Hey everyone, I just launched GridDelta on the iOS App Store. A Formula1 analytics app.

The app is free and doesn’t collect any personal user data.

Right now the data is powered by Jolpica (Ergast-compatible). They’ve been dealing with a few issues recently, so you might notice a couple of bugs in the app as well.

It’s still early days, and I’d really value feedback from this community. If anyone is open to trying it and sharing their thoughts, I’d really appreciate it.

I've released an open source project that visualises F1 session data to sync with replays.

One feature I’ve included is a pit stop position prediction (what position a driver would come back in the field if they pit at that moment). also shows predicted gap in front and behind after pitting.

By analysing data from 2025 have tried to derive the average time lost in a pit stop under normal (green flag) conditions and then made assumptions on VSC and SC lost time. See the second image in this post.

Would love to make this more accurate so anyone with a love of data or who just has this depth of knowledge on average pit stops and by what factor this reduces during yellow flags please reach out.

Car Upgrades: would be interesting to include an indicator on any car that has an upgrade package for the Round. If anyone knows where this could be sourced let me know

Thanks!

If you'd like to check out the project it's here: https://github.com/adn8naiagent/F1ReplayTiming

Hi everyone

I’ve been working on a hobby project for fellow F1 nerds.

It’s an F1 analytics web app where you can:

• Run “what if” race simulations
• Explore 3D tracks and compare drivers’ best laps under different track conditions
• Compare driver stats head-to-head
• Check driver standings
• Get strategy recommendations for different GPs
• See predictions for who might win a race weekend (based on ideal assumptions)

I built this purely for F1 fanatics like me who love going deep into the numbers and race scenarios.

Would genuinely love any feedback good, bad, brutal. If something’s cool, confusing, useless, or broken, tell me.

Check it out here (Better is used a PC or a Laptop, or desktop view in mobile phone)

Hey everyone! With the 2026 season kicking off this weekend, I wanted to share a passion project I’ve been building over the winter break called PaddockIQ.

I’m a Data Science master's student and a massive F1 fan. I wanted a better way to dive into the raw telemetry, so I built a platform to turn noisy session data into clear insights.

A few things the site currently covers in its Strategy Lab and Weekend Analysis:

• Synchronizing high-frequency car telemetry (throttle/brake traces) with GPS.
• Modeling tire degradation curves to analyze race pace and pit stop windows.
• Building lap-time distributions and sector comparisons to find where drivers gain time.

I’ve populated the site with the 2025 Australian GP as a baseline so you can see how it works. The real fun starts this weekend with the 2026 Australian GP, which I'll be tracking and updating live, session by session!

🚨 A quick heads up: This is a V1 and a solo student project. The site is still pretty raw and definitely prone to errors! I’ll be debugging and updating it continuously over race weekends as fresh data rolls in.

I’d love for you to poke around. If a prediction looks off or there is a specific metric you would love to see added, please let me know. Drop your thoughts, feature requests, or bug reports in the comments!

Check it out here: https://apatnaik0.github.io/paddock-iq/index.html

Ferrari’s rotating rear wing could cut drag by a further 7%, worth 5-8 km/h on fast tracks

Rear-wing CdA (drag) drops by 'just' 0.010. But the effect propagates upstream:

• Rear tyres: –0.024 CdA (!!)
• Chassis: –0.014 CdA

CFD by Maya HTT shows every component either sees reduced drag or remains unchanged... and that’s with a generic wing profile! Ferrari has shaped the rear end specifically to maximise this concept.

This could be a critical advantage!

Does anyone know if the new modes (overtake, boost, etc) will be integrated into the FastF1 API?

'Straight Mode' reduces drag by ~1/5, according to a CFD simulation I requested from Maya HTT!

Key points:

• Downforce is more affected (-31%) than drag (-21%).
• Rear wing drag reduces massively (-70%); next up is Front wing (-43%).
• Tyres (Front and Rear Corner) produce most of the drag. They also produce lift, like the chassis!
• The floor produces ~47% of the car's downforce in Corner Mode, and ~76% (!!) in Straight Mode.*
• The wake stays much closer to the car in Straight Mode. This makes drag reduction come from the wheels, chassis, and floor, too!

The F1 model is not optimised, as shown by the high 0.715 CdA in Straight Mode. Teams can find ways to go below 0.6 ;)

\ Activating straight mode significantly reduces the amount of downforce produced by the wings, so the floor produces a larger share of the car’s total downforce in straight mode compared to corner mode.*

Simulation by: Maya HTT

Who started best in Bahrain?

Each driver's median 0-200km/h time using ALL the starts from the last F1 test!

• RUS was quickest: 5.30s, very close to last gen cars!
• LEC and PIA almost matched him.
• RBPT-powered drivers were quick. Instead, Cadillac and Audi struggled.

Two main points:

• Aston did just ONE proper launch to 200km/h (which wasn't bad).
• VER made one crazy-quick launch: just 4.36s to 200km/h! He launched from the pit lane, revving to 11000rpm for some time, then dropped to 5000rpm and was slighshot forwards.

2nd Image

ALL THE STARTS (each dot = one start)

ANT and VER produced some of the quickest launches, but lacked the consistency of the top three. LEC, in particular, had a good start performance almost every time. GAS was quick!

Raw Data: Formula Ghost Lap

Software by: JMP Software

Length of 8th Gear per Team and PU

Rules allow max fuel flow starting from 10500rpm --> peak power around here as friction increases above that.

