Grand Prix of Great Britain F1 2011: analysis of Silverstone

We finally arrived at Silverstone, a test in which the main look it is going to be placed in the beginning of the era blown diffuser post and how it will affect the performance of all competitors, especially of Red Bull. Silverstone is a critical championship point lately, because for example 2010 marked a turning point, either the moment of hitting bottom for Fernando Alonso. From Silverstone things changed and we had a new season, a minitemporada which led us to the most competitive end that recalls.
The intrinsic Silverstone speed is part of its charm, and with the amendments which entered into force in 2010 stays within the fastest of the calendar, with two curves of "background" some 280 km/h. The wear of tyres here is anyone's guess, but with data from 2010 in hand we can expect "Arena" section be especially harsh on the tires last weekend.
Tyres Pirelli leading to Silverstone this weekend, we already know will be hard and soft so we have two main problems to be taken into account by the teams: wear soft as opposed to the speed may experience, and the length of the hard, contrasting with the hypothetical slow take temperature depending on weather conditions.
From Club to Aintree gums will suffer more because as we said at the two curves of high speed (Abbey and Farm Curve), as well as the strong braking for The Loop. G-forces, aerodynamic support in high speed and the ability to cope with the changes of address without any problems will be the keys to this part of the circuit. It is immediate to think that the advantage of Red Bull might be committed here, but as already mentioned at other times, so the car from rolling this Friday we can know nothing at all.
In general a demanding circuit for the commissioning, a circuit that last year wasn't anything good for the F10 and this year brings two big unknowns as they are the performance of the tires and see what happens with the prohibition of the blown diffusers. We have very little to start enjoying that undoubtedly is the Grand Prix with more unknowns of the year. Will we see a shift in perspective this 2011? We will be left as usual?

24 hours of Le Mans. Audi against wind and tide. The analysis of the LMP1 class

 Since the Peugeot came to the 24 hours of Le Mans in 2007, no Edition had been submitted on the table as much equality. In the past, French or Germans had shown its superiority before and during the gala event and managed to more or less logical victories. Or even the tortilla had gone around like last year with the ruling in the Peugeot network.
But this year has been unpublished. Total equality with six cars aiming to victory. So much that it has been the elimination or the small errors that have been identified some options and others. And at that point Audi has been the best, although it must be acknowledged that to some extent, the victory of Fassler-Treluyer-Lotterer was not part of the script.

In the words of Marc Gene, a sprint in 24 hours in which all have given the best of themselves. But before that everything happened two Audi had been left by the road and curiously both in accidents when they tried to turn a Ferrari GTE Pro category. During the last week, the pilots of the GTE category had complained of the way in which the LMP1 were making the dubbing. Both the pitcher goes to the source that just breaking. He said a mythical phrase of auto racing to win you have to get the first, but that one must go. Something that did not meet two of the Audi.
From there, a duel 3 against 1 between Peugeot and Audi, in which the R18 # 2 has been defended as cat belly above, even surpassing any that another maneuver-bad art from the French team. But that the difference between the first and second placed have been just 14 seconds after 24 hours of career says almost everything. Magnificent career which gave us Audi and Peugeot. I had to win one and won Audi with the merits. The same could have said if he had won Peugeot.

Finally an interesting fact. The victory of the triplet Fassler, Lotterer and Treluyer makes for the third consecutive year we have three new winners in the 24 hours of Le Mans. If last year were Mike Rockenfeller, Timo Bernhard and Romain Dumas, a year before, that Yes at the wheel of a Peugeot, Marc Gene, Alexander Wurz and David Brabham placed for the first time their names on the list of winners of the gala test.

Grand Prix of Canada F1 2011: analysis of the Circuit Gilles Villeneuve

 We finally arrived at the Circuit Gilles Villeneuve, which hosts the Grand Prize of Canada of Formula 1 and that this is one of the most exciting I know. At least in theory and very subjectively because this layout I like at all their points from the first curves, the "part of the inside", fork, long prior to the goal lines and the ironic "wall of Champions". The Circuit Gilles Villeneuve is fast, technical, goes contrary to the usual (corrected: out of the box in the opposite direction to the left instead of to the right) and is in a unique setting. I say finally arrived, because at the rate that is F1 not surprise me that they are wrecking it.
Let's analyze a little track with tyres in the hand, with the peculiarities for the use of the DRS, and much more. I can not start this article Recalling that this circuit is dedicated to the great Gilles Villeneuve, one of the most charismatic drivers in the history of the F!, and which had the amazing ability to get into all the possible fregados by coming up with is them to offer fans manoeuvres epics, heroic performances (today would be reckless, but then were heroic)giving show and running with your heart rather than the head. Those pilots who are not already. And this "father" that track.

