Hazel Southwell explains why hybrid technology is the future, and why reverting back to old-fashioned V8s wouldn’t solve anything, by looking at how the current LMP1 regulations are panning out.
…the privateer P1s do not go as fast because they are not as good [as the hybrids]…
When a combustion-only car storms up the Le Mans pit straight and then brakes into the curve of turn one, all the energy and fuel burnt through to accelerate turns to heat in the brakes – and is gone. When it gears up the torque to get up the hill to Dunlop, the heat the engine fires up disappears into the night as nothing, fumes out of the exhaust that don’t move the car forwards.
A reminder why finding the right problem is often more important than finding the right ideas.
[M]ost of our organisations don’t suffer from a lack of ideas, they suffer from a lack of process that identifies the ideas worth having…
Creativity is not innovation. Creativity is a prerequisite for sure. Innovation, however, is the practical application of creativity.
The newly issued half-speed remastered edition of Brian Eno’s Ambient 1 / Music for Airports is very welcome.
The CD version I bought about 15 years ago sounded rather poor quality, with a distracting tape hiss running throughout. A bit frustrating when it’s one of the greatest and most important pieces of music of the 20th century.
It was a bit of a mystery to me why some other Brian Eno albums got this lavish remaster treatment first. The new version is spread across 2 LPs of heavyweight vinyl, played at 45rpm. This means each track luxuriously has its own side.
I don’t know much about the science of remastering techniques. But there’s no doubt to me that this sounds fantastic.
I’ve never been so pleased to hear a remastered album. The tape hiss is all but obliterated, and there are lots of details I hadn’t heard before.
40 years on from its original release, one of the most pleasing pieces of music now sounds almost perfect.
Channel 4’s Formula 1 commentator Ben Edwards began his broadcast yesterday saying, “For many of us, it’s an end of an era.” He talked about it being Fernando Alonso’s final race, and Kimi Räikkönen’s swansong at Ferrari. Not directly mentioned, but telegraphed, was the fact that this was also the last F1 race to be shown on free-to-air TV in the UK, with the exception of next year’s British Grand Prix.
Channel 4 have done an exceptional job of covering the sport over the past three years. I share Richard Williams’s weary assessment of the Sky coverage we must pay through the nose for:
There are aspects that stretch the patience, like the rushed and inane encounters of the grid walk and the plethora of pensioned-off drivers saying nothing very much.
When Sky first shared the rights with the BBC in 2012, the big names went to Sky — but the good names stayed with the BBC. Channel 4 have continued in that vein, if anything improving on the BBC. Their diverse range of pundits are sharper, wittier, more perceptive, more insightful, with more recent race experience.
From now, British viewers are left worse off — and so is F1 itself.
McKinsey report on how to engage employees.
People who find meaning at work are happier, more productive, and more engaged. Four practical interventions can help make the search more likely to succeed.
I am struck by how two of the four interventions listed are fundamentally about understanding your users better.
Talk with employees about who their customers are, and encourage each employee to connect with one.
Build regular, face-to-face interactions with customers into existing processes, stimulating employees to learn who is most affected by their work.
Help people grasp the impact of their work
Invite customers who have had the best—and worst—experiences with your products to talk with employees in person so your team can see how their work affects customers.
Another reason why user experience is worth it.
Present&Correct has noticed that the Sainsbury’s own brand packaging archive is now available online.
I did snap up a copy of Jonny Trunk’s Own Label book when it came out. It features a wealth of Sainsbury’s own brand packaging from the 1960s and 1970s. The period marks a shift towards a more experimental, modernist approach to packaging design, “completely different from what had gone before,” according to Jonny Trunk’s foreword.
I find this sort of thing fascinating, because it’s almost telling a social history by stealth. It’s an insight into everyday life in mid-century Britain. When you turn the page and see packaging for broken eggs, you’re not just seeing a history of graphic design.
It’s one of the reasons why I also really enjoy visiting the Museum of Brands.
I’ve been writing an article that I’ve been thinking about for well over a year. Upon writing it, it’s turned out to be surprisingly short. So I turned to my two favourite block-busters — and they both told me to do things I was thinking about doing anyway.
Oblique Strategies told me to tidy up.
Blockbox said write it on a train.
Analysis from Mark Hughes.
I was always a huge fan of Robert Kubica. So on the one hand it is delightful that he will return to race in F1, eight years on from his horrific rally accident.
But I really hope Williams are doing this for the right reasons. Knowing Williams’s history with drivers, they are probably not doing it for the right reasons.
On the eve of Fernando Alonso’s final Formula 1 race, Andrew Benson has written a brilliant five-part article on the key moments in his career. This series is full of fascinating anecdotes and new details about the breakdown of his relationship with McLaren in 2007, what he was really like with Ferrari, and what drove him to move back to McLaren.
More than ever, it’s clear that those who have worked most closely with Fernando Alonso regard him as one of the greatest F1 drivers of all time. It’s all the more shocking that his career has delivered so little in terms of silverware. This series helps explain exactly why that is.
This is probably one of the best articles about Formula 1 I have read for several years.
This time last week, I ran the Edinburgh MoRun 5k with my friend and colleague Lauren Tormey. For a few hours only, I had a moustache. Definitely not my best look!
