ONE of the Premier League’s first managers has returned to the dug-out after a near-20 year absence to take over Hartlepool United aged 76.

Lennie Lawrence was Middlesbrough boss when the Prem kicked off way back in the 1992-93 campaign after previously managing Charlton.

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He later had spells at Bradford, Luton, Grimsby and was in charge of over 1,000 matches but the last came at Cardiff before his sacking in 2005.

Lawrence had previously worked on the board and then as assistant before becoming caretaker when Darren Sarll was sacked last month.

Pools, who head to leaders York City on Saturday and who sit 15th, have now confirmed that the veteran will remain as manager until the summer.

Lawrence will have ex-Woking boss Anthony Limbrick as head coach and Gavin Skelton as first-team coach.

Upon taking charge, he said: “It’s been a very thorough and professional process that the board has conducted, and it’s a decision we’re very excited about.

“A lot went into it and one of the priorities was a long-term plan, and the idea is to offer my experience where possible to develop the rest of the team.”

Upon the announcement, a Hartlepool board spokesperson said: “We are really pleased to confirm our new management team following an extensive review and process.

“Lennie has an incredible track record in management as well as with his mentorship roles of coaches and managers.

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“He’s also proven on multiple caretaker occasions at Hartlepool United his ability and desire to step up and hold the manager position, which has been evident in his recent results and a reformed style of play.

“As Board we were keen to see the trajectory and senior stewardship under Lennie continue, and with Anthony and Gavin we have also secured two outstanding pro licence technical coaches who are highly regarded within the game.

“We believe their complementary attributes and desire to step up in due course will fit well with Lennie, to give the Club both the best opportunity in the immediate short term this season whilst also planning longer term.

“Additionally we are looking longer term with the likes of Nicky Featherstone and supporting his development beyond playing career, and the full complement of first team support staff including medical, strength & conditioning, scouting and analysis will also remain at the management teams’ disposal.”

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It was only a few years ago that some of Formula 1’s brightest minds were predicting a future where wind tunnels were no longer needed. Think of the wasted expense powering a giant fan in a massive, empty room filled with nothing but a 60% scale model of a car, and all the time spent poring through the data readouts.

It seemed that technological progress was reaching a cross-over point, one where computer simulations could do all of that and accurately – and effectively – predict flow patterns around a car.

And here we are, the year 2024 of the common era, and two F1 teams are in the process of either building or finalising brand-spanking-new wind tunnel designs. Aston Martin is in the commissioning phase of its new in-house facility, while Red Bull is aiming to have a new wind tunnel in operation by 2026. McLaren, for its part, had finished its own new build in 2023.

The anticipation for both incoming wind tunnels among the teams will be stratospheric. These are often held up as a significant influence on performance, one that can change the fortunes of a team and stall any hints of a decline. But, as ever, it’s not quite as simple as that – even after construction, there are months of work ahead before the wind tunnel is even remotely useable.

In those months, there will be significant challenges in getting the wind tunnels ship-shape. Aston Martin is already delving into those, while Red Bull will have to go through the entire rigmarole in about 12 months’ time when it moves out of its Bedford tunnel – which dates to the Cold War as part of an aeronautical research site.

These are the challenges we don’t hear about; the narrative always seems to lean towards the following phraseology: “Team X has a new wind tunnel, it’ll work off the bat and the car will be competitive”. Let’s set the record straight and explain how to set up a wind tunnel, and detail the work that Aston Martin and Red Bull have ahead.

Alain Prost, Ferrari, Jean-Claude Migeot

Photo by: Ercole Colombo

To do that, we’ve asked former F1 aerodynamicist Jean-Claude Migeot – formerly of Tyrrell and Ferrari, and the architect of F1’s high-nose era – to assist. Migeot has been heavily involved in the development of multiple wind tunnels over his post-F1 career, including the Aerolab and Fondtech facilities in Italy, so he’s the perfect person to help us untangle the key details.

“First of all, I don’t think you get benefits straight away,” Migeot begins. “You have to build confidence. A wind tunnel is not reality, it’s a laboratory. So, you have to trust it behaves like a laboratory, which means if you’re ever going to repeat something, it’s that the results are going to repeat perfectly.

“That’s the minimum required, and then [you build] confidence between the real thing and your simulation in the wind tunnel, and it takes some time to build that confidence. But it depends on the background of the people using it.”