They seem to be the three main guidelines which should be taken into account if we were asked to develop a single-seater. This circuit alternates a zone of curves (a sequence of "S") between straight very fast, an area of great deceleration is the fork L'Epingle, and LF lines that start the same fork and end up in curve 1 circuit, with the S in the wall of champions in the middle. The high average speeds and in conjunction with the asphalt of the circuit, wear and tear of tyres is enough accused.
On the other hand, rapid areas give cause to the aerodynamic loads are really low as a whole, so that if in Monaco was allowed one more confident than mechanical grip on the difference that it would mark the aerodynamics itself, here will be quite different (I rectifier: aerodynamics is not vital but cars that carry better rapid changes of direction will have better results.) RedBull and McLaren, for example. (Also marked difference blown broadcasters best, I think.). On the other hand, the combination of high speeds with lower load aerodynamics and a braking severe it will be that the brakes are quite, much in comparison with what is happening in Monaco. The key is to maintain the agility in straight lines, stability in braking, a good implementation ready to harness the potential of traction of the car to 100% and not go with the brakes. Easy, huh?

It is not the most spectacular part of the circuit, but yes one that less margin for error left the pilot , and, also, where is more eye-catching have a mishap by ironic close to the finish line. The height would be that the leading pilot had just a mishap there, on the last lap losing the race. Things that happen in the Indy 500 but that fortunately does not tend to be in F1 (pulla without intentions).
What is true is that the part of the circuit that comprises the braking Fort before finish and that matches the input boxes (is spectacular to see as a pilot that looks set to slow down it does not and is going directly to boxes) is a well technical part. Speeds which can be reached at this point are the maxims of the circuit, and the braking must be stable to address decisively the S prior to goal, but without being too optimistic. If "we are", the piano we escupira fully towards the wall of champions. If we are not the sufficiently skilled, the pilot that comes back will be in area of DRS and I am sure that you brought forward by three possible sites: right, left or top before curve 1 speed.
We talked about this in another post in the remote past, but here in Montreal, we will see the first trial of a double use of DRS zone, then having two possibilities to activate it by return. In this case, the previous goal S does not count as curves and bind both straight as a single zone of DRS with dual activation. I love to explain it as well because it seems that the thing is very complicated. But it is not.
On the wear of tires, we'll see how the Pirelli disappear before our very eyes, more secure, because the degradation in Canada has always been a great workhorse. I am afraid that you for Ferrari, for example, will play a very grey, long suffering weekend because unless they have improved dramatically in the management of hard gums... they have oil. The Favorites here are the usual, RedBull, although we play with the advantage that in the past management of the brakes was not sublime, so this may be the Achilles heel of the team in that regard. Note, that if they have solved (and safe), I never said anything.

Analysis post GP of Monaco 2011: strategies, tyres and rhythms

Looking back on the registration form of the pitstops of every team that facilitates Pirelli in your Facebook profile, and in view of the times recorded in each pilot's back to back, is only now that we're going to give an account of how the race was analyzing the numerical changes of tires reality (number of laps) and rhythm by pilot (according to the back to back).
Clearly analyze this to 24 pilots is absurd by long that would be, so let's do so basically for the three pilots of head. The first thing I do notice is that the first three pilots of the race made three different strategies and came to shoot many laps in less than a second. It is not possible unless we are speaking of beings from another world, and is actually thanks to the magic of Pirelli.

