker 1: that someone's going to die.
Speaker 3: But what like Johai says, there is a violent yearning
Speaker 3: for humanity and this sport taps into some of that.
Speaker 3: I mean, there's that's part of what we enjoy about
Speaker 3: this sport is the danger.
Speaker 1: And again it's why you know the clips, which I
Speaker 1: it just says so much about humans, but the clips
Speaker 1: that do really well on the in and out the
Speaker 1: clips of all of these crashes, and I'm just like, ah,
Speaker 1: this was fair.
Speaker 2: Let me ask a sad question. When was the last
Speaker 2: death in Formula one?
Speaker 5: It was in twenty fourteen.
Speaker 1: The Japanese Grand Prix at Suzuka, a controversial race run.
Speaker 1: I made monsoon like conditions.
Speaker 5: So Jules Bianchi lost control and crashed into this tractor
Speaker 5: type thing that was actually busy removing a different car
Speaker 5: that had just crashed.
Speaker 8: His family has confirmed that the brain injury he suffered
Speaker 8: is a diffuse actional injury. Now, this type of injury
Speaker 8: is calmon amongst patients with severe head trauma and is
Speaker 8: one of the most devastating.
Speaker 5: Nine months later, French Formula one driver Juli Bianki has
Speaker 5: died of injuries suffered during last year's Japanese Grand Prix.
Speaker 5: Many have fun figures showed up at his funeral.
Speaker 10: Including Sebastian Fertile, his fellow French countryman Romant Grogan for
Speaker 10: Lipe Masa, who remember attended to him at the hospital
Speaker 10: in Japan where.
Speaker 5: His mother gave a heart wrenching ulity.
Speaker 10: My baby, Without you, life will be a very grievous
Speaker 10: ordeal in the future.
Speaker 3: Where else is their cool tech in this sport? Besides
Speaker 3: the safety of the driver, it's everywhere.
Speaker 1: So yeah, technology in Formula one is not only about
Speaker 1: finding those extra seconds of speed and improving safety and
Speaker 1: improving the reliability of the car, but there's also an
Speaker 1: entertainment value to it.
Speaker 7: Yeah.
Speaker 1: I can't think of another sport that is as visually
Speaker 1: attractive as Formula one, Like you want to see these
Speaker 1: cars go fast, and so they've spent countless time, effort
Speaker 1: and money on developing on things like the onboard cameras
Speaker 1: and the helmet cameras.
Speaker 2: Watching an F one race to me is like entering
Speaker 2: a new world.
Speaker 3: It's like getting on an airplane and traveling to a
Speaker 3: whole new galaxy where you have to present your passport
Speaker 3: and it's like the metaverse, the but the cool version.
Speaker 2: They have done such.
Speaker 3: A great job of making it feel fun, cool, technologically advanced.
Speaker 2: They crush it.
Speaker 1: They crush it.
Speaker 2: The TV broadcasting absolutely crushes it.
Speaker 1: And look, we could spend hours. Actually we should have
Speaker 1: done an episode on like the TV broadcasting. It's like
Speaker 1: really interesting. It takes one hundred, one hundred and twenty
Speaker 1: two hundred and forty cameras to broadcast an F one race,
Speaker 1: which is absolutely wild. One of the best inventions has
Speaker 1: been the helmet camera, what they call the driver's eye.
Speaker 1: Mark Blunder first started the trend of like the driver's
Speaker 1: eye all the way back in nineteen ninety four. Now
Speaker 1: he had basically had a helmet with a camera mounted
Speaker 1: on top of it. And it looks ridiculous, but it's
Speaker 1: definitely not a dinky little thing, right Like it.
Speaker 2: Looked ridiculous, like a big old camera.
Speaker 1: The big old camera stap to his helmets. Not far
Speaker 1: from that, the first actual proper F one helmet mounted
Speaker 1: camera was worn by Fernando Alonso in the twenty twenty
Speaker 1: one Belgian GP.
Speaker 7: This just it looks like you can follow the dash,
Speaker 7: I mean, take a view through your rouge and just
Speaker 7: watch this.
Speaker 1: This is hippic.
Speaker 4: Oh so yeah, just sit back.
Speaker 8: And listen to this.
