**The Challenges of F1 Racing: Understanding Downforce and Aerodynamics**

When it comes to Formula 1 racing, one of the biggest challenges drivers face is understanding the aerodynamic balance of their car. According to Danny, a driver who has struggled with this issue, his car feels perfect when it's fitted with him just right, but it's a different story when it doesn't fit perfectly. This suggests that there may be an issue with the car's aerodynamics, which is a key factor in determining downforce.

**The Science of Downforce**

Downforce is a critical component of F1 racing, as it affects the weight distribution of the car and how it handles on the track. According to our engineer, downforce is created by using aerodynamics to produce high pressure above an object and low pressure below it, resulting in a negative lift that pushes or pulls downward, similar to gravity. The effective weight of the car is increased due to this force, which can significantly affect its performance.

**Learning the Aerodynamics of a New Car**

When it comes to learning the aerodynamics of a new car, there are unique hurdles to overcome. Unlike other areas of engineering, where one can easily detect changes in weight or distribution, downforce and aerodynamic effects are often invisible to the driver. The only visual indicator of any change is the compression of the suspension. This means that drivers must rely on data and analysis to understand how their car is handling, rather than relying on intuition.

**Aerodynamic Balance: Front and Rear**

The balance between front and rear downforce is critical in F1 racing, as it affects the car's rotation and how it handles on the track. If the center of pressure moves forward, it acts like weight transfer to the front wheels, increasing grip for turning. Conversely, if the center of pressure moves backward, it adds grip to the rear wheels, increasing stability but potentially leading to understeer. However, these effects can be difficult to predict and control.

**The Challenges of Adapting to a New Car**

When a driver is struggling with their car's aerodynamics, they often find themselves at a disadvantage on the track. According to sources from McLaren, Danny's understeer problem has nothing to do with front or rear wing adjustments, but rather with the car's body that produces the other half of its downforce. This means that simple adjustments won't solve the issue.

**Getting in Shape for F1**

If you're looking to get buff and become a better F1 driver, it all starts with the right gear. Donut Media has just released their ultimate gym attire, complete with beautifully designed shirts made from high-quality cotton. To take your workout to the next level, follow these simple steps:

**Step 1: Get Your Gear**

Buy one of our stunning shirts for just $29.98 - that's way less than $30! You'll be the envy of all your friends as you hit the gym.

**Step 2: Cut It Up**

Cut off the sleeves from your shirt using scissors, just like we do in the kitchen drawer. This will help with airflow and highlight those soon-to-be sculpted arms.

**Step 3: Get Sweaty**

Head to donutmedia.com and get ready to sweat in this new buff horse's shirt today! With our expert guidance, you'll be on your way to becoming a F1 driver in no time.

**The Importance of Adaptability**

As we move into the new season, every driver will have to adapt to their new car. This means that the playing field is level, and any advantage can be gained by mastering the aerodynamics of their vehicle. The current pecking order may be shaken up, but only time will tell who comes out on top.

**A Special Thanks**

We're proud to reach this milestone - 100 episodes! Thank you to all our viewers for watching and supporting us every step of the way. Don't forget to like and subscribe for more F1 content, and follow us on Instagram at donut media for behind-the-scenes insights into the world of motorsport.