In this, he cites the example of McLaren switching to its new wind tunnel – ending its reliance on the Toyota facilities in Cologne – and the perceived impact that this had on the Woking team. This coincided with the team’s upward mobility in 2023, as upgrades took the team from one floundering in the mid-pack to one fighting at the sharp end of the grid. Building the wind tunnel is only the first step.

Once the building has been completed, with all monitoring equipment installed, the tunnel then needs to go through what’s known as ‘commissioning’, and that’s before the work can even start with a wind tunnel calibration model. It’s a lengthy process, and one that Aston Martin is currently mired within as it hopes to get its tunnel working in time for the 2025 season.

“Step zero is commissioning,” Migeot explains. “This is where you have to check what has been sold to you is effectively achieved. You know, the air distribution, the turbulence, the temperature control, which is hugely important.

“You have to run the tunnel in all conditions and first check your builder has done a good job, then run all the electronics for the control [units]. It’s a huge work for a group of people and is taking at least one month. And then if that’s okay – because if that’s not okay, you are fixing something which is not hours, but days and weeks of changes – then you start to work with the model.”

Zak Brown, Lando Norris and Andrea Stella in the new wind tunnel at the McLaren Technology Centre

Photo by: McLaren

Explaining commissioning and correlation

Formula 1’s current ruleset is now into its third year, and the increased competitiveness of the 2024 field has demonstrated the level of convergence that is starting to be achieved with steady regulations. Teams are having to dig deeper to find lucrative opportunities to improve, but this is leading a number of teams to encounter correlation issues between the wind tunnel and their on-track findings.

For example, a new floor tested in the wind tunnel might churn out data that suggests it would be an upgrade worthy of entering the production phase for a future race. Once ready, the team tries it over a race weekend – but it either fails to offer the promised downforce gains or, more alarmingly, creates instability in the car.

There are a few notable examples of this happening over 2024. Ferrari went through a mid-season phase of floor iterations that progressively worsened high-speed bouncing through corners, while Aston Martin’s Imola upgrade made the car much harder for the drivers to handle. RB and Mercedes have both rolled back on floor upgrades, and Red Bull’s updates mid-season took a long time to untangle after introducing a variety of balance issues.

The catch-all explanation is that it’s a correlation problem and, at surface level, this is correct. Some of that is down to how a wind tunnel is calibrated, and perhaps there are losses somewhere in the tunnel that make it hard to achieve the right figure. Take Renault’s 2007 decline, for example; the then-reigning champion team appeared to suffer with its switch from Michelin to Bridgestone tyres due to the change in tyre profile.

Migeot explains that a tunnel doesn’t have to be perfectly calibrated to what is experienced on track, but the difference between the tunnel and real-world readings must be consistent.

“The tunnel will not give you the truth. It will give you something which, in the best scenario, is consistent with reality. If you have a quite fixed difference between reality and the tunnel, that’s fine; it can’t be identical. If you’re confident that, when you improve in the tunnel, you know it’s going to improve on the track, you’re saving a huge amount of time.

Sergio Perez, Red Bull Racing RB20

Photo by: Glenn Dunbar / Motorsport Images

“I hear this doesn’t work very much like that for many, the upgrades are brought to the track and then they return to the old configuration quite often these days. So I think a lot of teams are in correlation problems.”

So, can you ever achieve perfect correlation? “It’s endless, it’s a quest you never finish,” Migeot states. “You’re in a happy situation when you have confidence, but the situation can change quickly, and it would be radically changed by these rules of two years ago with a completely new floor.

“There’s many imperfections, like in the rubber tyres (on the model), maybe you don’t have the right tyre profile under yaw, there are many compromises and there’s maybe a hundred differences which you cannot have in the tunnel. You try your best and, if these things are kept to a very small influence, you’re okay.

“Then you are in the case of a fixed error, and you can make your development and improvements. But if suddenly one of these things becomes influential on the results, and you are again in correlation work. For example, a change of tyre dimension is not very often these days, but even the rubber state between new and used can make a difference on the track.

“All these things you have to collect, and it takes time. So it’s an endless subject. I think you have people on that all the time, measuring what’s happened on the track. If it’s only in some occasions you don’t correlate, it doesn’t stop you. But when you see a car which is on the front row on one race, and on the third or fourth row on the next race, then you have a problem.”

