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2011 Brazilian Grand Prix Preview

November 23, 2011 Leave a comment

Circuit
Autodromo José Carlos Pace / 4.309 km
Race distance
71 laps / 305.909 km
Schedule
Qualifying and race 14:00 hrs local time (16:00 hrs GMT)
  Date:  25th-27th November
  •                 The 2011 Formula 1 World Championship draws to a close in Brazil as the Autodromo Jose Carlos Pace stages the 19th and final Grand Prix of the season
  •                The 4.309 km track, situated in Interlagos, is quick and one of a few to run anti-clockwise on the calendar. The bumpy surface and the constant ups and downs mean that the cars and the drivers are put through their paces. The potential unstable weather conditions may also add to the excitement surrounding one of the most popular races on the calendar and last event of the 2011 season.
  •                Pirelli has nominated its PZero medium (prime) and soft (options) for this race.
  •                There are two strategies, one which is a higher downforce setting where the middle of the lap is better optimised, and the other one is a lower downforce setting which is better for the long straight up the hill through to turn one and then the second straight down to turn four. That will cause a little bit of work on the wing level, both from a strategic and also the lap time point of view
credit : HRT , Sauber
Categories: 2011 circuits Tags: ,

European GP –Valencia circuit braking analysis

November 20, 2011 Leave a comment

 

 

Valencia street circuit main characteristics :

Length Km :  5.419 m
Number of laps: 

57
Type of brakings:  Hard
Number of brakings: 

11
Time spent under braking per lap: 

18%

 

 

2011 – 2010  braking data comparison chart

  Kurve 3 Kurve 5 Kurve 6 Kurve 7 Kurve 10
Initial speed 2011  Km/h  :

242

297

190

313

313
Initial speed 2010  Km/h  :

235

282

187

305

297
Difference :

7

15

3

8

16
Final speed 2011  Km/h :

117

78

75

79

67
Final speed 2010 Km/h :

126

81

75

82

69
Difference :

-9

-3

0

-3

-2
Stopping distance 2011 m :

69

114

60

121

127
Stopping distance 2010 m :

65

115

63

128

129
Difference : 

4

-1

-3

-7

-2
Braking time 2011  sec :

1,49

2,57

1,73

2,65

2,95
Braking time 2010  sec :

1,36

2,59

1,84

2,75

2,98
Difference : 

0,13

-0,02

-0,11

-0,1

-0,03
Maximum deceleration 2011 g :

3,88

4,91

2,81

5,23

5,23
Maximum deceleration 2010 g :

3,3

4,12

2,51

4,58

4,42
Difference : 

0,58

0,79

0,3

0,65

0,81
Maximum pedal load 2011 Kg :

102

129

73

138

137
Maximum pedal load 2010 Kg :

94

118

71

131

127
Difference : 

8

11

2

7

10
Difference : 

0

0

0

0

0
Braking Power KW 2011 :

1292

2022

715

2265

2263
Braking Power KW 2010 :

1034

1587

609

1899

1791
Difference : 

258

435

106

366

472

 

data source : Brembo

 

 

 

 

Categories: 2011 circuits Tags: , ,

Preview – Abu Dhabi Grand Prix

November 6, 2011 Leave a comment

  11th-13th November
Circuit
Race distance
55 laps / 305.355 km
Schedule
Qualifying 17:00 hrs, Race 17:00 hrs local time (13:00 hrs GMT)

 James Key, Technical Director (Sauber) :

