Rear Wing Damage and Car Upgrades

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So if you love innovation, ambition, and stories about what happens when people go all in, give a listen search for short history of wherever you get your podcasts Hello everybody, welcome to F1 Explains, the official Formula One podcast that is here to explain the sports we all love so much. My name is Christian Hugh , and it is about time we rounded up a few of the more random questions that have come into our inbox in recent weeks. They are on all sorts of topics, so we need an all-round F1 expert to answer them. We call these episodes our quick fire episodes. And as for our guest this week, if you looked at his Instagram over the Canadian Grand Prix weekend, you'd think he was a restaurant critic. He's actually F1 TVann,el Ch 4 of an Apple TV commentator, Alex Jakes. Alex in Canada, did you enjoy some some fine cuisine? I did indeed. Yeah, one of the things that sometimes happens when you go to a week of Formula One is that you find yourself going to a exciting place and then you don't see any of it because it can be especially a sprint weekend very very busy. So I I made it a a mission of mine to go and and try the local food, which included a smoked meat sandwich with lots of mustard and and poutine, that Canadian classic. So uh thoroughly enjoyable, wonderful city. Uh yeah, glad I finally got to see it properly. Uh we'll talk about some Formula One in a moment, what with it being an official Formula One podcast. But before that, I'm I'm not sure, and listen, forgive my naivety here, I might be about to be roundly mocked. I'm not sure I fully understand the difference between poutine and chicken . Poutine and chicken? Yeah. Okay. Let's get into it. So yeah. So so poutine is uh essentially chips and gravy Oh, I thought poutine was one of the like uh was a chicken. Yeah, you're thinking poulet, aren't you? You're thinking poulet. See, I'm not a very cultured man. I am thinking poulet, but poutine is different, is it? So poutine is chips, gravy, cheese curds. So not cheesy chips in the sense that we'd have it in the UK, but uh close, sort of a distant cousin. Um and there are different standards of it. Uh so I went in search of some uh I went to Little Portugal actually and and found a very highly rated poutine place that was very intimidating to order from. So yeah, there you go. All looks fun on Instagram, but I was more nervous about ordering from that place than I was for doing the Grand Prix. So yeah, uh, lots of fun, great city, and yeah, there's just a couple of places that I've only been to a few times just because of the way the calendar's worked out uh through the years, and uh Montreal I'd never seen properly. So I I decided to put that right. End of story. Excellent. No, it's a great city. I've I've done the Canadian Grand Prix twice. Uh the the previous two years. This is my first not on the ground in Canada for a while. It's a wonderful city. I really do like uh Montreal. And Alex, we got a great race as well, didn't we? Lots of fun. I feel slightly I feel like a spoilt child at Christmas who unwrapped a bike but was hoping for a bike and a drum kit because I really did like the race and enjoyed it but I also feel a bit robbed that George's battery went and therefore we were robbed of more laps of that brilliant battle between Kimmy and George. That was must have been a lot of fun to commentate on. It's unbelievable. It's the sort of race you dream of. I have to admit, halfway through I was thinking, is this really going to go to the end? Because if it had gone to the end, with those two scrapping all the way through, would have been one of the greatest Grand Prix of all time. Like I think it would have been, yes. It was fairly astounding to see battling like that for the Grand Prix win anyway, but the fact that they were pushing each other so much, it was so easy to make a mistake. And then the fact that we got to it was just I love it when you see a driver having to access something new. Russell's been so good for so long and yet Kimmy's taken such a leap forward this year that he's having to push to the to the you know the ninety ninth percent in a way that he hasn't in the past and he's fallen on career. It's just just delirious. And yeah, it was like a great film, wasn't it, that went off a cliff halfway through. Yes, it's such a shame the battery. But this is motorsports. It was like, oh that was that was nearly an all timer and instead it was a it was a glorious thirty lap battle but yeah thoroughly enjoyed it. Yeah, absolutely. Uh lovely to see the two teammates battling in a similar way to of course Oscar and Lando pushing each other last year, but it already feels like there's more on track battling between Kimmy and George this year, which is lovely. Um, a great Grand Prix, and our first question this week is well, certainly linked to the last race in Canada. Hi, my name is Kylie from Brisbane, Australia. My question today is what is the point of the formation lap? A good question. These are my favourite F1 Explains questions because it's if you're new to Formula One, you can just think, oh this, just happens, and sometimes we never question why. I should just say before Alex answers the question, this is the second time we've used one of Kylie's voice notes. Proof that