WEBVTTKind: captionsLanguage: enF1 cars all look pretty similar like job and I according to a surprising amount of donut fans but if you strip away all the sponsors logos and paint they look even more alike unsurprisingly like job and I with our shirts off the rules of Formula One limit what can and can't be done to the cars but when you start peeling back the engineering layers you start to see what makes the car and the driver different from the rest so today we're putting our x-ray goggles on to look at the inside of an F1 car and an F1 driver it's not creepy when it's for science chapter four making engaging ads big thanks to jackery for sponsoring today's video we all love winter but sometimes winter doesn't love us bad when a snowstorm suddenly takes your power you can take that power back with help of jackery the Explorer 1000 is jackery's most popular model with the ability to supply 1 000 Watts that's enough raw power to run your full-size refrigerator bright this thing has multiple ports not just AC Outlets but also a DC port and USB charging ports with my phone fully charged I don't even need a fridge yeah I'll take a large pepperoni with extra onions extra cheese and extra sauce I love a saucy Pizza don't worry the delivery guy is a jacket regenerator too he'll be fine yeah that's it and you can take it to another level with jackery's solar generator 1500 with its massive 1800 running wattage capacity it can Power 99 of your devices and appliances when the grid can't and unlike most home generators that burn Dino juice jackery solar generators can be used indoors and are real quiet so you can keep enjoying your day without all that loud generator Roar so what are you waiting for take control today by clicking the link in the description below and power the warmth this winter let's see like all right what the hell is this guy name's Mr Frizzle science one before we get into this episode I just want to say it is the 100th episode that I've done here at B2B uh it's been very different from when I first started so if you stuck around I appreciate it you guys watching lets me do what I love and so I'll be forever grateful for that so thank you so much I hope we've made you laugh made you uh learn a little bit maybe made you cry I don't know um but thank you guys so much for watching here's the 100 more the Formula One cars all have a lot in common and that's because they all start with the same formula that's the fia's technical regulations which describe how every car has to be designed and built for 2021 that was 137 pages long and with many individual Parts described down to the millimeter because of those regulations all the cars look pretty similar but appearances can be deceiving their differences can stump even experienced drivers when they get a new ride drivers like Daniel Ricardo for example who is basically Nolan's best friend so we're just going to call him cardo for the rest of this episode I don't know cardo is that cool can we call you cardo McCoy cardo man halfway through the season cardo was trailing I don't like call him Carter halfway through the season Dan can I call him Danny halfway through the season Ricardo was trailing less experienced teammate Lando Norris by 63 points so what could possibly explain his struggles well we got a little bit of an engineering mystery fortunately Mr Ricardo himself left that's a clue he said he's fighting understeer that's when the front tires lose grip while turning causing the car to push it keeps going straight instead of rotating so figuring out how to get rid of understeer is the job of race Engineers but they can only do so much the underlying cause could be in the car's design and race Engineers can't do much about that even if the problem is the driver well the race engineer is still the one who has to figure that out and communicate the solution to him I also want to say this as an engineer myself sometimes you have to solve people too it's not all it's not what we signed up for but it's part of the game especially in F1 either way though the first step is determining what sort of imbalance is leading to understeer an engineer will use a process of elimination here because there are only three kinds of balance that matter there's weight there's mechanical and there's aerodynamic so let's approach this problem like a race engineer would you guys hit me up on Instagram all the time about how to get into Motorsports well maybe you you're going to not want to do it after you've watched this episode weight balance is the easiest of the three types to understand now every car has a static weight distribution which is how its weight is distributed across each of its tires that determines its center of gravity the point somewhere in the middle of the car where gravitational force is equal all around it freaking you guys know this you've watched B to beat before we put another way it's the point where the car's weight is evenly distributed and it's usually not the exact center of the car if we divide the car in half between the front and rear axles that gives you its weight bias that's how much of the car is supported by each axle when the car is stationary or traveling at constant speed in a straight line if the center of gravity is in front of the midpoint of the car it's considered front biased most road cars are front biased with 55 to 