“Abu Dhabi was a memorable race last year when the championship was won there. One factor in that race was overtaking was difficult. That’s something we have to bear in mind this year, although DRS should support overtaking. But certainly it will be an interesting race where the strategy could play a role. We go there with the soft and medium tyres, which is the same combination we had in Suzuka. The track itself has got three very distinct sectors. The first one is a short sector with medium to high speed corners. The second is dominated by a couple of chicanes and two long straights, so there low drag and efficiency are important. The third sector requires high downforce for the slow to medium speed corners. Therefore getting the downforce level right and balance it for this track is an important part of Friday’s work. The car will be the same specification we had in India. We have, however, several new approaches to some of the mechanical set-up, coming off the back of a difficult qualifying in India, where we just couldn’t get the tyres to work. We think Abu Dhabi will be better for this, but nevertheless we looked into this in detail and we will go with some fresh ideas to make sure we’ve got everything covered if tyres are the problem. In the race in India we got back to where we should be competition wise, and we clearly also need to be at that level in qualifying in Abu Dhabi.”
Colin Kolles, Team Principal (HRT) : “We had quite an encouraging weekend in India, showing a much better pace than our direct rivals, and we are looking forward to Abu Dhabi to round it off. However, we have to keep our feet on the ground, focus on ourselves and do our job properly. If we do, I am sure we can hope for a good result at the Yas Marina Circuit. The event was fantastic last year, a really impressive facility with great atmosphere. For the first time, Daniel will drive at a racetrack that he has already been before with a Formula 1 as he was one of the young drivers participating in the post-race test. He actually had an impressive performance and, although this time will be a different situation, I am confident that this can allow him to kick the weekend off from a better position. Tonio will be back in the car this weekend and he is highly motivated. I am sure that we will see an interesting Grand Prix. The team’s performance has improved th roughout the season and the last races have been particularly positive for us. We certainly are in a much better position than we were eight months ago and I hope that we will continue this way until the end”.
Categories: 2011 circuits Tags:

Silverstone circuit braking analysis

October 28, 2011 Leave a comment

In red the old track line

 

Silverstone circuit main characteristics :

Length Km :

5.901 m
Number of laps:

52
Type of brakings:

light
Number of brakings:

9
Time spent under braking per lap :

8%

 

2011 – 2010  braking data comparison chart

  Kurve 2 Kurve 3 Kurve 6
Initial speed 2011  Km/h  :

245

276

295
Initial speed 2010  Km/h  :

245

310

291
Difference :

0

-34

4
Final speed 2011  Km/h :

220

110

123
Final speed 2010 Km/h :

210

237

143
Difference :

10

-127

-20
Stopping distance 2011 m :

14

87

87
Stopping distance 2010 m :

23

42

85
Difference : 

-9

45

2
Braking time 2011  sec :

0,22

1,77

1,63
Braking time 2010  sec :

0,36

0,56

1,49
Difference : 

-0,14

1,21

0,14
Maximum deceleration 2011 g :

3,97

4,65

5,11
Maximum deceleration 2010 g :

3,47

4,58

4,23
Difference : 

0,5

0,07

0,88
Maximum pedal load 2011 Kg :

102

121

132
Maximum pedal load 2010 Kg :

99

130

122
Difference : 

3

-9

10
Braking Power KW 2011 :

1305

1744

2042
Braking Power KW 2010 :

1160

1942

1692
Difference : 

145

-198

350

 

  Kurve 7 Kurve 8 Kurve 9
Initial speed 2011  Km/h  :

160

300

186
Initial speed 2010  Km/h  :

158

304

172
Difference :

2

-4

14
Final speed 2011  Km/h :

111

182

133
Final speed 2010 Km/h :

108

116

132
Difference :

3

66

1
Stopping distance 2011 m :

27

63

31
Stopping distance 2010 m :

29

108

27
Difference : 

-2

-45

4
Braking time 2011  sec :

0,72

0,96

0,71
Braking time 2010  sec :

0,81

2,01

0,64
Difference : 

-0,09

-1,05

0,07
Maximum deceleration 2011 g :

2,38

5,25

2,77
Maximum deceleration 2010 g :

2,12

4,47

2,32
Difference : 

0,26

0,78

0,45
Maximum pedal load 2011 Kg :