if you send us a voice note, ladies and gentlemen, you're far more likely to get on. We've still had no confirmation as to whether it is actually Kylie Minogue, uh, which we which we speculated on last time, Kylie sent as a voice though. Regardless, either way, Kylie, you're very welcome. So a timely question, Alex, because formation lap fans, it was a great race for you. We had three of them at the Canadian Grand Prix. Firstly, Alex, explain why, and then secondly explain, as Kylie asks, why on earth do we need them in the first place? Okay, we had three formation laps because poor old Arvid Lind bad, he's had a great weekend, uh, couldn't get off the grid. So there's a variety of different uh routes the race director can take in that situation. They can do uh a classic 10-minute reset and bring everyone all the mechanics back onto the grid uh and then count down uh as if we'd gone back in time uh to ten to four uh and just reset it that way. Or you can just send the cars around multiple times and then take those laps off the total of the Grand Prix. That's what Ruby Marquez decided to do. Why do we have a formation lap in the first place? Well, it's to allow the mechanics that I mentioned to clear from the grid in a safe manner. That's something that's very, very important. But mainly the reason that we have it is for the operational temperatures. The cars simply don't work if the tires don't have temperature and the brakes don't have temperature. So we have uh we have a lap to get everyone into a workable range, a workable window, uh where the car can operate in a throttling first lap fashion that we know and love. But without the formation lap, it would look all kinds of wrong and we wouldn't get anywhere near the aggressive overtaking drama that we get on a first lap. So it's purely so that the cars work how they're meant to, temperature wise, with the tires and the brakes. And just to pick up on something you said there, Alex, I mentioned earlier I wasn't at the Grand Prix, which meant I got the pleasure of watching with my dad and my fiance , which was very nice. Oh lovely. I very rarely get to sit and watch the race with family nowadays. So that was absolutely lovely. It did mean I felt like I was doing an episode of F1 Explains as we went along. There were lots of questions. And one of them was from David, my fiance , who stopped himself initially asking the question and he went, because he saw these extra formation laps, he went with the fuel. Then he went, No, no, don,' dont't worry about it worry about it. And I went, What go go on, go on? He'd run away . And I said to it well, he hadn't, he thought it was a stupid question. But I said, No, go on, ask the question. He went, Well, I was just wondering, do they have the fuel for these laps when there's extra form ation laps. And I said to him, No, actually, you thought you were being silly. And he thought, oh, a couple of laps won't make a difference here or there. But it does, doesn't it, Alex? And that's why you mentioned there that they take those extra formation laps off the race distance? Yeah, so you fuel the car to the duration of the Grand Prix, sometimes a little bit under. Um and if you carry more fuel, you carry more weight, your car is slower. So as a result, you are constantly fueling for the exact amount that you need and no more. So when we get extra formation apps like we've just described, because everyone has already preset the amount of fuel in the car and allowed to refuel mid-race, uh you just have to take the laps off. Otherwise you would get uh cars conking out before the end. And it's the precision of Formula One. There's there's David who who by his own admission isn't Formula One fan. And listen, that's fine. Not everyone is, you know, we don't judge you here. I mean, we do a bit, it's an official F1 podcast, but still, David's thinking, oh, the extra few laps aren't going to make a difference. But it does, such is the precision in Formula One. Kylie, thank you. We just can't get your voice notes out of our heads. We appreciate your contributions to F1 Explains. Let's move on. Uh, Ben Thomas from Dayton in Ohio and Nina from Table Rock Lake in Missouri both have the same question. When a driver asks for more power during a race, what can the team do for them? Brilliant question, Alex Jakes. Yeah it is, and it was it was pertinent uh for what we heard in the Grand Prix as well. It's become even more of a thing this year . So you have to lock yourself into the engine mode that you run for the Grand Prix. In previous years, you used to be able to turn the engine up. Nice and simple. Everyone understands that as a concept. Uh more power, but risk of the thing blowing up . Easy. Now this year with the energy deployment that they've got, uh your engine mapping might stay in one mode, but you can choose to deploy your electrical energy in different ways. So when we'll hear a driver on the radio asking for more power, they might they're asking their engineer to look at where they are deploying the energy across the course of the lap. So say you've got a massive head wind in one place. That might not be the case at the start of the race. Might the wind direction might have changed halfway through. You would then want to deploy more power to combat the headwind. You would also know that the car in front was