Speaker 1: I remember being in the paddock in twenty twenty one
Speaker 1: and the team that had the Formula One team that
Speaker 1: had built the helmet cam was showing me the little
Speaker 1: camera that goes inside like the squishing us around the
Speaker 1: helmet inside it goes into that in the foam and
Speaker 1: it was two point five grams and I was like, wow,
Speaker 1: that's impressive and tiny, and they're like, wait till you
Speaker 1: see next years, it's going to be even lighter. And
Speaker 1: they stay true to their word. The helmet cam is
Speaker 1: now one point five grams, which is insane. What it's tiny,
Speaker 1: and it offers this incredible view and there's a bunch
Speaker 1: of other views that's really interesting. So they keep adding
Speaker 1: different cameras with different camera angles to bring us closer
Speaker 1: to the sport because there's nothing. That helmet camview basically
Speaker 1: gives us the view of the driver within the car
Speaker 1: and what they see.
Speaker 3: Which I got say, I gotta watch some right now.
Speaker 3: It's the helmet cam is remark not steady. You feel
Speaker 3: like this is a violent, aggressive car I'm in. It's
Speaker 3: really hard to keep your eyes off of it.
Speaker 1: Yeah.
Speaker 3: More importantly, this is cool in the sports school blahlah blah.
Speaker 3: But how does any of this tech help me?
Speaker 2: Tony?
Speaker 1: Okay? Michael Michael. Yeah, there's a lot that gets developed
Speaker 1: inside of Formula one that trickles down into road cars,
Speaker 1: which makes sense. There's also a lot that gets developed
Speaker 1: inside of Formula one and the Formula one teams that
Speaker 1: trickles down into a variety of other sectors. Actually, got
Speaker 1: a fun fact for you. Love fun facts, We love
Speaker 1: the fun facts.
Speaker 5: We love.
Speaker 1: The rearview mirrors on the car first started out when
Speaker 1: cars were racing and they wanted to eliminate the need
Speaker 1: of a second person in the car that would tell
Speaker 1: you who's coming up behind you. And they thought, well,
Speaker 1: let's replace the human and put in this rearview mirror.
Speaker 1: So the review mirror that we have in our cars
Speaker 1: first started out with racing.
Speaker 4: Obviously, your road car isn't going to have big wings
Speaker 4: on it, so the aerodynamic stuff maybe doesn't trickle down,
Speaker 4: you know, as directly to what you see on the road.
Speaker 4: But the main things that we see are materials. So
Speaker 4: you know, carbon fiber is a big one where we
Speaker 4: see a real drive for lighter materials that are still strong.
Speaker 4: The other things that we see are the power units
Speaker 4: of the engines, so trying to make them efficient, like
Speaker 4: using the batteries. How can we get you know, the
Speaker 4: best out of the fuel, How can we make a
Speaker 4: greener So there's a big drive in that direction. And
Speaker 4: then some of the stuff that's maybe not seen in
Speaker 4: the outside world, but how we manufacture, so a lot
Speaker 4: of you know, we used to manufacture all over the
Speaker 4: world by taking a big bit of metal and cotton
Speaker 4: bits away, and now we manufacture by like addedive manufacturer,
Speaker 4: where we basically build up little bits of metal that's
Speaker 4: not so wasteful. So there's a lot of pussion sort
Speaker 4: of the manufacturing side and how we do stuff. And
Speaker 4: you know, the software side is going the same way,
Speaker 4: and that's some of what we do in terms of
Speaker 4: traction control or like a BS you know, all those
Speaker 4: sorts of things. They were they were people who there's
Speaker 4: a lot of software people in the background thinking how
Speaker 4: can we make this car go faster? And obviously if
Speaker 4: you can have traction control or launch control or any
Speaker 4: of those things that on your f one car, that
Speaker 4: makes it makes a better night because they've tried to
Speaker 4: bring it back to the driver. A lot of those
Speaker 4: things in F one have actually now been made illegal,
Speaker 4: but they were big development bits and F one and
Speaker 4: even things like you used to have an F one
Speaker 4: like active errow so like that each of the wheels
Speaker 4: could be controlled separately, or like active active dampers, or
Speaker 4: sort of a lot of like software type control things,
Speaker 4: which now is in a lot of cars where you
Speaker 4: can change the height of your car or whatever the
Speaker 4: case would be. A lot of that will will have
Speaker 4: developed from motorsport. But the thing I'm excited about, which
Speaker 4: there's a lot of talk, boy, we're trying to develop
Speaker 4: a synthetic fuel, And a synthetic fuel is basically going
Speaker 4: to extract carbon from the atmosphere some sort of engineering
Speaker 4: magic and then produce a fuel. So basically, although that
Speaker 4: fuel will still emit carbon as you burn it, it
Speaker 4: will only admit as much carbon as it's already taken
Speaker 4: in from the atmosphere. So rather than pollen oil out
Speaker 4: of the ground, you're going to take carbon out of
Speaker 4: the atmosphere and then produce fuel. And if we can
Speaker 4: do that, we can use it for jet fuel. We
Speaker 4: can use it for so many other things. And if
Speaker 4: you could do that cheaply enough, you could replace what's
Speaker 4: currently in your power the pump with a green fuel.
