George Russell Suggests Existing F1 Tech Guidelines Are ‘Recipe for Disaster’

Porpoising has been a hot matter with Mercedes motorists being vocal about the bouncing they’ve endured, but it seemed to be even worse in Baku. 

George Russell went as considerably as to say it is “just a make a difference of time right before we see a main incident.” 

“A lot of us can hardly keep the automobile in a straight line about these bumps and we are going about the past two corners at 300km/h [in Baku] and we are bottoming out and you can visibly see on the tarmac how close the autos are functioning to the floor,” the Mercedes growing star said. “It is just needless with the technologies we have in today’s surroundings, it just looks needless that we are managing a Formula One particular motor vehicle at about 200 mph millimetres from the ground and it is a recipe for disaster. 

“I never definitely know what the long term retains but I really don’t think we can sustain this for 3 decades or having said that extensive these regulations are in force for.”

According to BBC, Russell lifted the basic safety fears of the autos bottoming out to the FIA in the course of the driver’s briefing on Friday. F1’s new technological polices allow for the cars to stick to each other a lot more carefully, but in an work to improve overall performance, the cars operate nearer to the floor to enable with the effectiveness of underfloor aerodynamics. 

In some conditions, this has resulted in porpoising, which is fundamentally the vehicles bouncing up and down on the straights. The aerodynamic phenomenon can be activated from the motor vehicle functioning way too close to the floor or from a bumpy keep track of floor, these types of as the one particular at the Azerbaijan Grand Prix. 

Russell made it very clear that he’s not increasing the matter due to the fact of a aggressive advantage but relatively a true safety problem. 

“I signify, for what it is well worth we are not as massively in favor for it [regulation change] as a workforce since with every race we do, we are discovering extra and much more about the auto and any alterations is heading to limit that studying. So it is not like we want it to adjust, it is clearly a security limitation,” Russell said, for each ESPN. “The major 3 teams are also in the exact posture, Ferrari and Crimson Bull, effectively Ferrari extra than Pink Bull you can plainly see they are actually having difficulties with that. Nobody is carrying out it for general performance improvement, it is because of protection reasons.

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“I can scarcely see the braking zone simply because I am bouncing all-around so significantly. You go by all those previous two corners [in Baku], you have walls all all over you, and you are executing 200 mph and the auto is bouncing up and down on the floor—it is not a pretty comfy posture

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Toyota, Redword Resources to operate on battery recycling

Toyota Motor North The us is the most recent automaker to collaborate with battery recycling corporation Redwood Resources as it is effective to supply a more sustainable battery offer chain for its electric powered car or truck force.

The shift comes as Toyota is getting 1 of the to start with automotive companies to accumulate close-of-existence batteries. The firm’s Prius, relationship to 1997, was the to start with mass-market gasoline-electric powered hybrid car, and its batteries are among the 1st to achieve recycling age en masse.

Redwood Components, established by former Tesla Main Technologies Officer JB Straubel, aims to split down conclude-of-lifestyle batteries and use their components in new kinds. Ford, Volvo and Tesla have previously struck specials with the organization.

“Toyota helped pave the way for thoroughly clean transportation with the introduction of the Toyota Prius additional than 20 years back. Their determination not only to provide millions of electrified vehicles this ten years but to assure their circularity into the potential is a crucial action for electrification,” Straubel stated in a push launch final 7 days.

Making a “circular ecosystem” for Toyota’s batteries is the prolonged-time period goal of the collaboration. This would entail Redwood Components breaking down Toyota’s batteries and sending their elements back again to the firm’s North American crops to be produced into new batteries.

This could alleviate some of the offer chain disruptions the field has been dealing with, in addition to slicing out environmentally dangerous harvesting techniques for “virgin” components these types of as lithium, cobalt and other metals.

Alexis Georgeson, vice president of communications and federal government relations for Redwood Elements, claimed the recycling of car or truck batteries is crucial for the sustainability of the EV market on the continent.

“Localizing and onshoring this is genuinely significant to be in a position to push up electrification in this country, and we’re viewing far more and much more automakers that are recognizing that,” Georgeson explained. “The two on recycling as properly as on sourcing the battery supplies additional regionally that go into their cell manufacturing.”

Nevertheless, recycled materials will not be likely into Toyota’s EV batteries in the close to upcoming.

Matthew Stich, common supervisor overseeing Toyota’s Battery Lifecycle Answers crew, claimed this collaboration will require gathering, screening and recycling Toyota’s hybrid electric automobile batteries.

He did counsel the chance of materials remanufacturing, data administration and battery well being screening in the future.

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Semiconductor shortage: How the automotive industry can succeed



During the earliest days of the COVID-19 crisis, automotive headlines focused on the huge drop in vehicle demand. But for more than a year now, concerns have shifted to the supply side. Although vehicle orders have surged to unexpected heights, a shortage of automotive semiconductors is forcing OEMs to close production lines or remove some popular features, such as heated seats, from their offerings.