punching a bigger hole in the air, more drag for them. So you would change where you hammered the battery, essentially. Uh you would also change where you recharged. That is what you can alter. And then uh you can you can change uh the fuel we were talking about the fuel before you can you can change it how much fuel you consume uh uh throughout the race that the rate is consumed but you can consume a little bit more . So realistically, it's this year more than anything else, when you hear a driver asking about power, it is purely where can I deploy more of the energy and where can you help me recharge by a certain point? Yeah, and of course if the engine gets thirstier and uses more fuel, it might give you more power, but that's up to the race engineer to say, Yeah, but mate, problem is you might not get to the end of the race on that, which is which is a negative. Which is a net negative.egative N, not finishing the race is not what they aim for. And Alex, we should clarify, shouldn't we? These are things that the drivers are changing on the steering wheel, right? Yeah. So the this is all done, and they're hugely complex, and they have menus upon menus upon menus that they're tabbing across. Uh usually on a on a rotary switch, you'll see the circular switches uh on the steering wheel. Uh and it's not a simple thing. It's not a simple thing uh to to be able to get more power uh and driver and engineer has to work in conjunction. This is the sort of thing they have to learn at the start of the year, especially if you switch teams. It can be a totally different steering wheel layout in front of you. So yeah, a lot of homework has to be done over the winter. But yeah, uh getting more power is possible. Uh you're just gonna have to give it up at another part of the lap. On that, you raise a really good point, Alex. I mean the steering whe els baffle me in Formula One because I don't know about you, I struggle to change the digital radio on the car if I'm driving. It's just so much more complicated than when it used to just be one, two, three, four, five, and six. Like so that's my level of multitasking skill. But you mentioned drivers changing teams. Um, if you'll allow me a little anecdote, uh I mean we're on a podcast, why not? Uh when Pierre Gasly had just changed teams, he'd left whatever Red Bull's B team was called at the time, and he'd gone to Alpine. He I I was given a little t a little tour of the Alpine facilities at Silverstone. And the drivers, for those that don't know , have little rooms within the motorhomes that are in the paddock ov over the course of a race weekend and it's it's quite literally it's not the cooldown room, but it's a little cooldown room. It's a place to change, it's a place to just be for a bit and get out of the way. It's just my space. And in that there was a model steering wheel. And the person giving us the little tour around had said that such was the difference between Pierre's steering wheel at Tor orosso, I think at the time to moving to Alpine, he'd requested two model steering wheels, one he had at his home and one he had in his little room because he just at all points while he had five minutes was just playing with it to to get the adjustments because it was such a big change. These are the things we don't even think about with sort of driving a Formula One car that these guys have to contend with. Yeah, that is there you go, but there are different classes of homework, aren't there? Let's be honest. This is luxury homework to have learning a Formula One steering wheel. So I won't I won't take any complaints. Oh no. It's better than Maths or chemistry, isn't it? It really is. Uh right, we'll squeeze in one more question before we take a break. Uh so as you're listening to this, the Monaco Grand Prix weekend will be underway. Of course, you can watch that on F1 TV with Alex and the gang in selected countries and Apple TV in the US. And Peter from the US, from Scottsdale in Arizona, to be precise, has a question on the Monaco Grand Prix. Hi Peter. Peter says, I once walked the Monaco F1 track. Look at you. I was shocked to find the hills steeper, the corners tighter, and the track narrower than I imagined. I'd thought the same when I walked Zamvor, but yeah, absolutely. I kept asking myself, how do those guys possibly get the cars around this track? Alex, it's such a good question, isn't it? Because we we take for granted, I think, Monaco nowadays. There's the age old question of what you think of the Monaco Grand Prix nowadays, considering it is difficult to overtake. I've come to really love it. It's a differ we take one race out of the twenty four or twenty two this season to do something completely different and it is a test of endurance. Because Alex, we shouldn't underestimate just what that test of endurance is, should we? No, not at all. I think the thing with Mollig I'm not surprised that it felt different on site. Um all of our images for a long time of the Monaco Grand Prix uh were defined by quite historic camera places and um Formula One's brilliant TV department have only taken it over in in recent years. Uh trying to show some of the some of the inclines, trying to get the helicopter shots out there. Um so there can be sometimes across the world a disparity of uh what the camera does, which always flattens it, always shortens