58

134

69
Maximum pedal load 2010 Kg :

58

129

62
Difference : 

0

5

7
Braking Power KW 2011 :

485

2134

672


 

 

Pirelli tyres , KERS , DRS and ban of  multiple deck diffusers are the main reasons for the significant differences observed in the chart above .

data source : Brembo

 

Categories: 2011 circuits

Preview – Indian Grand Prix

October 21, 2011 1 comment

17th of 19 Rounds of the FIA Formula One World Championship, 28-30 October 2011

 

 

The Buddh International Circuit in Greater Noida is located about 50 kilometres south east of New Delhi in the northern state of Uttar Pradesh

Circuit
Buddh International Circuit / 5.125 km
Race distance
60 laps / 307.249 km
Schedule
Qualifying 14:00 hrs, Race 15:00 hrs local time (08:30/09:30 hrs GMT)

Track length : 5,137 km

Corners : 16

downforce level : fairly high

Pirelli tyres :  Hard/soft

Estimated average speed :  235 km/h

Estimated top spedd : 320 km/h

Expected lap time :  1 min , 27 sec

Seating capacity : around 150.000

 

 

 

The track is a combination of slow corners and high-speed straights which flow into each other. The altitude difference is extreme, rather like in Spa or Turkey, which will give the driving an additional element. Incidentally, teams are  expecting the track to have the second highest average speed of the season after Monza.

credit : Sauber F1 & Red Bull Racing  

 

 

 

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Categories: 2011 circuits Tags: , ,

Preview – Korean Grand Prix

October 10, 2011 Leave a comment

 

Track location : Yeongam,South Jeolla , 400 kilometres south of Seoul and near the port city of Mokpo

  • Circuit Length   5,621  kms ( 3.492 mi)
  • Circuit Turns  23
  • Circuit Direction anti-clockwise

 

Lap record :   1.50.257 , Fernando Alonso – Ferrari 2010

 

 

 

Technical view with James Key, Technical Director of Sauber :
“We have got some quite good memories of Korea from last year. It’s obviously a neat track. It took a bit of work with the very low grip levels on the very fresh tarmac, but, once the track rubbered in, it turned out to be a good circuit which the drivers liked. It seemed to be quite technical with two long straights, but then you’ve got the relatively winding sector towards the end of the lap, and then some high speed corners before the last straight. So it’s a really good mix of corner speeds that will probably require quite a different set-up compared to what we were using in Suzuka. Last year it was extremely wet, therefore we haven’t experienced a full race distance in the dry, so we don’t fully know what to expect from the tyres, which will be the super soft and the soft compounds. We don’t know how green the track will be in the beginning, so we’ll have to see the track evolution during the weekend and try to allow for that. Concerning the car, we will continue to develop the package we introduced in Suzuka. We’ll have some small additional follow up development items for introduction in Korea. I hope we can carry on the momentum we found in Suzuka.”

 credit : Sauber F1 Team 

Categories: 2011 circuits

Japanese Grand Prix Preview

September 30, 2011 1 comment

  After passing through Singapore, the Formula 1 World Championship stays in Asia for the Japanese Grand Prix. The 15th race of the season is also the second in a five race stint in the Asian continent. Suzuka is a unique race track as it crosses over itself in the shape of an eight meaning that it is the only circuit in the championship to run both clockwise and anti-clockwise during a lap. It is a quick and technical track where downforce and tyre conservation are important elements.One of the standout features at Suzuka is the 130R, a 130 metre radius turn taken at speeds of over 300 km/h.
Pirelli have chosen the P Zero White medium and the P Zero Yellow soft tyres for the Japanese Grand Prix.