Britain’s Cameron Norrie will contest his first ATP final since February 2023 as his fine end to the season continued with a straight-set win against Corentin Moutet at the Moselle Open.

Norrie, who has only recently returned from missing two months with a forearm injury, earned a 6-2 7-6 (7-5) semi-final victory over the Frenchman in Metz.

The season started strongly for Norrie with runs to the Australian Open last 16 and the Rio Open semi-finals, before he lost form and fitness over the second half of the year.

The 29-year-old left-hander has dropped to 57th in the world rankings but, instead of allowing the season to peter out, he has worked hard to return and rediscovered his mojo in the final tournament of his season.

“It’s not really a relief [to reach the final], but it has been a difficult year for me and I’ve not been able to gain any momentum,” said Norrie, who will climb back into the world’s top 50 next week.

Against Moutet he served strongly and was clinical on his opportunities, taking four out of five break points.

After losing a second-set tie-break from a commanding position in Thursday’s quarter-final against Zizou Bergs, Norrie did the opposite against Moutet on Friday.

Norrie trailed 5-2 in the tie-break but fought back to secure victory in straight sets.

The joy of reaching the final, and in the manner he did it, was shown by Norrie baring his teeth and shouting his pleasure towards his team.

On Saturday, he will face France’s Benjamin Bonzi or Alex Michelsen of the United States for the trophy.

It will be the 15th ATP Tour final of Norrie’s career and the first since he beat Spanish world number three Carlos Alcaraz in the Rio final in February 2023.

“It’s nice to finish the year by playing in another final and back to competing for every point,” added Norrie.

“Regardless of who I play it will be difficult, but I’ll enjoy the win today.”

UFC Edmonton proved to be a card of misfortune for several fighters.

Following the news that winning fighter Alexandr Romanov was not re-signed after a win this past Saturday, MMA Fighting has confirmed that two more fighters who were booked in Edmonton have parted ways with the promotion, Romanov’s opponent Rodrigo Nascimento and main card competitor Caio Machado.

It is not known if Nascimento and Machado were released or if, like Romanov, their current contracts came to an end and they were not offered new contracts.

Nascimento finds himself a free agent just two fights removed from headlining UFC St. Louis opposite Derrick Lewis this past May. The dreary decision loss to Romanov was Nascimento’s second straight setback, capping off an octagon run that saw Nascimento compile a 4-3 (1 NC) record.

A drop to 205 pounds couldn’t turn break Machado out of a slump as the Contender Series signing went winless in three UFC appearances. After two losses at heavyweight, Machado came out on the wrong end of a split decision against Brendson Ribeiro on the UFC Edmonton main card in a light heavyweight bout that failed to generate sparks.

Guilherme Cruz contributed to this report.

CAPTAIN TEAGUE pocketed £20,000 for a walkover in the £40,000 novice chase at Exeter after every other runner was withdrawn due to quick ground.

The Paul Nicholls-trained six-year-old, who won the Challow Hurdle last year, was all set to make his chasing debut.

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But all Harry Cobden’s mount had to do in order to ‘win the race’ was gallop from the furlong marker to the winning line.

Initially there were three other runners in the race, but Dan Skelton’s Deafening Silence was taken out of the race, as was Sue Gardner’s Daring Plan as neither wanted to run the risk of injury.

Dan Skelton said: “It’s highly frustrating for everybody. It’s highly frustrating for the industry. I’m sure there are going to be lots of comments about how embarrassing it all is.

“But unfortunately, you can’t be embarrassed about this at this point because I can only do the right thing. It is driven into us from every angle about welfare.

“All of this ‘oh it’s embarrassing stuff’ it would be much more embarrassing if we were running horses and they were getting injured.

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“I think if commentators could please bear with us that we’re making the right calls. It will change – it’s the UK, it will rain and when it does it probably won’t shop.

“I wish I could run them.

“It’s the ground. But It’s not like the clerks have made an incorrect call. It’s not like they have overwatered. It’s just the weather. There’s no fault whatsoever.”

Punters were not happy either.

One said: “Get this c*** off ITV Racing.”

Another simply added: “Joke.”

While one said: “A nonsense. I get horses prefer ground but they’re way too pampered these days.”

And one added: “Absolutely dismal viewing.”

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