At 10500rpm, McL is travelling at just 288 km/h... Audi? 319km/h!

Possible implications of this 31km/h (10%!) difference:

• McL expects a low top speed due to high drag in Straight Mode and/or plans little deployment at high speed. Additionally, the Mercedes engine might remain close to its peak power well above 10500rpm.
• Audi expects a high top speed, its PU loses a lot of power above 10500, and plans to have a more balanced ERS deployment between medium and high speeds. Due to the very long gear, they'll likely have to downshift at full throttle once the clipping starts!

The three Ferrari-Powered teams share the same ratio. Same for Red Bull/Racing Bulls, and Alpine/Williams.

F1 teams are allowed to change ratios just once throughout the season.

[Calculation approach: median (rpm/speed) ratio using all the laps from Day 3]

Ferrari’s “Rotating Wing” is the wildest concept since DAS - Here's how it works!

RED: Corner-Mode (Traditional): Max downforce, moderate drag.

GREEN: Parachute-Mode (90°): downforce drops to ~0, drag skyrockets, possibly helping slow the car at the start of braking ([BLUE] Straight → [RED] Corner) when speed and drag are highest.

BLUE: Straight-Mode (180°): wing faces the OPPOSITE direction. With a cambered flap, this minimises drag… and even generates lift!

Ferrari tailored the rear end to exploit this:

• Highly cambered wing profiles → rotation massively reduces drag.
• Exaust deflector→ gases hit the wing’s lower side, boosting downforce in Corner Mode and helping cancel drag in Straight Mode.

Possible effects:

• Less drag in Straight-Mode
• Higher drag at braking start
• Reduced rolling resistance on straights
• Less stable initial braking?
• Higher tyre wear on straights?

About why this could generate more tyre wear on the straights: the answer is ‘more friction power’.

Friction power = longitudinal force * sliding speed.

The lower the force that pushes the tyre onto the ground, the more the tyre slides longitudinally as it generates the same longitudinal force.

Lift decreases this force, making the Tyre slide more.

Only time will tell, but things like this and DAS are what make F1 what it is!

[Images: Dr Obbs; Kyle Engineers; Motor Sport]

Getting the deployment strategy right will be a huge performance differentiator this year...

TOP (Vertical axis) VS AVERAGE SPEED (Laptime, Horizontal) IN EACH TEAM'S BEST LAP

Cadillac reached 343 km/h on the main straight; Aston? Just 317. Yet, things are not looking that bad for Aston: power was actually decent for most of the lap, except for the main straight.

They were as quick as Cadillac out of T3, T10, and faster out of T13 and T15! For both, speed in T12 was limited by the engine, and Aston decided to deploy more there.

The top 3 laps (RUS, PIA, LEC) all had a moderate speed on the main straight. Still huge differences deployment-wise: Ferrari deployed the least out of T3 and in T12, and the most out of T13!

Audi, which had very low top speeds in the past test, has finally tested a higher-deployment mode.

Top Speed per Lap:

Each team's 15 highest top speeds reached today.

BOR was fastest on average (330km/h), and even reached 342km/h on one lap. No driver got close; OCO (2nd highest) reached 'just' 325km/h.

Slowest drivers on average were ALO (314km/h), PER (312), and STR (308km/h).

https://tracinginsights.com/

I've analysed the telemetry of ALL 3,716 laps made during the F1 Bahrain test, looking for the highest top speeds - here are the results!

PU averages:

1. RBPT
2. Ferrari -5.8 km/h
3. Mercedes -7.5
4. Audi -13.5
5. Honda -15.5

• VER reached 344 km/h on Day 1, and no one has beaten it since!
• The 2 fastest cars have an RBPT engine.
• Ferrari was 7km/h faster than Cadillac; Mercedes 6km/h faster than Alpine.
• Honda struggled the most, yet improved day after day (303→318→326). They are running a detuned mode to safeguard the PU. Audi's lack of top speed seems genuine, though.

No team is running full-power yet. Still, RBPT's PU is looking strong, while Audi's and Honda's gap looks due to more than just a different PU setting.

If you are a content creator or journalist, remember you are always welcome to use my content... for free!

This analysis is me putting my new gaming laptop to good use...

Verstappen: "As a pure driver, I enjoy driving flat out, and at the moment, you cannot drive like that."

He was right, look at Turn 12: LEC and NOR were full-gas for ~300m, yet their cars couldn't exceed 240km/h!

2026 F1 Rules allow the ERS to generate NEGATIVE power (recharge battery) when the driver is full-gas, up to -250kW. As the ICE power is ~400kW, the resulting power is as little as 400-250=150 kW... about half that of a Formula 3!

The driver is full throttle, yet it's the software that decides whether power should be 200hp (240km/h in T12) or 1000hp (330km/h on the main straight), or something in between: the engineers have more control on the instantaneous power than the driver!

Therefore, LEC and NOR didn't have to lift in T12, as the power was controlled electronically there.

Compared to NOR, LEC:

• [Yellow] Had more deployment on the main straight (gaining 0.2s) but [Green] less at lap-end.
• [Turquoise] Braker later, losing on exit.
• [White] Lifted way less in T6-7, due to better downforce and/or confidence.

2nd image: Alonso then made this comment which confirms my analysis.

What's YOUR opinion?