 

 

credit : HRT

Categories: 2011 circuits

Montreal (Canada) circuit braking analysis

August 26, 2011 Leave a comment

 

Montreal ( Gilles Villeneuve )  circuit main characteristics :

Length Km : 

4.631

Number of laps: 

78

Type of brakings: 

hard

Downforce level:

low

Brake Wear:

high

Number of brakings: 

78

Time spent under braking per lap: 

17%

 

 

 

2011 – 2010  braking data comparison chart

 

 

Kurve 1

Kurve 2

Kurve 3

Kurve 4

Initial speed 2011  Km/h  :

310

136

259

275

Initial speed 2010  Km/h  :

296

133

247

268

Difference :

14

3

12

7

Final speed 2011  Km/h :

143

77

128

103

Final speed 2010 Km/h :

147

79

135

107

Difference :

-4

-2

-7

-4

Stopping distance 2011 m :

88

30

75

90

Stopping distance 2010 m :

90

31

74

97

Difference : 

-2

-1

1

-7

Braking time 2011  sec :

1,5

1,05

1,51

1,89

Braking time 2010  sec :

1,55

1,08

1,46

2

Difference : 

-0,05

-0,03

0,05

-0,11

Maximum deceleration 2011 g :

5,37

2,05

4,31

4,64

Maximum deceleration 2010 g :

4,27

1,72

3,36

3,73

Difference : 

1,1

0,33

0,95

0,91

Maximum pedal load 2011 Kg :

142

51

114

122

Maximum pedal load 2010 Kg :

124

47

98

108

Difference : 

18

4

16

14

Braking Power KW 2011 :

2319

369

1555

1772

Braking Power KW 2010 :

1761

303

1147

1376

Difference : 

558

66

408

396

 

 

Kurve 5

Kurve 6

Kurve 7

Initial speed 2011  Km/h  :

304

299,8

320,3

Initial speed 2010  Km/h  :

269

290

321

Difference :

35

9,8

-0,7

Final speed 2011  Km/h :

118

55,04

134,7

Final speed 2010 Km/h :

123

62

140

Difference :

-5

-6,96

-5,3

Stopping distance 2011 m :

93

123,7

95,76

Stopping distance 2010 m :

103

132

106

Difference : 

-10

-8,3

-10,24

Braking time 2011  sec :

1,75

3,182

1,621

Braking time 2010  sec :

1,91

3,16

1,78

Difference : 

-0,16

0,022

-0,159

Maximum deceleration 2011 g :

5,25

5,145

5,652

Maximum deceleration 2010 g :

4,27

4,16

4,78

Difference : 

0,98

0,985

0,872

Maximum pedal load 2011 Kg :

139

135,8

149,5

Maximum pedal load 2010 Kg :

126

123

140

Difference : 

13

12,8

9,5

Braking Power KW 2011 :

2229

2155

2522

Braking Power KW 2010 :

1765

1688

2137

Difference : 

464

467

385

 

 

     Top speed is significantly  increased in 2011 due to KERS and DRS resulting in greater braking power as well . Canada is very tough on brakes and 2011 race was even more crucial bringing brake components to the limit . Traditionally teams enlarge their brake ducts in Montreal to ensure cooling and reliability .

 

 

 

data source : Brembo

 

Categories: 2011 circuits Tags: , ,

Monaco circuit braking analysis

August 22, 2011 1 comment

 

Monaco street circuit main characteristics :

Length Km :  3340 m

 

Number of laps:  78

 

Type of brakings:  hard

 

Tyre wear: Medium

 

Downforce level: Very high

 

Number of brakings:  13

 

Time spent under braking per lap:  21 %

 

 

    Monaco is a unique circuit hold on public streets with the track  lined by barriers .It combines turns of different nature like very low speed and tight turns , medium speed S turns and hairpins . Cars are set on greater camber and highest possible downforce .Once again Pirelli tyres are responsible for the differences shown in the braking analysis chart below , reflected upon the much lower mechanical grip provided .