60 percent of their weight resting on the front wheels and they have a center of gravity that is closer to the front on tires than the rear some automakers especially BMW like to brag about how they have a perfect 50 50 weight distribution instead they'll tell you that other cars are imperfect because of how their uneven weight affects handling Dynamics that's just a fancy way of saying how a car turned when a car turns it pivots or rotates an emotion called y'all heck yeah dude the center of rotation or yaw axis is at the center of gravity during rotation you can think of the front tires as acting at the end of a lever and the fulcrum is the car's center of gravity so the longer that lever is the easier it is for the front tires to overcome the inertia of the car which is trying to keep the car traveling straight since the center of gravity in a front bias car is close to the front wheels the front tires have a relatively short lever to work with that can make the car difficult to turn and since tires only have so much grip once they exceed that limit the front tires can lose traction and produce a skidding understeer a weight bias we got center of gravity we've got yaw axis these are all invisible features that vary from car to car it can produce understeer so have we figured out Danny's problem is weight the issue no we haven't because the F1 Formula dictates most weights and the FIA gets really really picky regulating everything from onboard fuel to camera housings in total the car must be at least 752 kilograms but individual Pistons can't be less than 300 grams and the crankshaft has to be at least 5.3 kilograms even the driver's weight is regulated given their weight Obsession it's no surprise that the static weight distribution is also dictated by the FIA 53.5 percent of the total weight in an F1 car is over the rear wheels that means that the center of gravity is closer to the rear tires than the front so based on static weight distribution alone an F1 car should have a slight tendency to oversteer not understeer and that's actually what you'll find in most race cars a bit of oversteer can produce faster lap times because that little bit of extra rotation can help set the car up for late apexes and fast Corner exits that's what Danny is expecting but not getting in the McLaren the FIA eight regulations means F1 drivers don't have to adapt to a new weight balance when they get a new car but race Engineers they can't do anything about that anyway so that's not the source of our problem here okay but hang on a second jar bear if race cars are rear biased does that mean that BMW is wrong about the 50 50 split being perfect well not entirely they're just oversimplifying things static weight distribution is exactly that static not moving race cars don't spend much time doing that once they start moving around things get more complicated that's why waste Engineers have to consider weight transfer and mechanical balance a large part of driving fast is managing weight transfer taking a car's static weight and making it Dynamic to increase grip when speed changes the car pitches forward or backward moving weight and grip to the front or rear while turning the car leans left and right sending weight and grip to the outside tires but the driver is only transferring that weight every ounce they add to one tire increasing its grip removes weight from another tire reducing its grip part of adapting to a new car is learning how much and how quickly that weight transfers for detecting and predicting weight transfer every car includes a sophisticated piece of equipment for a game Driver in a previous episode we talked about how the inner ear and not the eyes detect acceleration that's acceleration in the physics sense a change in velocity so any increase or decrease in speed or change in direction is acceleration the same physical forces that stimulate the inner ear also produce weight transfer a good race car driver will be in tune with those Sensations and be able to predict weight transfer long before the amount of grip changes at the tires but if that's not working it might be because of mechanical balance we've hit the third one now we got we got weight balance we got weight transfer we got mechanical balance now mechanical balance refers to how the car's suspension components help control weight transfer if the car is pitching too much or too little the driver may not be able to get the right amount of weight transfer to avoid understeering so stiffer springs and shocks reduce weight transfer but might make it difficult to load up the front tires for Corner entry adjusting all this can be a huge engineering challenge because you can't see spring rates or shock valving or roll stiffness per se I guess you can see a spring rate it's usually put right on the side of the spring yeah let me just impress yourself so we'll adjusting that saw Mr Daniel Ricardo's problem well there are two reasons to think that it can't the first is because the range of adjustment on an F1 car is quite small much of the work of the suspension at least on the 2021 and earlier cars is being done by the sidewall of the tire now the other reason is because race Engineers set up the suspension for individual tracks using sophisticated computer simulations that optimize for those specific conditions they adjust based on what actually