the shot and the incline. That run up the hill to Casino Square, you wouldn't want to run it, Christian, would you? It is a it is a very, very dream climb up the hill. Uh I don't really know how the drivers do what they do around Monaco. The barriers are very, very close and they are barriers throughout. There's no there's no you know there's one part of the track where you can bail out. Um but the best way to describe Monaco for some of our our newer fans, there is no way that we would start this event from scratch now. If Monaco had never hosted a motor race and applied to the Formula One calendar, they would be laughed out of the meeting. And yet, that impracticality, the thinness of the track, the inclines, the historic nature of it is why every driver wants to win. Because you are performing with no margin for error, lap after lap after lap. And I think these new cars, slightly thinner, slightly lighter, slightly shorter. They are going to fly around Monaco. The previous ones were a bit cumbersome for a street circuit like a Singapore or a Monaco. These cars are going to be magic to watch trackside. And if you ever get fortunate enough, and I know not everyone can be, but if you ever get fortunate enough to go trackside at Monaco, you will not believe your eyes. It's one of the coolest experiences in sport. Couldn't agree more with Alex. It was my first experience of it last year and I absolutely loved it. Um and Alex, w what you and I sit and watch practice sessions. You talk during practice sessions more than I do. I tend to be sat on my own watching them. You're broadcasting them to the world. But we see the drivers throughout those practice sessions get up to speed. They are working out where they can break half a tenth of a second later into a corner. They're getting up to speed. And sometimes if they get that wrong, they lock up and go wide. And on a track like Bahrain, it's not a problem where there's lots of tarmac runoff. Even on other old fashioned circuits, uh older circuits I should say, like Australia, you might just trundle along the grass and be fine. But in Monaco, those I think I only actually fully appreciated this talking to Oscar Piastri after free practice last year. So Oscar struggled in Monaco last year, and I interviewed Oscar straight after free pra ctice too. And he was saying he was just struggling to get the feel of the car, to get the confidence in it, but also trying to get quicker and quicker because he knew his teammates was faster than him. Yeah. That balance at Monaco is insane, isn't it? Because if you're having one of those weekends where your car is slightly tricky to dial in, yeah, and yet you're trying to eke out performance because you know your teammate or your rival, whoever is quicker than you , if you get it even fractionally wrong in Monaco, you sometimes your weekends can be done. And that that balance between pushing and pushing too much, which is non existent, there it there is very few other sporting tests like that, uh uh isn't there Alex? Yeah, in in terms of the uh the narrow nature of the track and in terms of you get three hours to find the absolute limit, and the limit is on the edge confident driving and we've seen some astounding laps. I think back to Max Estappen's pole position effort a couple of years ago where he was literally bouncing off the walls. He was using the barriers . And he knew where the compliance in some barriers would be and where you couldn't. To to get to the point where you are literally bending the circuit, you need total confidence in the car. So exactly as you said, Christian. I youf're not in a place where you feel confident and you're chasing it and you're waiting, you're just never going to be quick at Monaco. Lovely. Ernesto , Lyndon, and Jonah, we are answering your questions in just a couple of minutes' time on F 1 explains join the thousands of heat pump owners feeling warm and fuzzy. I've lived here 20 years, I ain't moving, so I thought better future proved my own. We started a trend. The old streets applying for the government grant now. With the energy it saves, I don't know what's better off. The planet or my wallet. And that is your little bookworm. Says it's three times more efficient than our old boiler. Feel all warm and fuzzy inside with a seven and a half thousand pound government grant towards your heat pump at gov.uk slash clean energy. Eligibility criteria applies the website for details. If there's one thing Formula One proves, it's that progress comes from people who are willing to push the limits. And history is full of them. The inventors, engineers, leaders, and outsiders who change the game through bold ideas, nerve, and moments of brilliance. That's what the podcast Short History of is all about . Each vividly immersive episode delves into one remarkable subject from world history, from revolutionary people and world-changing inventions to defining events that still shape our lives today. So if you love innovation, ambition, and stories about what happens when people go all in. Give Short History of a listen. Search for Short History Of wherever you get your podcasts. Hello, welcome back to F1 Explains. I'm Christian Hugh Gill. We are doing a quick fire special this week putting random potted questions that have popped into our inbox over the course of the season to F1 T V