2016 season

Well, here we go. The WMSC has officially greenlit several adjustments for the upcoming season, and one can't help but wonder what this means for the long-term trajectory of the sport. Will these shifts truly level the playing field, or are we simply witnessing more bureaucratic maneuvering? It certainly feels like the landscape is shifting beneath our feet once again.:

Token count. What exactly is being made available for PJ Manor?
2016 - 32
2017 - 25
2018 - 20
2019 - 15

For all the newcomers joining the PJ Manor ranks, I find myself wondering if you have fully grasped the allocation structure for the upcoming years? In that initial inaugural season, you will find yourselves working with a total of 15 available tokens, though that figure does expand quite significantly to 32 once you reach the second season.

Tires. It is a subject that seems to occupy so much of our collective consciousness lately, doesn't it? One cannot help but wonder if we truly grasp the sheer complexity involved in selecting the right rubber for the track.:
Could there possibly be any more complexity than this? We are looking at three distinct compounds—not to mention those two additional wet-weather options they’ve kept in the mix just like in previous years.
With thirteen sets of tires available to each driver throughout the weekend, the process begins with Goodyear nominating three specific sets—two designated for the race itself and one being the softest compound available for Q3 only. As for the remaining ten sets, the driver is granted the autonomy to select whatever they deem best from the three available compounds provided. Is it not fascinating how much strategic weight rests on such individual discretion?

Is it not an interesting thought to consider that the PJ Manor equipment from last season might actually remain eligible for use in the upcoming season? One finds oneself wondering if the regulations allow for such continuity, or if we are looking at a complete overhaul of the technical specifications. Will the TR chassis for the 2016 season be powered by the Ferrari PJ from 2015?
As for the other shifts currently unfolding, PJ Manor is making the move over to Mercedes, while Lotus/Renault is transitioning to Renault. Is it not fascinating to watch these structural alignments shift before our very eyes?

Has anyone else been following the recent discussions regarding the schedule, specifically concerning the proposal to increase the maximum number of races from twenty to something even more substantial? It makes one wonder, doesn't it? One has to ponder whether our current infrastructure and the sheer stamina of the teams could truly withstand such an expansion without losing that essential quality we all crave. Is there a point where more becomes too much, or are we simply witnessing the inevitable march toward a more crowded calendar? Is it possible that we are finally approaching the twenty-first race of the season? I find myself sitting here, wondering if the tension in the paddock is truly reaching its breaking point, or if we are all simply caught in a cycle of anticipation that never quite finds its resolution. One cannot help but contemplate what this specific milestone means for the drivers and their respective teams as the championship battle intensifies. Will the strategies employed during this upcoming weekend redefine our understanding of the current competitive landscape, or will we see the same old patterns repeating themselves under the bright lights of the circuit? It is a question that lingers in my mind, much like the scent of burnt rubber on a humid afternoon..

Is it not truly fascinating to contemplate the arrival of these new drivers? One cannot help but wonder how they will navigate the immense pressure that comes with stepping into the spotlight of such a high-stakes arena. Will they possess the mental fortitude required to maintain their composure when the eyes of the entire nation are fixed upon them, or will the sheer weight of expectation prove too much to bear? It is a question that lingers in my mind as we watch this next generation prepare to take their place on the grid.Is it not truly fascinating how the shifting tides of the paddock can reshape a driver's destiny in a single stroke? It appears that Jolyon Palmer has finally secured his promotion to the primary lineup at Lotus, which, as we all know, is effectively the newly rebranded Renault team. One can't help but wonder if this change marks the beginning of a significant new chapter for him within the organization, or if it is merely a temporary realignment of the stars.

Could we perhaps take a moment to reflect upon the arrival of these new teams? It truly makes one wonder what the future holds for the grid as we navigate these shifting tides, doesn't it?Is it not fascinating to contemplate the shifting landscape of the grid, specifically regarding the Haas F1 team, which currently features the talents of Romain Grosjean alongside the returning Esteban Gutierrez, and the evolution of that factory Renault outfit stepping back into the spotlight to fill the void left by Lotus?