We first explored the automotive chip shortage in a May 2021 article, noting that a quick fix was likely impossible. The situation has worsened since then, and the recent drop in automotive revenues is largely occurring because OEMs and Tier 1 suppliers cannot procure sufficient quantities of chips and must delay vehicle production. While manufacturers of laptops, white goods, and other devices have also cut production because of semiconductor shortages, the repercussions in the automotive industry have been more severe. Some premium OEMs were able to safeguard profits with selective manufacturing and sales strategies designed to optimize margins. This strategy, however, may result in a shortage of lower-margin vehicles and could cause extreme fluctuations in demand for automotive chips.

Russia’s invasion of Ukraine has introduced further uncertainties to both the semiconductor supply chain and automotive demand. For instance, Ukraine supplies 25 to 35 percent of the world’s purified neon gas, and Russia supplies 25 to 30 percent of palladium, a rare metal used for semiconductors.


Another wrinkle: many semiconductors are transported by air, but transport costs have significantly increased while available shipping volume has dropped. And yet another problem: OEMs have been unable to obtain critical vehicle components, such as wiring harnesses, and have reduced their production volumes in response, which has added even more uncertainty by decreasing demand for some semiconductor-based components.

Given the ongoing instabilities in the semiconductor supply chain, the automotive industry should consider refining its strategy. Companies can start by focusing on the implications of three critical activities that form the foundation for strategic shortage management: the creation of strong technology maps, reliable short-term demand planning, and guidance for long-term demand planning.

Factors behind the escalating challenges in semiconductor supply

More than two years into the pandemic, the gap between chip supply and demand has widened across all semiconductor-enabled products. While sales of all consumer goods plummeted in the first half of 2020, and automotive sales dropped precipitously—up to 80 percent in some locations—demand rebounded more than expected later in the year, continued to grow in 2021, and remains strong today. The high-tech sector, in particular, has seen sales volumes increase, partly because of changes wrought by the COVID-19 pandemic. The growth in working from home, for instance, has contributed to a greater demand for wireless connectivity and PCs. These market shifts have rippled back to affect demand for semiconductors and other components. Across almost all industries, the demand for semiconductors in 2020 and 2021 exceeded prepandemic forecasts (Exhibit 1). And this means automotive

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AutoZone and 3 Other Auto Parts Stocks That Look Like Buys

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Morgan Stanley recently upgraded AutoZone, citing its ability to pass on higher prices to consumers.


Andrea Morales/Bloomberg

Auto parts retailers have outpaced the market for much of the pandemic. Current economic uncertainty should keep the group in the fast lane.

The share price of one such retailer,

AutoZone

(ticker: AZO), is up 1% this year. The stocks of

Advance Auto Parts

(AAP),

O’Reilly Automotive

(ORLY), as well as NAPA Auto Parts owner

Genuine Parts

(GPC) are all in the red in 2022. But with the exception of Advance Auto, they have held their ground better than the S&P 500, which is down about 20%.

Auto parts retailers have a reputation as defensive stocks—after all, car repairs can only be delayed so long, even during a downturn. There are reasons to think the stocks can keep outperforming.

“When you can buy these stocks at these prices, there’s an asymmetrical risk/return,” says Max Wasserman, founder of Miramar Capital, which owns shares of Advance Auto Parts and Genuine Parts. ”Yes, they could go down a little further, but the upside is much higher.”

Having a running car remains essential for most Americans. That gives them the incentive to keep repairing their cars, even as the vehicle fleet ages. The average car is more than 12 years old, according to S&P Global Mobility. Genuine Parts has estimated older models tend to require $800 a year in maintenance.

That is unlikely to change anytime soon. Consumers tend to delay big-ticket purchases like cars when they’re less confident about the economy, while the average price of a new car surged to $47,000 from $38,000 during the pandemic as chip shortages crimped vehicle output. Used cars hit record prices, putting them out of reach for many.

Company / Ticker Recent Price YTD Change 12-Mo. Forward P/E 2022E EPS Growth** Market Value (bil)
Advance Auto Parts / AAP $178.75 -25% 12.8 14% $10.8
AutoZone / AZO* 2,125.33 1 17.5 21 41.4
Genuine Parts / GPC 135.45 -3 17.0 13 19.2
O’Reilly Automotive / ORLY 630.52 -11 18.4 6 41.4

*Fiscal year ends in August **Year over year

Source: FactSet

The 2007-09 recession underscored the resilience of auto parts stores. The overall stock market fell roughly in half, but with the exception of Genuine Parts, auto parts retailers were largely unscathed. Shares of AutoZone and Advance Auto held their value during the downturn, while O’Reilly stock lost just 10%.

“While consumer spending in the auto parts segment did decline during the Great Financial Crisis, it declined less than overall durable goods and recovered faster” than both durable goods and overall personal consumption, notes Morgan Stanley analyst Simeon Gutman.

Nor is the specter of electric vehicles—which tend to be trickier for do-it-yourself repairs—a worry for auto parts retailers, analysts say. EVs and hybrids combined accounted for about 10% of U.S. auto sales last year, while less than 1% of cars on U.S. roads are electric.

“Absolutely EVs will proliferate; it’s not a silly argument, but it’s going to

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