makes the car faster once they get there but the fastest suspension setup is a matter of physics not personal preference it's a harsh reality that F1 drivers are sometimes treated like robots programmed by Engineers to drive fast but sometimes that's because the engineer really knows best oh that's gonna freaking that's going to fire up some old classic Drive diverse engineer listen I've run the simulations I have all the data I know the physics I know the physics is telling me you can drive faster no but the car is like not really working for me well I'm sorry I think you got to do better I'm a driver you better treat me with respect I'm a nerd you better just get with it and get out of here once the suspension is dialed in if nors bought 5000 it's faster than daninator then it's up to Danny to catch up the engineers won't adjust a suspension to make it feel better if that means slower laps an engineer perfectly captured this attitude to suspension tuning when he told Danny over the car radio it feels slow when it's fast he was telling him to stop driving based on feel Danny has to change his driving style Lando who seems like a nice guy wasn't so nice when he said that Danny is a very fast driver when the car fits him perfectly but not when it doesn't oh oh Drama Oh drama so at this point a race engineer would probably suspect that the problem is the driver but they still got to fix it and that means they got to take a look at the aerodynamic balance that is the biggest difference you'll find between F1 cars so take down Force that's pretty much just artificial weight right it's produced by using aerodynamics to create high pressure above an object in low pressure below it that creates negative lift a force that pushes or pulls downward just like gravity so downforce effectively increases the weight over some or all of the tires but learning the aerodynamics of a new car presents unique hurdles there's nothing like the inner ear that can easily detect it you simply don't feel downforce like you do weight transfer also unlike weight total downforce changes with speed the downforce of F1 car doubles its effective weight at just 80 miles per hour that effect ramps up so rapidly that it can be difficult for a driver to detect or predict aerodynamic effects and they're essentially invisible to the only real visual indicator that anything is happening is the compression of the suspension even though it can be hard to detect differences between front and rear aerodynamic balances have the same effect on a car's rotation as differences in front and rear weight there's even an equivalent to the center of gravity and that's called the center of pressure that's the point of the car where there's equal downforce in front of and behind it if the center of pressure moves forward this acts like weight transfer to the front wheels in other words that's more grip for turning if the center of pressure moves backwards that adds grip to the rear increasing stability but that can produce understeer since the front tires will lose grip first see where we're going here forget full circle one final challenge for learning a new F1 car is at the center of pressure can move depending on speed and the pitch angle of the car so the rate of change in front and rear grip won't be identical so we can be certain that the understeer problem that Dany is describing has something to do with the car's Arrow ordinarily If a driver is reporting understeer they may simply ask for more front wing and the pits the crew can quickly adjust the angle and create more or less downforce but those little adjustments haven't solved the problem for him in fact according to McLaren sources the problem isn't related to front or rear Rings Danny's understeer is the result of the car's body that produces the other half of the downforce and it can't be adjusted hey you want to get buffed this year well listen up pasta arms donut just released the ultimate gym attire and I'm here to show you how to get it workout ready so pay attention step one buy this beautifully to design shirt for just 29.98 that's way less than 30 dollars step two get some scissors out of the drawer the one that we all have in our kitchen step three carefully cut off the sleeves like so you'll notice with each snip that this shirt is made from high quality cotton now doing this will help airflow as well as highlight your soon to be sculpted arms so go to donutmedia.com and get all sweaty in this new buff horse's shirt today Daniel Carter struggles last year aren't unique and other drivers have described similar problems it might be a good thing though that he didn't get too proficient with it because we got a whole new car in 2022 everyone's going to have brand new Arrow meaning everyone has to adapt to a new car that'll be interesting and could shake up the current pecking order the the playing field is level and the drivers are going to have to adapt or die it's gonna be a good season thank you guys so much for watching in this episode of B2B hit that like And subscribe button that really helps us out leave a comment down below if you want to see more F1 content we like making it hope you guys like watching it follow us on Instagram at donut media follow me on Instagram at Jeremiah Burton 100. this was a this was a thick 100th episode thank you guys so much for watching until next