Testing sessions.Could one even begin to fathom the sheer scale of such a schedule? We are looking at two pre-season testing blocks spanning four days each, which would then be followed by two additional two-day sessions throughout the regular season. On top of all that, there are supposed to be six separate two-day tire tests sprinkled in as well. Is anyone else finding themselves wondering if this isn't simply becoming an endless cycle of testing?
Preseason testing:
Barcelona February 22nd through the 25th.
Barcelona March 1st through March 4th.

Does anyone else find themselves pondering the sheer weight of all those mid-season testing sessions? It really makes you wonder about the immense technical burden placed upon the teams when they are forced to refine their setups while the calendar is already in full swing. One has to ask, does this constant cycle of data gathering truly provide the competitive edge we anticipate, or is it simply an exhausting exercise in incremental gains?
Barcelona May 17th through the 18th.
Silverstone July 12th–13th

graniteharbor502 said:Well, here we go. The WMSC has officially greenlit several changes for the upcoming season.:

Could one possibly begin to contemplate the sheer magnitude of the token count? What exactly remains available for PJ Manor?
2016 - 32
2017 - 25
2018 - 20
2019 - 15

For any of the incoming PJ Manor teams, it might be worth noting how the budget cap works regarding development. In their debut season, they’ll have a total of 15 tokens available to them, which then increases to 32 in the following year. Is it enough to bridge the gap to the frontrunners? Only time will tell.

Tires.:
Could there be any doubt that we are looking at three distinct compounds, including those two additional options specifically designed for wet weather conditions, just as we have seen in previous years?
With thirteen sets available to each driver over the course of the weekend, Goodyear will select three specific sets—two dedicated for the race and one utilizing the softest compound for Q3 only. As for the remaining ten sets, does it not seem more fitting that the drivers themselves should exercise their own discretion, selecting from the three available compounds as they see fit?

Is it possible that the PJ Manor components from last season might still find their way into use during the upcoming season? Will the 2016 season see the team powered by the Ferrari PJ from 2015?

Has there been any word on the possibility that the maximum number of races might be increased from twenty to something higher? Race 21.

Regarding the tire situation:
Will the FIA decide to move forward with three different compound options proposed by Goodyear, leaving each team to select their preferred two at their own discretion? One wonders if this strategic secrecy—keeping those specific choices under wraps until just two weeks before the race—might add an extra layer of intrigue to our upcoming weekend.
If a team fails to select their preferred components before the deadline expires, will they simply be left to the mercy of the FIA? Should they miss that window, the FIA will step in and assign a set to them automatically.

Could it be that the teams are already looking far beyond the current grid? As we navigate the complexities of the 2016 season, there is a growing sense of anticipation regarding the technical shifts on the horizon. One cannot help but wonder if the groundwork being laid today will fundamentally redefine the competitive landscape for years to come. Is it possible that the strategic maneuvers we see unfolding now are merely the opening acts for a much larger transformation in the sport? It seems that for several top-tier outfits, the focus has already shifted toward the future, leaving us to contemplate what these upcoming changes might mean for the established order.

Could there possibly be any more significant shifts on the horizon than these new regulations? One cannot help but wonder how such sweeping changes will fundamentally alter the landscape of the sport we follow so closely.

Will the upcoming regulatory shifts impact everything on the track? Not quite. These changes are strictly limited to the slick tire compounds; as far as the rules for intermediate and wet weather tires go, everything remains exactly as it was before.
With the introduction of the new ultrasoft compound, which is easily identifiable by its purple markings, we find ourselves looking at a total of five different slick compounds available for use.