This is the first time I’ve entered a race. To my surprise, I finished 24th out of the 293 that entered the 5k race, with a time of 24:29. Not bad! Although I rather suspect this is because the serious runners had entered the 10k race. Or perhaps it was the aerodynamic benefits of having a moustache.
The route was the main road around Arthur’s Seat — a hilly route with 106 metres of climbing. So it felt pretty good to do my fastest run of the year here, as well as getting personal best times for a mile, a kilometre and a half kilometre (on the downhill bits of course, but still…).
To step up the challenge, people are suggesting I should start doing 10k runs. I’m not sure if I’m up for running regular 50 minute sessions to train for this… but watch this space.
The Professor — Hanne Hukkelberg
I’m a big fan of Hanne Hukkelberg’s music, particularly her earlier albums. Her distinctive voice, engaging songwriting, quirky instrumentations and use of found sounds are a uniquely enchanting combination.
This 2007 performance (which appears to have been filmed on a windy balcony in Hamburg) is a bit more stripped back than her typical album track — but no less enchanting.
Where is here? And what is now? The answers are more complicated than you might think.
Eno’s realisation that “people live in different sizes of here” led him to the idea of The Big Here and Long Now – a way of thinking that asks fundamental questions of who we design for, the scale we design at, and the timescales we design in…
According to Danny Hillis, the inventor of the Clock of the Long Now, “the more we divide time, the less far we look into the future.” So what impact is this having on the design of our cities? And how can we create real and lasting public value in the context of an increasingly narrow and short-sighted here and now?
How architects, designers and urban planners can learn from Brian Eno’s generative music.
Lessons on how Seville transformed its cycling infrastructure, and why doing so is a no brainer.
The whole network is €32 million. That’s how many kilometers of highway — maybe five or six? It’s not expensive infrastructure. … We have a metro line that the cost was €800 million. It serves 44,000 trips every day. With bikes, we’re serving 70,000 trips every day.
It’s going to become more and more important that cities encourage active travel. With car ownership set to decrease with the advent of autonomous vehicles, this is the opportunity to do cycling infrastructure properly.
Without fanfare, Autechre have freely released some files containing sounds and samples used on their 2008 Quaristice tour.
I won’t be able to do anything with the files, but I’m enjoying the YouTube video embedded on the Quietus article above.
After a decade (yes, a decade!) of BadgerGP.com we’re closing down after the 2018 season.
One of the first — and best — Formula 1 blogs is closing its doors.
In 2010, I was honoured to be asked if I would like to contribute an article to BadgerGP. The outcome was, The Vettel-Webber backlash: Are Red Bull losing their Fizz?
As noted by the F1 Broadcasting Blog on Twitter, it’s a shame to see another independent motorsport website close.
Thanks to Adam Le Feuvre, and everyone involved with F1 Badger and BadgerGP over the years.
A reassuring update from Flickr, following the announcement that free accounts will have their photos deleted. They have now confirmed that photos uploaded under Creative Commons licenses will not be deleted.
Since (I think) I uploaded everything under Creative Commons, this means my photos are safe on Flickr. So this is something.
It’s a dream come true — I’ve finally won HQ Trivia.
…But it was a true team effort thanks to the help of Rebecca, Alex, Louise and Jamie. The drinks are on me… Which leaves me about a tenner out of pocket.
How asking yourself some simple questions can help you detect bullshit statistics.
…A second virtue is that of curiosity, which we might think of as a hunger to know more, coupled with a tolerance for being surprised. Simple questions such as: “I wonder how they know that?”; “Is that better or worse than I might have expected?”; “What exactly do they mean?” often unlock far more insight than narrow technical queries.
Tim Wu wonders why some people say they don’t have any hobbies.
Yes, I know: We are all so very busy. Between work and family and social obligations, where are we supposed to find the time?
But there’s a deeper reason, I’ve come to think, that so many people don’t have hobbies: We’re afraid of being bad at them. Or rather, we are intimidated by the expectation — itself a hallmark of our intensely public, performative age — that we must actually be skilled at what we do in our free time.
It’s a fascinating point, although I’m not sure what I think of it yet. I don’t derive much enjoyment out of being bad at something. Why would I pursue it?
If anything, I probably think the opposite to Tim Wu. There are many people out there struggling away at hobbies, perhaps dreaming big, only to be ultimately frustrated. These people might be better off quitting.
Today it is ten years since the 2008 Brazilian Grand Prix, the most extraordinary championship decider since I started watching Formula 1 in the mid-1990s. Formula 1 have made the full race available on YouTube today.
The race was gripping. The Ferrari team believed they’d won the championship as Felipe Massa crossed the finish line to take race victory in front of his home crowd. Soon after, two corners further back, Lewis Hamilton made a vital pass for 5th, to clinch his first title.
But it’s the post-race events that live strongly in my memory. That year, ITV streamed F1 sessions online. There you could continue watching the raw FOM world feed after ITV’s transmission had finished. This was a novelty, before the days of the BBC’s extended Red Button forum, or the umpteen-hour-long post-race breakdown we now get as routine on Sky.
Felipe Massa’s dignity in defeat was deeply impressive. His conflicted face as the Brazilian national anthem played out on the podium said it all.
Despair at having lost his best chance to become champion. Pride at having done the best job he could.
Up to that year, Massa was a bit of a joke driver. Not since then.