and Apple TV commentator Alex Jakes. Alex we're now going to an Ernesto , who is Spanish, but lives in Munich, in Germany, and we wish him well. Anesto says I've been following the show since episode number one, and you guys do an incredible job of breaking down the technical side of the sport, making the show a must listen for me every week. Anesto, if you'd like a job in F1's marketing department, I would strongly suggest you'll fly 'cause that's a lovely right tip. I'd like to thank you for it. Anesto says my question is, how do they decide which side of the track pole position is on? Lovely question. Uh F1 explains gold question that the things you'd never thought of. Love it. Alex Jakes. I I I do love that question because that's one where I had to I do like the questions where I have to think for a moment and and access access the uh the old archive in my head and I'm like the reason for that is that traditionally traditionally they would place it on the racing line. Now there are some exceptions to the rule. If you get uh if it's more beneficial to have the inside line for a corner, sometimes they would place it away uh from the racing line. But uh the hard and fast rule is it is traditionally on the grippier racing line that has been used and rubbered in across the course of the weekend. That is your advantage of taking pole position. Yet it's not uniformly that uh around the world, but it is traditionally where you would place pole position is the part of the racetrack cleaned up by the cars using uh the racing line all weekend. I believe, and I've been trying to just double check this, I've accessed my own archive and I'm not as confident in my archive as I am in your archive, Alex. Yeah. Suzuka, is that one of them where it's on the other side? Uh it let 's think where I'm trying to okay. Oscar was in third and then he went into the lead. Now I think it's on the racing line. Of course, historically this caused a massive argument in days gone by because Ethan Senna wanted it changed. Did he I didn't know this? Yeah. Go on. Why Japan gets mentioned in relation to pole position is that Airs and Senna once uh advocated that pole position should be on the racing line. He was very, very unhappy that it wasn't on the racing line. And just traditionally some circuits used to put pole position on the inside line because you go in the inside turn one better. Anyway, the grip on the racing line was traditionally in the early 90s where you wanted to be, center asked for pole position to be moved. It wasn't moved. It was left on what he perceived to be the dirty side of the grid, leading to one of the most dramatic first corners in Formula One history, where he was like, if you're gonna play political games and I'm the fastest car and I'm not starting in the fastest place . I am going to crash into Alan Prost . Sedner is trying to go through on the inside, and it's happened immediately. This is amazing. Sedna goes off at the first corner, but what has happened to frost he has got off two well that is amazing but i fear absolutely predictable one of the most dramatic first turns in the history of formula one and it won him the world championship and it was all christian hugo over a dispute of which side of the grid pole position should be on. Didn't know that. I I was aware of the the famous first corner, I was aware of the ramifications in the championship, but I didn't know it was about a row over which side of the grid the pole position should be on. Hello, producer Chris here. Just popping in if that's okay, because there's something I'd like to add to Christian and Alex's excellent explanation of which side of the track pole position is on. If turn one is a right hand corner, pole position will usually be on the left side of the track. And if turn one's a left hander, pole will usually be on the right side . And that means the driver on pole can have a better, faster entry to the first corner because they're turning in from the opposite edge of the track. That is the racing line that Christian and Alex have mentioned. One exception is Monaco, where turn one goes to the right, but pole position is also on the right. And that's so the driver on pole has the best chance of leaping off the line, making that short run to the first corner, getting to the apex first , blocking their rival and keeping the lead. It's not so much about corner speed at the start in Monaco, it's just about getting there first and keeping everybody else behind you. So that's a way of working it out. Look at which way term one goes. Pole is usually the opposite. Just wanted to add that to the words of wisdom. Lovely stuff. An excellent question, Ernesto. Thank you very much. Um Lyndon uh from Dallas uh in Texas uh says I've heard the F1 TV gang mention graining in reference to the tires. What is graining? Alex, this is always good to remind ourselves. Yeah, so graining is the tearing of the tire tread into uh tiny little rubber balls. So the the surface of the ti re shreds and it doesn't discard the rubber on the surface of the tire. So you get tiny rubber balls on the surface of the tyre, and as a result, that massively affects your grip. The tires don't perform in the way that they're intended. It tends to generate underste er, uh, but it can clean up because the surface becomes a almost a living thing, a movable