 

 

2011 – 2010  braking data comparison chart

 

Kurve 1

Kurve 2

Kurve 3

Kurve 4

Initial speed 2011  Km/h  :

279

279

175

218

Initial speed 2010  Km/h :

271

273

180

214

Difference :

8

6

-5

4

Final speed 2011  Km/h :

113

180

134

76

Final speed 2010 Km/h :

115

175

137

80

Difference :

-2

5

-3

-4

Stopping distance 2011 m :

89

56

24

77

Stopping distance 2010 m :

100

64

31

84

Difference : 

-11

-8

-7

-7

Braking time 2011  sec :

1,78

0,9

0,56

2,05

Braking time 2010 sec  :

1,99

1,05

0,7

2,19

Difference : 

-0,21

-0,15

-0,14

-0,14

Maximum deceleration 2011 g :

4,5

4,5

2,48

3,21

Maximum deceleration 2010 g  :

3,54

3,59

2,14

2,64

Difference : 

0,96

0,91

0,34

0,57

Maximum pedal load 2011 Kg :

113

113

61

82

Maximum pedal load 2010 Kg :

96

99

57

71

Difference : 

17

14

4

11

Braking Power KW 2011 :

1678

1682

548

935

Braking Power KW 2010 :

1257

1283

480

709

Difference : 

421

399

68

226

 

 

Kurve 5

Kurve 6

Kurve 7

Kurve 8

Initial speed 2011  Km/h  :

144

107

126

280

Initial speed 2010  Km/h :

144

109

128

281

Difference :

0

-2

-2

-1

Final speed 2011  Km/h :

54

88

97

73

Final speed 2010 Km/h :

60

91

100

77

Difference :

-6

-3

-3

-4

Stopping distance 2011 m :

45

10

16

110

Stopping distance 2010 m :

47

10

18

126

Difference : 

-2

0

-2

-16

Braking time 2011  sec :

1,73

0,38

0,52

2,54

Braking time 2010 sec  :

1,72

0,38

0,56

2,85

Difference : 

0,01

0

-0,04

-0,31

Maximum deceleration 2011 g :

2,07

1,67

1,86

4,53

Maximum deceleration 2010 g  :

1,8

1,5

1,67

3,73

Difference : 

0,27

0,17

0,19

0,8

Maximum pedal load 2011 Kg :

49

38

43

115

Maximum pedal load 2010 Kg :

47

37

41

102

Difference : 

2

1

2

13

Braking Power KW 2011 :

3555

219

281

1701

Braking Power KW 2010 :

304

188

240

1372

Difference : 

3251

31

41

329

 

 

Kurve 9

Kurve 10

Kurve 11

Kurve 12

Kurve 13

Initial speed 2011  Km/h  :

80

229

234

193

116

Initial speed 2010  Km/h :

81

227

220

186

122

Difference :

-1

2

14

7

-6

Final speed 2011  Km/h :

64

180

112

64

95

Final speed 2010 Km/h :

69

177

115

70

100

Difference :

-5

3

-3

-6

-5

Stopping distance 2011 m :

7

28

71

69

12

Stopping distance 2010 m :

6

34

72

71

14

Difference : 

1

-6

-1

-2

-2

Braking time 2011  sec :

0,34

0,5

1,56

2,08

0,41

Braking time 2010 sec  :

0,31

0,61

1,59

2,09

0,45

Difference : 

0,03

-0,11

-0,03

-0,01

-0,04

Maximum deceleration 2011 g :

1,47

3,43

3,46

2,77

1,76

Maximum deceleration 2010 g  :

1,33

2,82

2,67

2,23

1,62

Difference : 

0,14

0,61

0,79

0,54

0,14

Maximum pedal load 2011 Kg :

33

87

87

67

41

Maximum pedal load 2010 Kg :

32

78

73

58

40

Difference : 

1

9

14

9

1

Braking Power KW 2011 :

126

1048

1090

697

250

Braking Power KW 2010 :

106

826

770

503

222

Difference : 

20

222

320

194

28

 

 data source : Brembo

Categories: 2011 circuits Tags:

