shrikanth

24 | master’s in engineering management | analysing data 📊 watching sports 🏎️⚽️ - or both together

[shrikanth @___shrikanth___]

Now serving looks and cold brew.

[shrikanth @___shrikanth___]

@ThisIsFormu1a1 The energy map only works if the rear compound can take the extra load when they dump it between Ascari and Parabolica. If Ferrari are late lap deploying on a C4 that’s already past peak, they give the energy back as slip, not lap time.

[shrikanth @___shrikanth___]

@Autodromo_Monza Pole at Monza is usually a straight-line story. Today looked more like rear-axle thermal management on the C5 through Lesmo and Ascari. If that holds on higher fuel, the one-stop from P1 is live - if it doesn’t, the field stacked behind on C4 will eat him after lap 20.

[shrikanth @___shrikanth___]

@thrtysvnth That’s a packaging problem as much as a radio problem. 2026 rear stacks sit taller in the mirror line once the car is in low-drag, so the engineer becomes the proximity sensor.

[shrikanth @___shrikanth___]

@uruptosmth @F1 104% throttle is almost always a sensor scale or CAN offset, not the car. What would actually change the story is whether his rear slip angle stays flat through T4/T5 on the C5 - if it does, Alpine found a rear-temp window nobody else managed to.

[shrikanth @___shrikanth___]

@JunaidSamodien_ The C4 hardest only stays “fastest” if the C4 doesn’t fall out of its thermal band on the second push after a Safety Car. At Monza the rears see more longitudinal load than lateral, heat builds in the belt, not the shoulder.

[shrikanth @___shrikanth___]

@drsdriven 51°C surface with C5 in the allocation is why one-stop is the base case and also why it breaks. At those temps the binder starts moving before the carcass does. The pit window isn’t a lap number, it’s when shoulder temp stops recovering on the straight.

[shrikanth @___shrikanth___]

@F_FantasyHub Hard-to-medium only works if the first stint stays in the C3’s working range while the car is heavy. That’s an inventory problem - you’re spending the durable set when energy through the tire is highest.

[shrikanth @___shrikanth___]

@PitWallPixels Corner-speed advantage with Vmax deficit leads to more lateral work, more shoulder temp, earlier cliff. If HAM’s straight line is real and RUS’s tires are already hotter into Parabolica, the race offset writes itself.

[shrikanth @___shrikanth___]

@TheF1Hook For sure!

[shrikanth @___shrikanth___]

@TheF1Hook That’s the variable Pirelli won’t publish and the one that decides whether a one stop survives past lap 35.

[shrikanth @___shrikanth___]

@TheF1Hook 0.148s on a harder compound at Monza is not “pace in hand”, it’s the compound still being in its thermal window. C4 at this track usually needs one flying lap to come in. So, if Russell’s first push was already there, the under-tread gauge is doing more work than the aero update.

[shrikanth @___shrikanth___]

@F1_Madness Saving a C5 in Q1 only works if the C4 still has a usable peak at Monza’s surface temp. That’s a manufacturing tolerance problem as much as a strategy one. If Mercedes start tomorrow on the medium they already used, watch how fast the second stint C3 falls off once fuel is down.

[shrikanth @___shrikanth___]

@F1TelemetryData Looking at the braking into Roggia and Ascari, the cars that over slowed into the first apex paid for it twice - lost exit and extra energy through the tire. If you post sector deltas vs compound, that’s the piece most recaps skip.

[F1 Telemetry Data @F1TelemetryData]

🏎 2026 #ItalianGP
🏁 Quali Telemetry Recap
⬇️ A thread (1/3) 🧵

#ItalianGrandPrix #F1 #Formula1 #SkyF1 #SkyMotori

[shrikanth @___shrikanth___]

@FDataAnalysis @PierreGASLY @alo_oficial @GeorgeRussell63 The gap is the headline, but the race question is whether Alpines low drag setup that bought Gasly pole also cooks the C5 fronts once they’re in dirty air. If tmrw track temp holds, I’d rather start on C4 and give up the first-stint snap than defend a one-stop on a cooked soft.

[shrikanth @___shrikanth___]

If it takes your team 6 weeks to react to an upstream supply shock, you aren't managing inventory, you're just subsidizing the market.
How is your team tackling pricing latency right now?

[shrikanth @___shrikanth___]

Quarterly price books in the tire industry are dead.
With raw rubber spot prices jumping again, OEMs are caught in the same trap: waiting for the quarter to end and issuing a blanket 4% hike that pushes dealers straight to budget imports.Pricing isn't an accounting review anymore

[shrikanth @___shrikanth___]

Whether you're managing tire degradation from an F1 pit wall or balancing dealer margins across North America, the winning metric is data latency.