week bye for nowF1 cars all look pretty similar like job and I according to a surprising amount of donut fans but if you strip away all the sponsors logos and paint they look even more alike unsurprisingly like job and I with our shirts off the rules of Formula One limit what can and can't be done to the cars but when you start peeling back the engineering layers you start to see what makes the car and the driver different from the rest so today we're putting our x-ray goggles on to look at the inside of an F1 car and an F1 driver it's not creepy when it's for science chapter four making engaging ads big thanks to jackery for sponsoring today's video we all love winter but sometimes winter doesn't love us bad when a snowstorm suddenly takes your power you can take that power back with help of jackery the Explorer 1000 is jackery's most popular model with the ability to supply 1 000 Watts that's enough raw power to run your full-size refrigerator bright this thing has multiple ports not just AC Outlets but also a DC port and USB charging ports with my phone fully charged I don't even need a fridge yeah I'll take a large pepperoni with extra onions extra cheese and extra sauce I love a saucy Pizza don't worry the delivery guy is a jacket regenerator too he'll be fine yeah that's it and you can take it to another level with jackery's solar generator 1500 with its massive 1800 running wattage capacity it can Power 99 of your devices and appliances when the grid can't and unlike most home generators that burn Dino juice jackery solar generators can be used indoors and are real quiet so you can keep enjoying your day without all that loud generator Roar so what are you waiting for take control today by clicking the link in the description below and power the warmth this winter let's see like all right what the hell is this guy name's Mr Frizzle science one before we get into this episode I just want to say it is the 100th episode that I've done here at B2B uh it's been very different from when I first started so if you stuck around I appreciate it you guys watching lets me do what I love and so I'll be forever grateful for that so thank you so much I hope we've made you laugh made you uh learn a little bit maybe made you cry I don't know um but thank you guys so much for watching here's the 100 more the Formula One cars all have a lot in common and that's because they all start with the same formula that's the fia's technical regulations which describe how every car has to be designed and built for 2021 that was 137 pages long and with many individual Parts described down to the millimeter because of those regulations all the cars look pretty similar but appearances can be deceiving their differences can stump even experienced drivers when they get a new ride drivers like Daniel Ricardo for example who is basically Nolan's best friend so we're just going to call him cardo for the rest of this episode I don't know cardo is that cool can we call you cardo McCoy cardo man halfway through the season cardo was trailing I don't like call him Carter halfway through the season Dan can I call him Danny halfway through the season Ricardo was trailing less experienced teammate Lando Norris by 63 points so what could possibly explain his struggles well we got a little bit of an engineering mystery fortunately Mr Ricardo himself left that's a clue he said he's fighting understeer that's when the front tires lose grip while turning causing the car to push it keeps going straight instead of rotating so figuring out how to get rid of understeer is the job of race Engineers but they can only do so much the underlying cause could be in the car's design and race Engineers can't do much about that even if the problem is the driver well the race engineer is still the one who has to figure that out and communicate the solution to him I also want to say this as an engineer myself sometimes you have to solve people too it's not all it's not what we signed up for but it's part of the game especially in F1 either way though the first step is determining what sort of imbalance is leading to understeer an engineer will use a process of elimination here because there are only three kinds of balance that matter there's weight there's mechanical and there's aerodynamic so let's approach this problem like a race engineer would you guys hit me up on Instagram all the time about how to get into Motorsports well maybe you you're going to not want to do it after you've watched this episode weight balance is the easiest of the three types to understand now every car has a static weight distribution which is how its weight is distributed across each of its tires that determines its center of gravity the point somewhere in the middle of the car where gravitational force is equal all around it freaking you guys know this you've watched B to beat before we put another way it's the point where the car's weight is evenly distributed and it's usually not the exact center of the car if we divide the car in half between the front and rear axles that gives you its weight bias that's how much of the car is supported by each axle when the car is stationary or traveling at constant speed in a straight line if the center of gravity is in front of the midpoint of the car it's considered front biased most road cars are front biased with 55 to 60 percent of