2011 Belgian Grand Prix Preview

August 20, 2011 Leave a comment

12th of 19 Rounds of the FIA Formula One World Championship, 26-28 August 2011

Circuit
Spa-Francorchamps / 7.004 km
Race distance
44 laps / 308.052 km
Schedule
Qualifying and Race at 14:00 hrs local time (12:00 hrs GMT)

To  date Spa will be the lowest downforce level the teams have run, with a lap of slightly over seven kilometres it is the longest track of the season . A lot will depend on the weather conditions, because they are very unpredictable. As always in Spa, teams have to monitor the weather closely over the weekend. The circuit itself is very popular with the drivers, and a great place to engineer a car. The track is primarily high speed with long straights and well known corners.  The Pirelli tyres are the soft and the medium compounds. Teams are aware from Silverstone that the soft tyre works well with the high speed corners, but teams have some work to do with the medium compound

 

info credit : Sauber F1

 

Categories: 2011 circuits, Formula 1 2011 Tags:

Catalunya circuit braking analysis

August 17, 2011 Leave a comment

 

Catalunya circuit main characteristics :

Brake Wear: high
Downforce Level: High
Time spent under braking per lap : 13 %

 
2011 – 2010  braking data comparison chart

Kurve 1 Kurve 2 Kurve 3 Kurve 4
Initial speed 2011  Km/h  :

315

289

254

264
Initial speed 2010  Km/h :

309

289

250

256
Difference :

6

0

4

8
Final speed 2011  Km/h :

143

150

107

158
Final speed 2010 Km/h :

165

177

121

168
Difference :

-22

-27

-14

-10
Stopping distance 2011 m :

94

74

79

54
Stopping distance 2010 m :

85

65

77

53
Difference : 

9

9

2

1
Braking time 2011  sec :

1,59

1,31

1,73

0,96
Braking time 2010 sec  :

1,37

1,04

1,58

0,92
Difference : 

0,22

0,27

0,15

0,04
Maximum deceleration 2011 g :

5,56

5

4,22

4,46
Maximum deceleration 2010 g  :

4,79

4,32

3,52

3,64
Difference : 

0,77

0,68

0,7

0,82
Maximum pedal load 2011 Kg :

143

129

108

115
Maximum pedal load 2010 Kg :

137

124

99

103
Difference : 

6

5

9

12
Braking Power KW 2011 :

2370

1971

1457

1594
Braking Power KW 2010 :

2017

1702

1187

1257
Difference : 

353

269

270

337

 

Kurve 5 Kurve 6 Kurve 7 Kurve 8
Initial speed 2011  Km/h  :

292

205

219

173
Initial speed 2010  Km/h :

291

200

218

177
Difference :

1

5

1

-4
Final speed 2011  Km/h :

78

147

136

81
Final speed 2010 Km/h :

85

152

158

95
Difference :

-7

-5

-22

-14
Stopping distance 2011 m :

115

36

45

52
Stopping distance 2010 m :

123

32

37

49
Difference : 

-8

4

8

3
Braking time 2011  sec :

2,73

0,75

0,95

1,58
Braking time 2010 sec  :

2,73

0,67

0,73

1,33
Difference : 

0

0,08

0,22

0,25
Maximum deceleration 2011 g :

5,06

3,09

3,44

2,61
Maximum deceleration 2010 g  :

4,39

2,59

2,94

2,32
Difference : 

0,67

0,5

0,5

0,29
Maximum pedal load 2011 Kg :

131

78

89

65
Maximum pedal load 2010 Kg :

126

72

83

62
Difference : 

5

6

6

3
Braking Power KW 2011 :

2008

842

1016

574
Braking Power KW 2010 :

1739

679

849

529
Difference : 

269

163

167

45

 

     The Circuit de Catalunya is a well known track to teams and drivers as it is one of the major winter destinations for testing . The braking stability especially in the slow speed corners is vital for a good lap and  most teams prefer to race 25mm brake discs and25 mmbrake pads .