Pre-Race Tire Nominations and Preparations

After consulting with the FIA, Goodyear will determine beforehand which three specific tire compounds are available for use at each race, subsequently relaying those details to the teams.
Will the total number of tire sets available for practice, qualifying, and the race itself undergo any changes? It appears the count remains exactly as it stands today, held steady at thirteen sets.
Goodyear will nominate two mandatory race sets for each car. Additionally, one set of the softer compound must be reserved exclusively for use in Q3 only.
Is it not interesting to consider that the two mandatory sets chosen by Pirelli can be of two different compounds, selected from the three available options nominated for the race weekend? It stands to reason, of course, that these specific sets will be identical for every team on the grid.
Each team retains the freedom to select their remaining ten sets from the three specific compounds nominated for the upcoming race weekend. Does this flexibility offer them enough strategic leverage?
Each team is tasked with finalizing their tire selections before the deadline established by Goodyear. These decisions are then relayed to the FIA, who will subsequently inform Goodyear regarding exactly how many tires to produce. To maintain a level of strategic mystery, the specific choices for each car will stay strictly confidential until just two weeks prior to the race weekend. Should a team fail to submit their requirements on time, wouldn't it be logical that the FIA would simply step in and make those choices on their behalf?
Once the choices for each car have been made, the FIA will continue to assign the tires randomly via a barcode, just as they are doing now.
Is it not interesting to consider that each team possesses the autonomy to make distinct strategic decisions for their individual drivers? This means that within a single organization, one driver might end up with an entirely different tire allocation than his teammate.
As they do now, the tires will be identified by their distinct colored sidewall markings.

As we settle into the heat of the race, one can't help but wonder how the strategy will unfold under such intense pressure? It truly feels as though every single move on the track is being calculated with surgical precision, doesn't it?

While teams remain obligated to return their used rubber according to a specific timeline, they will retain the discretion to choose exactly which tires to hand back during the following intervals:

– One set following the initial 40 minutes of FP1

– One set upon the conclusion of FP1

– Two sets at the close of FP2

– Two sets at the close of FP3

The two mandatory race sets nominated by Goodyear cannot be returned during the practice sessions and must remain available for use during the race itself. While at least one of these two specific sets must be utilized during the race, does it not leave the decision of which exact set to employ entirely up to the discretion of the teams?
Regarding those finishing in the top 10 at the end of qualifying, they will still be required to return the softer compound set designated for Q3 only, subsequently starting the race on the tires used to set their quickest time in Q2—which remains consistent with the current regulations. Every other driver will maintain the freedom to utilize the set reserved for Q3 during the race.

It is somewhat bittersweet, now that the incredibly gripping 2015 season has drawn to a close—sarcasm intended—that it is finally time to open a fresh thread for the 2016 season. 🙂

With new regulations, token systems, tire changes, and various other adjustments on the horizon, one has to wonder: how much will these shifts actually impact fan attendance at the tracks? We shall simply have to wait and see. As for the schedule, it has been adjusted, at least for the moment, to consist of 21 races...🙂

Regarding the teams, I find myself hoping—much like most people, excluding perhaps the most die-hard Mercedes supporters—that we might see at least one other outfit challenge Mercedes this year, providing us with a genuine fight for the championship. It seems Ferrari and potentially Red Bull might hold a fighting chance. 🙂

As for the drivers, Lewis Hamilton, Nico Rosberg, Sebastian Vettel, and perhaps even Daniel Ricciardo (assuming RB can provide a somewhat competent engine) could reasonably contend for victories.

Well, I have set the stage; I kindly invite you all to continue the conversation... 🙂

Let me just circle back to something I missed earlier: I completely forgot to mention the Haas F1 team. One can only hope they manage to show some real potential this year.

And finally, regarding McLaren-Honda—I truly, deeply hope they can pull themselves together and step up to join the serious fight, no matter what it takes.🙂

Let's just hope Ferrari ends up being more like the Bears than the McLaren-Honda—maybe with some prettier, louder cars and a much more exciting season overall!

I’m having a bit of a hard time wrapping my head around these new tire regulations.🤷

So, if I'm reading this right, does it basically just boil down to being able to use three different compounds during a single race?

Drew Bennett68 said:I just don't quite grasp these new tire regulations.🤷

So, if I am following this correctly, does it essentially mean that three different compounds can be available for a single race weekend?