their weight resting on the front wheels and they have a center of gravity that is closer to the front on tires than the rear some automakers especially BMW like to brag about how they have a perfect 50 50 weight distribution instead they'll tell you that other cars are imperfect because of how their uneven weight affects handling Dynamics that's just a fancy way of saying how a car turned when a car turns it pivots or rotates an emotion called y'all heck yeah dude the center of rotation or yaw axis is at the center of gravity during rotation you can think of the front tires as acting at the end of a lever and the fulcrum is the car's center of gravity so the longer that lever is the easier it is for the front tires to overcome the inertia of the car which is trying to keep the car traveling straight since the center of gravity in a front bias car is close to the front wheels the front tires have a relatively short lever to work with that can make the car difficult to turn and since tires only have so much grip once they exceed that limit the front tires can lose traction and produce a skidding understeer a weight bias we got center of gravity we've got yaw axis these are all invisible features that vary from car to car it can produce understeer so have we figured out Danny's problem is weight the issue no we haven't because the F1 Formula dictates most weights and the FIA gets really really picky regulating everything from onboard fuel to camera housings in total the car must be at least 752 kilograms but individual Pistons can't be less than 300 grams and the crankshaft has to be at least 5.3 kilograms even the driver's weight is regulated given their weight Obsession it's no surprise that the static weight distribution is also dictated by the FIA 53.5 percent of the total weight in an F1 car is over the rear wheels that means that the center of gravity is closer to the rear tires than the front so based on static weight distribution alone an F1 car should have a slight tendency to oversteer not understeer and that's actually what you'll find in most race cars a bit of oversteer can produce faster lap times because that little bit of extra rotation can help set the car up for late apexes and fast Corner exits that's what Danny is expecting but not getting in the McLaren the FIA eight regulations means F1 drivers don't have to adapt to a new weight balance when they get a new car but race Engineers they can't do anything about that anyway so that's not the source of our problem here okay but hang on a second jar bear if race cars are rear biased does that mean that BMW is wrong about the 50 50 split being perfect well not entirely they're just oversimplifying things static weight distribution is exactly that static not moving race cars don't spend much time doing that once they start moving around things get more complicated that's why waste Engineers have to consider weight transfer and mechanical balance a large part of driving fast is managing weight transfer taking a car's static weight and making it Dynamic to increase grip when speed changes the car pitches forward or backward moving weight and grip to the front or rear while turning the car leans left and right sending weight and grip to the outside tires but the driver is only transferring that weight every ounce they add to one tire increasing its grip removes weight from another tire reducing its grip part of adapting to a new car is learning how much and how quickly that weight transfers for detecting and predicting weight transfer every car includes a sophisticated piece of equipment for a game Driver in a previous episode we talked about how the inner ear and not the eyes detect acceleration that's acceleration in the physics sense a change in velocity so any increase or decrease in speed or change in direction is acceleration the same physical forces that stimulate the inner ear also produce weight transfer a good race car driver will be in tune with those Sensations and be able to predict weight transfer long before the amount of grip changes at the tires but if that's not working it might be because of mechanical balance we've hit the third one now we got we got weight balance we got weight transfer we got mechanical balance now mechanical balance refers to how the car's suspension components help control weight transfer if the car is pitching too much or too little the driver may not be able to get the right amount of weight transfer to avoid understeering so stiffer springs and shocks reduce weight transfer but might make it difficult to load up the front tires for Corner entry adjusting all this can be a huge engineering challenge because you can't see spring rates or shock valving or roll stiffness per se I guess you can see a spring rate it's usually put right on the side of the spring yeah let me just impress yourself so we'll adjusting that saw Mr Daniel Ricardo's problem well there are two reasons to think that it can't the first is because the range of adjustment on an F1 car is quite small much of the work of the suspension at least on the 2021 and earlier cars is being done by the sidewall of the tire now the other reason is because race Engineers set up the suspension for individual tracks using sophisticated computer simulations that optimize for those specific conditions they adjust based on what actually makes the car