 

Data : Brembo

 

 

 

 

 

 

Categories: 2011 circuits Tags: , , ,

Instabul circuit braking analysis

August 17, 2011 Leave a comment

Turkey  main characteristics :

Circuit Length: 5.338 km
Race Distance: 309.396 km
Number of Laps: 58
Brake Wear: Medium

Tyre Usage: Medium/Hard
Downforce Level: Medium
Time spent under braking per lap : 13 %

The circuit features significant elevation changes putting engines under great stress and the long Turn Eight having four apex points !

2011 – 2010  braking data comparison chart

Kurve 1 Kurve 2 Kurve 3 Kurve 4
Initial speed 2011  Km/h  :

304

299

193

161
Initial speed 2010  Km/h :

292

288,5

189,9

158,4
Difference :

12

10,5

3,1

2,6
Final speed 2011  Km/h :

151

184

112

136
Final speed 2010 Km/h :

167

208,2

115,7

145
Difference :

-16

-24,2

-3,7

-9
Stopping distance 2011 m :

85

63

51

16
Stopping distance 2010 m :

67

43,17

42,21

8,667
Difference : 

18

19,83

8,79

7,333
Braking time 2011  sec :

1,44

0,97

1,26

0,38
Braking time 2010 sec  :

1,09

0,638

1,019

0,207
Difference : 

0,35

0,332

0,241

0,173
Maximum deceleration 2011 g :

4,8

4,71

2,61

2,16
Maximum deceleration 2010 g  :

4,65

4,577

2,695

2,28
Difference : 

0,15

0,133

-0,085

-0,12
Maximum pedal load 2011 Kg :

124

122

63

50
Maximum pedal load 2010 Kg :

137

134,1

73,98

61,55
Difference : 

-13

-12,1

-10,98

-11,55
Braking Power KW 2011 :

1980

1912

652

433
Braking Power KW 2010 :

1889

1837

667,2

465,9
Difference : 

91

75

-15,2

-32,9

 

Kurve 5 Kurve 6 Kurve 7 Kurve 8 Kurve 9
Initial speed 2011  Km/h  :

290

313

318

123

136
Initial speed 2010  Km/h :

282,4

304,7

312,8

124,2

136,7
Difference :

7,6

8,3

5,2

-1,2

-0,7
Final speed 2011  Km/h :

132

145

93

96

98
Final speed 2010 Km/h :

147,3

150,9

96,76

100,3

100,5
Difference :

-15,3

-5,9

-3,76

-4,3

-2,5
Stopping distance 2011 m :

90

96

132

16

22
Stopping distance 2010 m :

73,5

82,26

117,9

13,33

20,16
Difference : 

16,5

13,74

14,1

2,67

1,84
Braking time 2011  sec :

1,65

1,6

2,67

0,55

0,7
Braking time 2010 sec  :

1,293

1,376

2,385

0,431

0,619
Difference : 

0,357

0,224

0,285

0,119

0,081
Maximum deceleration 2011 g :

4,56

4,98

5,09

1,74

1,87
Maximum deceleration 2010 g  :

4,452

145

5,1

1,839

1,979
Difference : 

0,108

-140,02

-0,01

-0,099

-0,109
Maximum pedal load 2011 Kg :

118

129

132

39

43
Maximum pedal load 2010 Kg :

130,8

145

150,1

48,11

52,31
Difference : 

-12,8

-16

-18,1

-9,11

-9,31
Braking Power KW 2011 :

1807

2113

2197

253

298
Braking Power KW 2010 :

1752

2080

2213

276,6

328,3
Difference : 

55

33

-16

-23,6

-30,3

 

           Analogous observations to China and Malaysia are noticed in Turkey like the greater 2011 top speed at long straights due to KERS and DRS and lower speed in slow corners because of lower grip provided by Pirelli tyres compared to Bridgestone used last season . Pirelli tyres lower grip is supported also on other strong facts seen on regular base, like the greater stopping distance, the increase in braking time with a significant decrease in maximum deceleration .