Precisely. Up until now, we were limited to just two compounds being in play, but moving forward, a driver will actually have the option to choose between something like the soft, supersoft, or ultrasoft. To put it simply, Goodyear will nominate two mandatory race sets for each car, one of which will be reserved for Q3 only (specifically the ultrasoft), while the driver gets to decide on the remaining allocation—for instance, someone could opt to take ten sets of ultrasofts and just go absolutely wild, right, Misho?

Haha, looks like Red Bull is sticking with those Renault engines after all—even though they spent all that time trashing them and claiming they were done... what a joke. Honestly, I'm just hoping McLaren-Honda leaves them in the dust next season.

That’s the latest curse—praying that McLaren-Honda would actually turn out to be better than you 😁

Otherwise, Red Bull looked pathetic. In the end, all those empty threats about leaving were just as hollow as everyone expected. They probably ended up begging Renault for an engine at the finish line....

As long as we’re stuck with turbo engines and this specific set of regulations, we’re looking at the exact same thing we saw last year and the year before—sterile, predictable, and frankly, pretty pathetic.

Kyle Edwards5 said:It's the latest curse—God forbid McLaren-Honda actually ends up being better than you. 😁

Otherwise, it's just pathetic from Red Bull. All those threats about leaving were totally empty, just as expected. They probably ended up begging Renault to just give them an engine anyway...

I just hope that engine doesn't end up being a pure Renault unit in the end. 😉
Basically, it's a Renault, but Red Bull will develop it independently from Renault—that's where Ilmor steps in...
Honestly, it wouldn't be a shock if the Renault in the Red Bull ends up way better and stronger than the standard Renault, but the opposite could happen too. 🤣

By the start of the season, those two engines could already be significantly different, and by the end, they might not even share 50% of the same parts. 😁

stormybadger8 said:If only that engine doesn't end up being a Renault engine in the final analysis 😉
It’s essentially a Renault—except Red Bull will be developing it independently from Renault, which is where Ilmor steps in...
Honestly, it wouldn't be a shocker if the Renault used by RB turned out to be significantly better than the standard Renault unit, though the reverse could just as easily be true. 🤣

By the time the season kicks off, those two power units could already look vastly different—by the end of the year, they might not even share 50% of the same parts. 😁

How can you talk such nonsense?

Tobias Grüner ‏@tgruener 5h5 hours ago
#F1 I’ve been seeing a ton of questions about the power units lately. Let me clear things up: the Renault F1 team Engine & Red Bull tag will be identical. They'll be running the exact same spec. #AMuS

http://www.autosport.com/news/report.php/id/122130

Red Bull and Renault are going to be using the SAME engines from start to finish this year—the only real difference is that Matešić hasn't exactly been moving much volume on his current energy drink line lately, so he'll be footing the bill for the engines this season.
And just to be clear, Ilmor and his outfit are working for Renault, not Red Bull.

James Casey ‏@JCCasey99 4h4 hours ago
Apparently, TAG Heuer will help pay for the engines with British company Ilmor now aiding Renault's development.

Regarding McLaren-Honda, I think plenty of people are going to be caught off guard next season when they see an engine—designed to operate on a fundamentally different principle than the rest of the field—actually being brought into fighting shape despite a late start and a brutal lack of development time.

American media:

