There's a term bandied around Formula One that as an avid fan our palette simply finds unsavoury, let alone being able to digest it. "Tyre Management." Do not misconstrue our sentiment though. By no means is this a condemnation of F1's sole tyre supplier Pirelli. Since taking over the tyre tender from Bridgestone in 2011, we think Pirelli have done a marvellous job. They have complied with F1's requests regarding tyre composition and degradation characteristics. Now in 2018 they have introduced 2 new compounds, with all compounds softer than the previous year, yet degrade in a linear fashion. They supply the teams with 3 dry weather compounds for each race, with the teams mandated to use two of those in the race, thereby deeming at least one pitstop.
    Some of 2018's races made compelling viewing, while others were, well, processional. Despite Pirelli and the rule maker's best efforts to induce multiple pitstops in each race, the teams were able to bring one stop races to fruition through measured tyre management. Remember F1 teams have the best motorsport engineers in the world. Anything taken away from them, they'll find a way to claw it back. Therefore, is qualifying now the only time F1 cars are driven on the limit? 
    Fans want to see F1 cars driven to their potential, raced to the maximum of their capability all the time. They also don't want to see engines "turned down" to preserve them because they are only allowed 3 a season. So what options are there to achieve this? Perhaps legislating the use of all three tyre compounds in the race, rendering two stop races with shorter stints on each set of tyres. This would allow the drivers to push all the time. Alternatively, would it be too contrived to decree pitstop windows to determine when teams can service their cars? Would dispensing with the maximum fuel flow rate while still governing the total fuel limit allow the teams to push? All options have pros and cons.
    Formula One is set for a major design and rule upheaval in a couple of years with the tyre supply contract also up for tender. Despite a number of worldwide motorsport categories adopting a single tyre supplier in the name of parity, could F1 benefit from a tyre war? Pirelli have desire to renew, while Michelin and Hankook have expressed an interest in applying.  Seeking an advantage between the tyre suppliers would be the catalyst to drive up competition through tyre development. Anyone who's raced anything knows that the most important factor in the package is the rubber.
    So, does anyone find a tyre war palatable?

    A very happy Christmas and exciting New Year to all our friends and surfers. God bless and see you all in 2019.
    
    

    Inspired, astute, shrewd, questionable, contentious or controversial. Where does your opinion lie? From a Red Bull Racing perspective, a contract renewal was imminent. After all, what better options were there? Demands were met, including a 1 year deal adhered to in case F1's big hitters came calling. He even recorded a video announcing his own resigning.
    Astonishingly during F1's traditional summer break, it became apparent that Red Bull does indeed "Give You Wings." Australian Daniel Ricciardo shocked everyone by announcing he's signed for Renault for 2019.  Was it the unknown entity of the Honda power units propelling Red Bull next year? Was it the money? Was it not being afforded the opportunity to win because of the Max factor? Ricciardo states that it was time for a fresh challenge. Perhaps Ricciardo knows more than we think. Recently Red Bull design guru Adrian Newey was questioned as to whether Renault had made him an offer. He would neither confirm or deny. 
    Renault are no doubt on the ascendancy. Since re-entering F1 as a full works team, they've invested and expanded and are currently the fourth best team. But can they provide Ricciardo with a championship challenging machine? How will they handle the regulation changes in a couple of years? Is Renault the team that Ricciardo can galvanise around him? Remember the last time an Australian didn't sign with Renault. They came out and won the 2005 season opening Australian GP and stopped the Ferrari juggernaut by winning the 2005 championship....

    Is Formula One unfinished business for Fernando Alonso? The two time world champion has started over 300 Grands Prix, won 32 and stood on the podium 97 times. The summer break saw Alonso announce what we all were unfortunately expecting. He is leaving F1 for other motorsport challenges. In his quest to become a more complete driver, he's dovetailed this season with the World Endurance Championship which he currently leads. The triple crown, that is, Monaco GP, Le Mans 24 Hour and Indianapolis 500 is something that he's expressed desire to capture. Having already won Monaco and Le Mans, and sampled the Indy, it is expected that he'll announce a full tilt attack on next year's Indycar championship with implied intent on winning the Indy 500.
    Still considered by many to be the best driver in F1, he's often outspoken and not afraid to express his opinions. Despite having driven for the best teams, but maybe not always at the best time, Alonso has always extracted the best from his car. He was careful however, not to use the dreaded retirement word, leaving the door ajar for a possible return. 
    Let's hope F1 is unfinished business for Fernando Alonso, because it feels like it is for us fans.
    Chao "El Nano."

    Not very aesthetically pleasing is it? An ugly appendage deemed contrary to the very essence of open cockpit, single seater racecars? Yes, we're talking about the new for 2018 Formula One Front Cockpit Protection or "Halo" as it's colloquially known.  
    F1's governing body wanted to introduce some form of cockpit protection in time for the 2017 season, but due to lack of time in testing various options, postponed to this season. The teams were commissioned to present their best solutions. Small windscreens, aeroscreens and the like were tested. But after a failure to Red Bull's aeroscreen and time ticking away, the halo was decided upon. A circular steel and titanium piece of fairing if you will, encompassing the cockpit supported by a central pillar and at the cockpit sides. Whilst driver's vision, aero wake into the engine airbox above the driver, and debris deflecting into the crowd were considerations to the various options presented, the halo was decided upon. 
    Designed to deflect large objects such as errant wheels and withstand weight equivalent to a double-decker bus. What, however, of smaller objects? Could more testing have been done to find an even better solution? A halo certainly wouldn't have prevented Felipe Massa copping a life threatening Honda spring in the face at Hungary in 2009. 
    There are those such as 3-time champ Niki Lauda who suggest the halo goes against the grain of what formula racing is, and that it detracts from the driver's achievements against extreme danger. On the flipside, there are those like 2-time champ and McLaren ace Fernando Alonso, who suggest that if the halo improves driver safety, then it doesn't matter what it looks like. Surely, an option that increases driver's safety needs to be exploited and exhausted? Doesn't technology serve to improve? Aren't romantic notions of yesteryear's racing antiquated? Whichever way you feel, the teams are free to develop the halo. We've already seen various adaptations in testing. We will get used to it.
    The other main change you may have noticed for this year's racing is Pirelli's introduction of seven dry tyre compounds with them being a step softer than last year. Exciting indeed. Expect lap times to tumble.
    This week's Australian Formula One Grand Prix sees Melbourne's stunning Albert Park opening yet another F1 campaign. Weather at this stage looks typically Melbourne with qualifying Saturday and raceday Sunday looking iffy. Make sure you check out the F1 cars through the fast kink at Turn 5 where the walls are close, or the fast chicane at Turns 11 and 12 which a gripped up F1 car negotiates at over 200km/h, or the Turn 14 sweeper where they use all the track and then some. We'll leave the predictions to your good selves as the level of uncertainty is always high after winter testing leading into the start of a season.
    Final boarding call for flights to Melbourne. See you at Albert Park....