thing, and the the the rubber balls can get discarded. So graining often happens in the cool temperatures like we had in the Canadian Grand Prix. It shreds the tire surface, creates little rubber balls on the surface, uh the tyre then doesn't perform as it's meant to, but then you can effectively go through the that surface and then it can clean up and then your tires work perfectly again. But it rubber that Alex mentions get discarded by the tire, thrown off to the side of the track away from the racing line. And you do but you can sometimes see it on the television coverage. You can certainly see it when you're in the grandstands. You can see off the racing line all these little discarded bits of round rubber and if the drivers run wide of course that affects their grip rather than getting the sticky hot track they're getting these messy discarded balls of rubber and that's why you'll often hear commentators like Mr. Jakes say getting out on the marbles? Uh lovely stuff. Lyndon, thank you very much for your question. We're going to Rhode Island now in East Greenwich, uh to Jonah. Uh Jonah says, What's unique about the rear wing that makes it impossible to be replaced during a race? Yeah, we've said this on F1 Explains a lot actually. This is a really good point that if you break your front wing in a race, you can have that change, you're gonna lose some time, but it's not race ending. Whereas if a rear wing goes ninety-nine point nine percent of the time your race is done. Uh Jonah asks, does the angle of the wing create more down force that requires a more rigid or permanent attachment to the chassis. Or is the thinking that if the rear wing is damaged enough to warrant replacing, then the gearbox is also damaged? He then says in brackets, I've no idea where the gearbox is on an F one car by the way, but F one commentators often say he's right on his gearbox, which makes me think it's at the rear of the car. Jonah's doing some good speculating there, Alex, but yeah, w why does a rear wing braking mean probably the end of a race? Because it can't be replaced. Yeah. First of all, gearbox is at the back of the car. It's uh it it's out it's out the back, it's attached to the rear of the car. Um the rear wing is because the amount of load it is taking uh aerodynamically means exactly as you've guessed, Jonah, that it has to be uh far fir mer than just the couple of bolts that we can unfix at the front of a Formula One car for the front wing, uh, because it is simply taking so much load and it is so important uh and mandated by the regulations that it is firmly in place because obviously if, you lose the rear wing through a high speed corner, it's very dangerous for the driver. And while safety standards are lofty and brilliant and very, very strong in 2026, it wasn't always the case. So you would get designers try and fix the rear wing in the past as lightly as possible. If you lost a rear wing in the 70s, you're at you were at risk of having a fake laxum. So how the rear wing is atta ched and uh the strength of attachment is absolutely mandated in the safety regulations. And it means that if you damage it, it is game over because it's no easy fix just purely because of that attachment. Uh just down to the amount of performance that it generates at the back of the car. Yeah we very rarely do see people able to damage the rear wing but carry on. There might be a little bit of a of a rear wing uh piece of carbon fiber that has broken away, but actually its structural integrity is fine so the drivers can carry on with the race. But also in that situation, what you often see is drivers behind saying, uh, this person in front of me's got a flailing little bit of rear wing that needs to be uh that needs to be fixed. And you uh a lesser spotted flag in Formula One, welcome to niche flags on F1 Explains, is the black flag with an orange disc, which means it's an it's a great flag, isn't it? One of the great flags. One of the great lesser sp irit, I just dawned on me how sad we are. One of the great lesser sp otted flags. By motorsport geeks for motorsport geeks. It's like we got an email in the other week, Alex. I can't remember the listener's name. I really would like to apologize. He emailed us just to say I never thought I'd find myself as a 40-odd year-dother of two listening to a whole episode about tires, but I really enjoyed it. Um yeah, the black flag with an orange disc, if that's shown to you, that means your car is dangerously damaged. You need to come into the pits for further assessment. So you'll sometimes get that. But yeah, uh rear wing if it's completely broken, your race is over. Good question there, Jonah. We've never actually explained why. So really good question. By the way, f1 explains at f1.com. Do pick us up on things. If there's anything that you think we've not explained well enough, we take constructive criticism very well of I mean producer Chris doesn't, he gets quite angry. But uh you know, uh the rest of us He's n he's notably angry, Chris. Angry man. Very angry man. Yeah. But you know, anything we've not explained well enough uh well enough, don't hesitate to email us. Uh and finally this week, final question from Dean in Australia, who's one of my favourite listeners of the week, simply because he started his email with hi F1 explains legends. I like that .