Scott Mitchell-Malm

Things like that are going to impact the way that the lap operates.

the lap kind of plays out but i don't think things like this we're going to really see with the naked eye like the the the giveaway when you were watching on tv on on watching on boards or um and you could hear it in certain places trackside um as well you won't you won't have such a horrible droning dying of the engine basically in certain places you don't really notice clipping

You don't really notice a gradual decline of the VMAX in the final third of the straight.

It's not going to be too bad if it doesn't shave 50km an hour, 60km an hour off of the speed on the straight.

So moving away from that should be quite good.

And then the other element to it is...

I think because the minimum speed is actually in a few types of corners pretty okay in this car, and even if it is lower than before, that's also fine because it has less downforce so it moves around more.

So if we're getting to the corners in a slightly more conventional trace to before...

then that approach is kind of key to then getting the best out of these cars in terms of what they look like to drive, because you're not just having this really lovely coast down to a minimum speed that anyone could handle, really.

There's then going to be a challenge to get through the corner at that minimum speed.

So I am cautiously optimistic that Miami, in terms of a contained thing, could actually be quite good to watch.

I just agree with Ben.

I would then not use that as a, this has fixed everything, every race will be like this, because Miami should have been at the better end of the spectrum anyway.

The main thing I would say to... Because it can be quite hard when we're talking about things like whether or not the car's a grip limited or not, whether the ultimate performance of the car is power limited, rather than that side of things.

The simplest way I can put it is an extreme version was...

turn nine and ten in Australia you shouldn't really have had any repeat of that anywhere there's nowhere obvious I can think of for Miami to be to be honest but it's basically it's the difference between like everybody can appreciate that if you've got 250 meters to slow down for a corner to slow down to a certain speed or you do it in the last 75 meters of before the corner that's a completely different challenge so that's what we're talking about here when it comes to what's it going to do to how the drivers are

entering the the braking the braking zone they might previously have been getting on the brakes at the same time or maybe even not at all if they didn't need to because it was slowed down so much but it's the whole lead up to that that that changes what is harder to kind of be

be confident of is exactly what type of racing we'll get from it and we'll get a hint obviously because we have the sprint race there but because the boost usage is different and the trade-off around the lap is kind of interesting like where you'll be not able to deploy so much boost

what benefit you would get from spending your energy in one part of the track basically versus saving it for the end.

I suspect it will mean everybody converges on a very similar strategy, which could eliminate, you know, the opportunity for extreme yo-yo racing.