Red Bull’s Frede Rasmussen, who holds second place, will do his best to stop Opmeer’s run. For a big comeback, he would need to win, and the leader must finish at least ninth. Mercedes, Opmeer’s team already won the collective trophy, bringing the silver medal to Brackley for the first time since 2018.

The Action at Imola

The addition of Imola, Italy, to the 2021 F1 season, and indeed to the F1 2021 game, was greeted with universal praise. The tradition-rich circuit offers a tight layout with only one real racing line, so overtaking must be timed to perfection.

Earlier in the day, Josh Idowu took a surprise pole position for McLaren Shadow in only his fourth race this year. He, and 2019 champion David Tonizza, took the front row, with the pair starting on soft tires, unlike those around them.

Read also: Rosberg X Racing, Extreme E Champion!

They held positions early on, but Tonizza took the lead on lap 6, only to be passed three laps later on lap 9.

When pit stops occurred on lap 10, things got tough. The fight saw Idowu in the lead, with Brendon Leigh reaching the advantage at pit stops. 

Opmer’s breakthrough

After a slow start, the championship leader found himself in heavy traffic and started to overtake, on lap 13. Two laps later, Opmeer passed championship rival Lucas Blakeley, moments after the Scotsman made contact with the rear of Tonizza. 

Tonizza then passed teammate Leigh on lap 19, who held second place for much of the race. But when Opmeer also tried to pass, Leigh put him on the grass, for which he received a caution. Opmeer got it on the next lap to take third place, and it looked like that would be the end.

However, Tonizza dove into turn 2 and stole the lead from Idowu in spectacular fashion on the final lap. When he rejoined the track, Idowu hit another car and spun, throwing away what he had gained in the first gear.

Tonizza came home for his first win since 2020, ahead of Opmeer and Rasmussen, who made incredible but quiet progress from their lowly P15 qualifying spot. Rounding out the points were Joni Tormala, Leigh, Michael Romanidis, Dani Moreno, Patrik Sipos, Simon Weigang and the unfortunate Blakeley.

Written by I Jhonattan González

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With these models, the manufacturing company advances in theit plan to achieve the goal of zero carbon emissions by 2039. This is the objective of the Teutonic company, as Jaime Cohen, CEO of Mercedes-Benz, shared with Business Insider Mexico.

During the presentation of these new models, the star’s brand also highlighted the progress they made in 2020 in terms of sustainability, such as 100% digital procedures, which no longer require paper.

It should be noted that Mercedes already has sales of their electric models in Mexico, which went on the market during the last week of February.

EQ will get AMG versions

After the presentation of the Mercedes EQA, the director of operations of the German company, Markus Schäfer told the Autocar media that “an electrical platform in the direction of AMG is coming…there will be performance variants of the EQA, B, S (and) E”.

The Mercedes EQA, EQB, EQE and EQS will get AMG versions so the electric car will be included within the portfolio of highest quality products of the firm.

To the model of the vehicle chosen, AMG adds a name symbolized by a two-digit number that represents the engine it has, in these preparations specially designed for very demanding customers who want to enjoy the speed behind the wheel of a premium car, the performance of each engine makes them leaders in their segment in terms of power and torque.

Service still in pandemic

In order to face the pandemic, the automaker took several measures to continue providing a service adapted to the circumstances. The brand carried a proposal in which the Mercedes workshops approached the customers’ homes, in such a way that the vehicles received their maintenance services without leaving home. Also, it extended the guarantees of their models so that customers continue in confinement.

Written by | Gabriel Sayago

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Working on aerodynamics for the new era is something that has been forbidden until now, even though teams have known the rules for some time.

The reason the International Automobile Federation has restricted simulation work in this way is they did not want to give an advantage to the teams with more resources over those lower down on the grid.

Parity in competition

In the middle of challenges of the coronavirus pandemic, they ensured that there was not a huge disparity between teams with money to burn and those without money was considered a high priority.

Nevertheless there are other ramifications to consider as well, as teams will have a different handicap from each other during 2021, when the new sliding scale system for aerodynamic development comes to Formula 1.

The amount of simulation time available to each team will now be governed by their position in the championship, creating a curve that should compensate for differences teams have in terms of resources.

If we consider how this affects the wind tunnel time in 2021, the reference of 100% use of this tool is equal to 80 hours, with 320 tests and 400 hours of tunnel occupation.

This means that Mercedes will have 72 hours, 288 tests and 360 hours of occupation, while Williams will have 90 hours, 360 tests and 450 hours of occupation.