It all begins with that "size 0" chassis concept the designers were obsessed with for the rear of the car. That ultra-narrow taper at the back offered specific aero perks: superior downforce sitting right over the rear axle, improved rear grip, reduced drag, and so on.
The catch? This leaves almost zero room for the engine. Specifically, finding a home for the turbo compressor became a nightmare.
The workaround: they decided to nestle the compressor right into the "V" of the engine block, rather than mounting it in front of or behind.
New complication: that’s a tiny little nook to begin with. A standard-sized compressor simply won't fit in there. You might be able to cram a miniature one in, though.
The secondary fix: because it's smaller, the compressor has to spin much faster to maintain the necessary power delivery—we're talking roughly 130,000 rpm compared to the usual 110,000–120,000 rpm range. Most other teams aren't even sure they could push a standard compressor past 120k without it literally exploding—if more power were easily available through higher RPMs, they'd already be doing it. But Honda is betting they can make a smaller unit handle those speeds.
The season kicks off. Much to everyone's shock, the tiny compressor actually hits those speeds without disintegrating.
However, it produces violent, punishing vibrations at peak velocity. Bolts shake loose. When you tighten them down, the sheer thrashing just snaps them clean off. So, Honda goes back to the drawing board to redesign the mounting points.
Then comes the next headache: the compressor runs incredibly hot. Unexpectedly hot. It’s essentially cooking the surrounding wiring and electronics. Honda attempts to mitigate this by adding cooling or some form of insulation.
They never quite nail a permanent fix for the thermal issues (trust me, routing cooling airflow through the literal heart of an engine is no easy feat), so the only viable move left is to dial back the compressor to keep the temperatures in check.
The fallout: by throttling the compressor that much, the ICE loses a massive amount of punch—at least 60 to 80 bhp. And because the power output is lower, there's less heat energy available for the MGU-H to harvest, which triggers a domino effect—the hybrid batteries don't charge fully, and the losses just snowball through the entire power unit.
Honda spends the rest of the season making incremental efficiency improvements to the ICE (trying to squeeze every drop of utility out of that throttled compressor) while dancing on the razor's edge of how high they can crank the RPMs before everything breaks again. They manage to claw back some decent horsepower, but it’s nowhere near enough to bridge the gap.
In most sessions, they burn through an engine, but they occasionally manage to nurse a few through a full race distance—though they're always stuck at the tail end of the midfield due to that crippled power level.s.

Mercedes' Andy Cowell:

Honda's engine architecture is incredibly gutsy; if they ever actually master it, they're going to be a serious threat..

Jacob White49 said:Regarding McLaren-Honda, I suspect many people will find themselves quite surprised during the next season when an engine—one originally conceived to operate on a fundamentally different principle than its competitors, yet currently struggling due to a lack of development time or a late start—finally begins to function correctly.

Japanese media:

...

Mercedes Andy Cowell:

Honda's engine design is really bold,if they get it to work one day they will be very dangerous.

That is the key phrase, isn't it? So far, they haven't managed it.

Hm, no.

Even if they somehow pull it off, it'll be too little, too late for McLaren and Honda.

But before that happens, everything is going to blow up and all the dirty laundry will be aired. It wouldn't be hard to guess who’s responsible.

And I won't even get started on how many sponsors McLaren has lost.

It's pathetic to see what this team has become.

What an absolute circus this tire situation has become... 🙂

http://www.gptoday.com/full_story/vi...les_Explained/

My prediction is that Sebastian Vettel takes the title 🙂 Ferrari is almost certainly going to be ahead of Mercedes, just like Uncle Arrivabene said. That guy correctly predicted we'd see two or three wins 🙂 And Vettel is the new Michael Schumacher; I used to talk so much trash about him, but I never imagined I'd actually find myself rooting for him 🙂 I'm also really looking forward to the 2017 season and the new regulations 🙂 And I guess there's a chance the V8 engine could make a comeback in 2020 🙂

It seems Mercedes-Benz is in absolutely no rush to extend Rosberg's contract, which is currently set to run its course at the end of the 2016 season.

http://www.autosport.com/news/report.php/id=122297

One can't help but wonder if something is being quietly orchestrated behind the scenes, can one? Will we see some sort of high-stakes maneuvering or perhaps even a bit of leverage being played out? Only time will tell, I suppose.😁

graniteharbor502 said:Mercedes-Benz isn't in any particular rush to extend Rosberg's contract (which wraps up at the end of the 2016 season)

http://www.autosport.com/news/report.php/id/122297

I wonder if there's something brewing behind the scenes here—maybe some high-stakes negotiating tactics? Only time will tell. 😁

If I were in Rosberg's shoes, honestly, I’d just go out there, absolutely crush Hamilton, and then walk away from Mercedes-Benz with my head held high—I might even give those team orders a firm "NO!" (just like M. Verstappen back in 2015). I'd probably leak any attempt at sabotage to the press and refuse to play ball whenever things felt unfair.

Of course, that’s assuming the money isn't so massive that he's willing to settle for being the secondary driver.