Speaker 5: Oh, essentially, what you're describing is recycling emissions.
Speaker 4: Yeah, exactly.
Speaker 2: That's interesting.
Speaker 1: So there's things like that that you wouldn't normally think about.
Speaker 1: But there's definitely a lot of areas that impact our
Speaker 1: day to day lives.
Speaker 2: Let me tell you how it impacts my life. Tell
Speaker 2: me when.
Speaker 3: Society invests time, energy, emotions, and optimism into advancement, yeah,
Speaker 3: rather than death war, we all win. Yeah, we all win.
Speaker 3: I mean trying to improve upon something trickle down, which
Speaker 3: trickle economics has proven to be bullshit.
Speaker 2: But I believe in.
Speaker 3: Trickle down optimism, positivity, desire, growth, thirst for knowledge that
Speaker 3: only is just contagious and influences everybody.
Speaker 1: I love that. So, Michael, what are your thoughts? Are
Speaker 1: you a tech nerd? Are you interested in this? You
Speaker 1: want to hear more about this?
Speaker 3: I got one thing to say about this, Okay, Page
Speaker 3: x eight one point two. The Homo legation dossier must
Speaker 3: include details of all parts described as IC, PUCE EXH
Speaker 3: and MGU dash K in the PU element column of
Speaker 3: Appendix three of the Technical Regulations B include all documents
Speaker 3: required and Article one of this appendix c be submitted
Speaker 3: and updated. According to the procedure detailed in the appendix
Speaker 3: of the regulations, a power unit will be homo legated
Speaker 3: for the competitor once a complete homo legation dossia has
Speaker 3: been submitted by the relevant power unit manufacturer and has
Speaker 3: been approved by the FIA. Such approval to take place
Speaker 3: within fourteen days from submission of the homo ligation dossier.
Speaker 3: I can't be saying that correctly. Each power unit manufacturer
Speaker 3: must be submitted one homo logation dot C. I find
Speaker 3: this very interesting, but I'd rather talk about humans and
Speaker 3: our fallibility.
Speaker 5: Speak for yourself, Michael.
Speaker 9: I'm a human guy. I'm a human guy.
Speaker 5: This has been Choosing Sides F one, a production of
Speaker 5: Sports Illustrated Studios, iHeart Podcasts and one oh one Studio podcast.
Speaker 5: The show is hosted by Michael Costa and Tony Cowan Brown.
Speaker 5: This episode was edited, scored, and sound designed by senior
Speaker 5: producer Jojai may Thad Scott Stone is the executive producer
Speaker 5: and head of audio, and Daniel Wexman is Director of
Speaker 5: podcast Development. And production manager at one o one Studios,
Speaker 5: at iHeart podcast Sean Taito as our executive producer, and
Speaker 5: a special thank you to Michelle Newman, David Glasser, and
Speaker 5: David Hoodkin from one oh one Studios. For more shows
Speaker 5: from iHeart Podcasts, go visit the iHeartRadio app, Apple Podcasts
Speaker 5: or wherever you get your podcasts, and whatever you do,
Speaker 5: don't forget to rate us and tell your friends it
Speaker 5: really does mean a lot.
Speaker 1: Let's talk a little bit about next week, but it's
Speaker 1: weird to talk about the future when actually the episode
Speaker 1: of next week is going to look back at the
Speaker 1: past of Formula one. Oh, this is the episode for
Speaker 1: the history buff.
Speaker 2: I love history great.
Speaker 1: You know.
Speaker 3: I think it was Marcus Garvey who once said a
Speaker 3: people without knowledge of their past are like a tree
Speaker 3: without roots.
Speaker 1: Let's stick into those roots.
Speaker 2: Yep.