I would like to look at one thing, besides the fact that the tables are huge. Look at the first, the tyres fitted to each stint: Jenson Button was played respond so in my opinion, riding superblandos used to attack with a set of soft new at the end of the race. They would be 30 laps with tires with a superior performance, in theory!. The red flag destroyed the English strategy that mounted soft new (would have no more games of superblandos conditions). I still think that Button had the best strategy of all and even during the round which left the red flag was more likely than anyone else win (because expected likely mistakes by fainting of rubber bands).
Also in the back to back we see it. I have highlighted in bold the most relevant career parts for me. During the first stint, the first three equality is notorious, but the most revealing fact of what did Vettel finally is that in the first stint with superblandas used, its tires desfallecian. Later he did incredible thing with that amount of laps on the new soft placed by mistake.
The part marked in bold shows the speed and pace of Jenson Button, superior to its rivals. In addition a little earlier we saw how the early entrance of Button did Vettel to enter on the next lap, and Alonso did likewise to highlight to Vettel. It is amazing to see these tables. In that stretch Button was first followed by Vettel and Alonso. It was working a gap of more than 12 seconds.
After the Safety Car, order returns to Vettel, Button and Alonso (who seemed to have already lost the second position but stood nearby), and when Button decides to bring forward the pitstop to give the final hack to Vettel. The red flag annulled this brilliant strategy, in my opinion, but is in reality neither Vettel and Alonso would enter more! Here are the tables of tyres and the back to back, simply a carreron of the first three, no doubt.

GP of Monaco F1 2011: analysis of the circuit

  Without hardly rest after the exciting and disappointing (in equal parts) Grand Prize of Spain, teams come to the Principality of Monaco ready to give everything in the Grand Prix of Monaco 2011, one of the most famous circuits of the world, and the buzzards and treacherous also. The characteristics of the circuit of Monaco already know more than in previous years, giving priority above all the mechanical of the cars grip are almost exclusively dependent on the remarkable aerodynamic differences.
Eye, from the aerodynamic grip is essential, and in this Grand Prix configurations should be which provide greater load, but the lack of overly fast corners gives more opportunities with… all those who are not RedBull. We must work hard if any team other than RedBull or McLaren to qualify this weekend for something decent.

Run with a single-seater Formula 1 on the streets of the Principality may be more attractive for the spectators than for pilots, especially since this former track leaves much to be desired in terms of safety (guardarrailes a few centimetres from the drawn)(, few loopholes, "broken" and sliding asphalt especially the Thursday...) and in addition can not squeeze the maximum mechanical.
For this reason the differences between cars and drivers can be slightly reduced. The maximum speed is less than the entire calendar, the DRS can be used but shall be prohibited in the tunnel (I speak of free and classification), and closed and complicated Monaco curves factually implementation to point to be as nice as possible to tackle the turns.
To have it all together and of course, the track of Monaco is not traditionally demanding with the rubber or with the brakes, but it is with the boxes of changes and the mechanics (but not reach 50% of the time to fund). The configuration of the single-seater is what allows to negotiate closed curves with the higher the possible suspension, something which in a few words to raise the height of the car and soften the suspensions. The mechanical grip is essential it is maximized.

Tire wear is minimal, Pirelli brings soft compounds for Monaco, prime, and superblando (with red markings). After an agonizing Spain GP for Ferrari with hard wheels of Pirelli, this weekend may be some air to the Scuderia.
The use of blowers leakage should give us facts here in Monaco, in fact given the configuration of the circuit I think (I elucubro, I do pitoniso) who make intensive use of it will have interesting problems. If the blow is not well regulated, burn lot of fuel to ensure that such valuable extra downforce. We'll see.
As said before passing, lto FIA, has banned the use of the DRS in the tunnel from the demands of drivers and teams with the exception (even now that I know) of Renault. Bouillier said that pilots must be mature enough as to whether they can use it with or without security, and adapt their rhythm as they see it. Apart from this discussion that I think it is good to minimize hazards in the tunnel (could be Safety Car which lasted several times, among other things).
Failing to confirm this, the area of DRS will be the obvious, the "straight" goal and as Lewis Hamilton has said the zone will have barely 300 metres, which is almost nothing and the positive effect will begin to notice almost in braking for Santa Devota. So I think that this time the DRS will be unhelpful to advance and perhaps a little cumbersome for the pilots. I think that there will not be many overtaking by the DRS, but always I can make mistakes. The area of measurement would be between Rascasse and Anthony Noghes.

Grand Prix of Spain F1 2011: analysis of the Circuit

  We arrived at the Grand Prix of Spain 2011, the first test 100% European after the Grand Prize of Turkey a couple of weeks ago, and we are facing a weekend uncertain, at least for me, in which the uncomfortable position of the FIA of "now to remove this" and then "good"", maybe not" seems to leave the expectations as we had them just three days ago. This is a circuit that all pilots known as ring finger, a circuit in which it has rodad in the past a lot of time between races and pre-season training, and to which all the drivers and teams arrive with tons of data, and tons of sensations. It is so perhaps that is one of the Grand Prix calendar with more ballots to be boring.
That and the own status of circuit technical with few places to come, but we have already seen that the DRS help and how. At Istanbul Park overtaking were notorious, but have to say all the truth and remember that beautiful struggles we saw in the circuit. The Grand Prix moved most of the season, which comes just before the Grand Prix more doubts as to the show I can generate. See more details of the track.