faster once they get there but the fastest suspension setup is a matter of physics not personal preference it's a harsh reality that F1 drivers are sometimes treated like robots programmed by Engineers to drive fast but sometimes that's because the engineer really knows best oh that's gonna freaking that's going to fire up some old classic Drive diverse engineer listen I've run the simulations I have all the data I know the physics I know the physics is telling me you can drive faster no but the car is like not really working for me well I'm sorry I think you got to do better I'm a driver you better treat me with respect I'm a nerd you better just get with it and get out of here once the suspension is dialed in if nors bought 5000 it's faster than daninator then it's up to Danny to catch up the engineers won't adjust a suspension to make it feel better if that means slower laps an engineer perfectly captured this attitude to suspension tuning when he told Danny over the car radio it feels slow when it's fast he was telling him to stop driving based on feel Danny has to change his driving style Lando who seems like a nice guy wasn't so nice when he said that Danny is a very fast driver when the car fits him perfectly but not when it doesn't oh oh Drama Oh drama so at this point a race engineer would probably suspect that the problem is the driver but they still got to fix it and that means they got to take a look at the aerodynamic balance that is the biggest difference you'll find between F1 cars so take down Force that's pretty much just artificial weight right it's produced by using aerodynamics to create high pressure above an object in low pressure below it that creates negative lift a force that pushes or pulls downward just like gravity so downforce effectively increases the weight over some or all of the tires but learning the aerodynamics of a new car presents unique hurdles there's nothing like the inner ear that can easily detect it you simply don't feel downforce like you do weight transfer also unlike weight total downforce changes with speed the downforce of F1 car doubles its effective weight at just 80 miles per hour that effect ramps up so rapidly that it can be difficult for a driver to detect or predict aerodynamic effects and they're essentially invisible to the only real visual indicator that anything is happening is the compression of the suspension even though it can be hard to detect differences between front and rear aerodynamic balances have the same effect on a car's rotation as differences in front and rear weight there's even an equivalent to the center of gravity and that's called the center of pressure that's the point of the car where there's equal downforce in front of and behind it if the center of pressure moves forward this acts like weight transfer to the front wheels in other words that's more grip for turning if the center of pressure moves backwards that adds grip to the rear increasing stability but that can produce understeer since the front tires will lose grip first see where we're going here forget full circle one final challenge for learning a new F1 car is at the center of pressure can move depending on speed and the pitch angle of the car so the rate of change in front and rear grip won't be identical so we can be certain that the understeer problem that Dany is describing has something to do with the car's Arrow ordinarily If a driver is reporting understeer they may simply ask for more front wing and the pits the crew can quickly adjust the angle and create more or less downforce but those little adjustments haven't solved the problem for him in fact according to McLaren sources the problem isn't related to front or rear Rings Danny's understeer is the result of the car's body that produces the other half of the downforce and it can't be adjusted hey you want to get buffed this year well listen up pasta arms donut just released the ultimate gym attire and I'm here to show you how to get it workout ready so pay attention step one buy this beautifully to design shirt for just 29.98 that's way less than 30 dollars step two get some scissors out of the drawer the one that we all have in our kitchen step three carefully cut off the sleeves like so you'll notice with each snip that this shirt is made from high quality cotton now doing this will help airflow as well as highlight your soon to be sculpted arms so go to donutmedia.com and get all sweaty in this new buff horse's shirt today Daniel Carter struggles last year aren't unique and other drivers have described similar problems it might be a good thing though that he didn't get too proficient with it because we got a whole new car in 2022 everyone's going to have brand new Arrow meaning everyone has to adapt to a new car that'll be interesting and could shake up the current pecking order the the playing field is level and the drivers are going to have to adapt or die it's gonna be a good season thank you guys so much for watching in this episode of B2B hit that like And subscribe button that really helps us out leave a comment down below if you want to see more F1 content we like making it hope you guys like watching it follow us on Instagram at donut media follow me on Instagram at Jeremiah Burton 100. this was a this was a thick 100th episode thank you guys so much for watching until next week bye for now