The scale grows to an even more significant number from 2022 as well, from when the champion among constructors will only be allowed only 70% of the agreed time of the wind tunnel limit and the CFD.

However, there are other characteristics of the system that must also be considered, as the year is also divided into six test periods that are affected by the position of the team in both the previous and current championships, and each of them is taken into account depending on the period in question.

Over time, this system is expected to close the gap between competitors but, as with all regulations, there will be ways that teams can find advantages.

Mercedes, knowing that they will be hit more than anyone on the grid by these changes, have approached the task in a way that is out of the way of its competitors.

As it appears to have accelerated its 2021 work earlier in 2020, stopping the development of the W11 much earlier than would normally be expected.

After all, the W11 was the most dominant car of the season and the fastest in Formula 1 history, giving Mercedes the necessary wiggle room to stop upgrade work sooner and turn its attention to a long term.

Meanwhile, in that same period, we’ve seen teams like Red Bull and Ferrari (which have comparable resources) completely alter the DNA of their cars, bringing them relatively close to the front of the grid.

The changes made by both at the end of the season have clearly helped to improve their fortunes, but that does not mean that the work they have done will not continue to bear fruit in 2021, especially since we have a lot of elements that will move to the next season.

Looking forward

The obvious conclusion drawn here is that Mercedes has spent a large part of this season calmly concentrating its efforts on 2021, forgoing higher profits for 2020 in the process.

They also will hope that the early development of its 2021 car will allow it to spend a disproportionate amount of time on its 2022 design, potentially offsetting the percentage losses the sliding scale will have on the car compared to its rivals.

Furthermore, regulations only go so far as to limit the team’s capabilities to simulate the aerodynamic impact of its designs.

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Mercedes-Benz has won the last seven Formula 1 (F1) championships, but its parent company, Daimler, is reducing its participation in the team. While F1 remains valuable from an image perspective, Daimler can now get more out of its marketing investment, while the racing unit also pushes to increase its own revenue outside of international tracks.

Sales boost

The team plans to sell more engineering services to external clients. By leveraging its expertise in optimizing aerodynamics and engine efficiency, as well as processing complex data, the Brackley, England-based company aims to triple revenue in its applied science unit to 100 million pounds sterling (135 million dollars) by 2025.

The entire organization is boosting its profitability in two years, CEO Toto Wolff said in a report by the Bloomberg news agency.

“In Formula One it’s all about speed of delivery, and our speed of delivery of technical solutions that are both competitive as well as safe is something that can be applied across a wide range of areas,” Wolff said in an interview.

Mercedes is one of the most successful racing organizations in the world. Its star driver, Lewis Hamilton, has won six F1 championships since 2014. The domain faces a new test when cost caps go into effect to revive competition and make the grand prix more sustainable.

Honda Motor Co. said in October that they will leave F1 at the end of the 2021 season, while Volkswagen AG’s BMW AG and Volkswagen AG’s Audi have announced that they will be leaving Formula E electric motor racing. The VW brand is ending all sports activities and reassigning employees to work on building the largest battery-powered fleet in the industry.

Powerful supercar

In addition to outside sales efforts, the Mercedes F1 team has deepened collaboration with the performance car division to reinforce fully or partially electric sports car offerings.

The three years that have passed since Mercedes showed off the last car, a two-seater that boasts more than 1,000 horsepower, suggests that there are reasons no other automaker has tried to plug an F1 powertrain into a vehicle for public streets.

Porsche AG and Toyota Motor Corp. have used racing to test technology for road vehicles, but the transfer of knowledge was mainly focused on areas such as turbocharged engines or electric power recovery in hybrid systems.

Adapting sophisticated F1 components like the exhaust gas turbocharger and adjusting the noise vibration to levels that don’t pierce the eardrums is costly. Still, it’s worth the effort, said Jochen Hermann, AMG’s chief technology officer.

In the electric vehicle sector, traditional manufacturers have taken it easier than startups like Tesla. There are undoubtedly interesting bets and proof of this is Volkswagen with its ID.3 and ID.4 for example. However, other classics such as Mercedes-Benz have been a bit behind. They plan to fix that by launching a total of six new electric cars in the short term.

Daimler, the parent company behind Mercedes-Benz, has announced what the roadmap is for the brand’s electric vehicles. To date we have seen more concepts (spectacular, it must be said) than final and mass-manufactured products. But this looks set to change. Thanks to a new scalable architecture, the manufacturer hopes to be able to adapt production to the needs of each moment.

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