The technical of the Circuit the can go see through each sector. In the first sector the maximum difficulty is that it comprises the line of meta, one of the longest in the world, and gets full in the Elf curve, which is followed by a linked to the left before arriving at the spectacular Renault curve. The line calls for maximum speed and stability of braking pump test, while later, the section curves but above all the Renault curve requires maximize the passage by curve while maintaining a high speed. It is a curve which is taken to 230 - 240 km/h to reach approximately 290 to the braking of the Repsol km/h. Hence ends the first sector which, as I say, already requires a compromise between maximum speed on the main line and stability in the Renault curve.
The second sector is perhaps which I like best with the fall after negotiating Repsol in direction to SEAT. Such sequence of curves to the right which starts at Repsol, gives way to a straight short and a sudden braking to deal with the SEAT to left-wing, is a major point of the circuit. After SEAT comes the magnificent drop in pursuit of the S curves 7 and 8. That S in particular involves a curve as the 7, in which one pulls to the vertex to escape immediately right, taking the maximum of possible piano at turn 8 and move forward at full speed to the Campsa curve. Correctly entering the curve 7 ensures (almost) the best top speed before brake slightly Campsa (who is blind and very exciting). Guess what cars have more ballots to have maximum grip at turn 7.

The Campsa blind curve is key also for dealing with the contrarrecta of the Circuit, another point of pure speed. If all has gone well in the first part of the sector we reach the braking curve of la Caixa Fort under the best conditions to get fully into the third sector. The more complicated and slow from my point of view. Here the keys are to have maximum traction out of La Caixa, much tact to negotiate Banc Sabadell and much finesse to Europcar. This area is critical as for traction, and what comes after Europcar, the chicane which has existed since 2007, is proof of this. The piano here, on all the of the curve 15, do not allow many jokes and it is better to not interested much in take full the latter to keep all four wheels in to the asphalt and prepare for the last curve of the circuitkey to take it to the maximum extent possible to meet the main straight with the maximum speed.
The good part of the Circuit is that all pilots know him well. Teams have many data and he has shot much both live and in the Simulator. That is at once the bad side, who are all prepared. It should not be forgotten the abrasive asphalt and the presence of the wind, which also complicates the implementation to point. The circuit as a whole is complex, highly technical, they help the good hands of the driver but implementation is nearing critical so that the whole is balanced. We must commit the maximum speed possible in the main straight in order to meet the rest of the circuit in conditions.
Here, who has advantage? In principle the two Red Bull. How does not. The fast corners are not problem for them, and also its strength almost called into question is the ability to blow the diffuser although it is not accelerating, so it seems that this weekend could see great performanceagain, by the blue cars. However, we must be aware of the improvements that will bring McLaren, of what can be improved Ferrari, Mercedes GP and also Renault. At the moment, for me, unknown in a very interesting to drive, circuit but historically something bland to enjoy the race. We'll see on Sunday!

GP of China F1 2011: analysis of the Shanghai circuit

Only three days of rest and we are already fully in the new Grand Prix of China 2011. And to start optimistic, we left Malaga to fall in Malagon, because the tilkodromo of Shanghai offers a series of challenges that are comparable with Sepang in much percentage. Everything but the climatology, considerably more fresh in Malaysia.
Analyze a circuit of Bill Hermann Tilke is fairly standard: large straight lines where aerodynamic load is interesting, powerful braking where it is good to have sufficient support, and also curves slow and fast, what makes the traction and the ability to change direction with agility are key. Total: the optimal setup pose a headache for the teams. And the cars with the best chassis and aerodynamic packages have much to say.
This 2011, all the usual forecasts change slightly due mainly to the Pirelli tyres and the DRS. The track is wide and has good asphalt, but the great demands to the tires on the left side, that will take a major load faster cornering of the layout, marked differences.
Rain or not, tyres and their behavior will be the unknown so let's roll the cars by Shanghai. As previous experience in Sepang, it would not surprise me see averages three to four stops in boxes, speaking of dry weather. Soon we will tell the weather for the weekend.
To sum up briefly: key aerodynamic adjustment that allows to optimize the circuit with its long lines, their curved very fast and their powerful braking and curved "pure drive". The brakes are suffering but have time to rest in the back straight, more than a kilometre in length. The favorite a priori, RedBull and I hope a new surprise to Renault, while McLaren will be one of the rival to beat do not again have a similar downturn in the seat of Hamilton.
Sepang experience tells us that the goal line will be chosen to allow the use of the mobile wing. However I'm still in my thirteen and I believe that the long line of 1 km is the ideal place. What reasons do I contribute?
First, the measurement seems fairer at turn 13, the curve very fast of right-wing which precedes the long straight. In addition, the length of this line added to the speed of entering the same make cars to activate the DRS speed important, taking advantage of the latter's use of the mobile wing in its maximum effectiveness. If not encasquille the mecanismo…
Enable it on the goal line is clear that it is better to tight end, and indeed the goal line is also very long. It is probably the place chosen by the FIA, will know in a short time.

Analysis of the India Force VJM04; Looking to the future

India Force VJM04 is the first vehicle created by the team under its new coach by Andrew Green, who exactly 20 years ago was one of the men behind the original Jordan 191.

Silverstone equipment faces challenges created by the changes in the 2011 FIA technical regulations with load cut aerodynamics and the new mobile rear spoiler. Furthermore Pirelli has become the supplier of tires, and teams have agreed to allow the use of the KERS again. The result is a car, India Force VJM04 very different from its predecessor.

"Everything is different, but much of this visually is subtle," says Green, returned to hook the team in July 2010.

"The most obvious visual change is we have gone from a sheet to a conventional development." This gives us a small improvement compared to a more conventional style. The engine cover is different, in line with the deletion of the system through F. But there are many differences in external people will not necessarily be given account. ”

Ban double diffusers and other changes in the regulation have created a drastic reduction in burden aerodynamics in the rear of the car. Get this additional burden has been one of the major challenges of the winter.

"We have recovered much of the aerodynamic performance, we believe." We still have a little to get, but we are still in the process of realignment at the end of last season, because it takes much time to move this aerodynamic position to another. "The mobile wing is a completely new element, and we are going to be trying to exploit his performance to the maximum".

"We also busy trying to maximize the potential performance of the new Pirelli tyre compounds." So we hired a new tyres, Matsusaki, engineer who will guide us in the development process. The test was carried out recently in Valencia, was a good learning exercise".

Leakage management will also be a large area of development of this year. There will be an update for the first race, so there are some changes that will enter into force on the Bahrain test.

It is significant that the team has done much more than a simple interpretation of the new rules. It has also returned to basics, to a look closer to the basics of the package of the last year, and attempted to address the key areas of concern.

"Towards the end of last season there was a fall in our relative performance," says Green. "In theory, the performance of the car were adding but it was not translated into the track." We decided to have a very thorough discussion of what was going on in the car and what could be causing this. The conclusion is that we extracted not full blown diffuser, so during the winter we have had a reasonable opportunity to understand the philosophy in the aerodynamics of the car to try to avoid such a drop in performance which saw at the end of last year. ”

In addition, the team has focused on improving its performance in high load specifications aerodynamics.

"Looking back to cars of previous years, which always have struggled on the slopes of high load aerodynamics always have been 'slippery'." We have identified a problem and now we have to fix it, and that means that there are potentially other strategic aerodynamic changes added. “

Highlighting this new approach to the aerodynamic development team, there will be greater emphasis in collecting data on the Grands Prix Friday.

"We will use the real track car as a tool of aerodynamics, validation is something that we have not done before".

"We understand how important it is, and we are in the game now also." "On Friday will be to understand the behaviour of the car we have, as well as understanding of the runway at the time and the tyres being implemented".

Change requires more accurate sensors and different procedures for the collection of data, better analysis tools, and persons engaged solely in aerodynamic performance.

Force India already knows the KERS. The 2009 car was designed to use the system from Mercedes, but it was never run with him.

"Mercedes KERS system is very strong, and we are very happy with it." We have done a lot of testing on the Simulator, pilots are therefore well informed with how to use it. We are well developed with what we have to do for the collection and the implementation. It is smaller and lighter than in 2009. “

In short, Green said that the intention is to create a drive, a constant evolution in the aerodynamic work, something which expresses pays good dividends.