 

Data : Brembo

Categories: 2011 circuits

2011 Hungarian Grand Prix Preview – Hungaroring

July 25, 2011 Leave a comment

The Hungaroring is a long established circuit which the teams know well. It’s a fairly low speed track with lots of medium and low speed corners, but all of them are quite flowing rather than stop start. It’s one of the high downforce circuits during the year. Not as high as Monaco, but certainly higher than the majority of circuits . It will be an interesting event because teams will have the soft and super soft tyre compounds, which they haven’t run since Canada. These are tyres which  will work very well there. It is usually fairly hot there, so the ambient and track temperatures play a role in the way the tyres work and how you have to operate your car. It’s also a track which has never been particularly easy for overtaking, so qualifying and race strategy will probably play quite an important part. If the temperatures are high, and tyre degradation is also high we could well see a number of different strategies being played out.

Circuit Hungaroring / 4.381 km
Race distance 70 laps / 306.630 km

Tyre wear: Medium/high
Brake wear: High
Downforce level: Very high
Schedule Qualifying and Race at 14:00 hrs local time (12:00 hrs GMT)

credit : Sauber F1 Team

 

 

Categories: 2011 circuits Tags:

2011 German Grand Prix Preview – Nürburgring

July 21, 2011 Leave a comment

The Nürburgring is a technical track which is characterised by medium speed levels and a good mix of slow and fast corners. The main challenge will be the weather in the Eifel Mountains which is quite unpredictable just like at Silverstone . Mechanical set-up is very important here, because of the understeering-nature of this race track and the nature of the corners.

 

Number of laps: 60

Circuit length: 5.148 km

Race distance : 308.863 km

Corners: 9 right/ 6 left

Downforce level: Medium

Tyre usage: Medium

Brake wear: High

Lap record: 1:29.863

Driver: M. Schumacher

 

 

 

credit : Hispania Racing Team and Lotus Renault GP

Categories: 2011 circuits Tags:

Sinopec circuit braking analysis

June 19, 2011 2 comments

 

 

Sinopec circuit main characteristics :

Length :5.451 m

Number of laps : 56

Tyrewear: medium

Number of braking zones : 9
Brake wear: medium
Time spent under brake : 13 %

Downforce level: medium/high

 

 

2011 – 2010  braking data comparison chart

Kurve 1 Kurve 3 Kurve 4 Kurve 5
Initial speed 2011  Km/h  :

310

140

291

268
Initial speed 2010  Km/h :

302

139

283

272
Difference :

8

1

8

-4
Final speed 2011  Km/h :

215

93

79

208
Final speed 2010 Km/h :

205

96

83

212
Difference :

10

-3

-4

-4
Stopping distance 2011 m :

54

32

109

30
Stopping distance 2010 m :

60

31

117

36
Difference : 

-6

1

-8

-6
Braking time 2011  sec :

0,75

1,04

2,53

0,46
Braking time 2010 sec  :

0,87

0,98

2,62

0,54
Difference : 

-0,12

0,06

-0,09

-0,08
Maximum deceleration 2011 g :

5,78

2,17

5,18

4,58
Maximum deceleration 2010 g  :

4,66

1,89

4,21

3,99
Difference : 

1,12

0,28

0,97

0,59
Maximum pedal load 2011 Kg :

149

51

136

118
Maximum pedal load 2010 Kg :

132

47

123

114
Difference : 

17

4

13

4
Braking Power KW 2011 :

2490

372

2089

1684
Braking Power KW 2010 :

1938

308

1643

1479
Difference : 

552

64

446

205

 

Kurve 6 Kurve 7 Kurve 8 Kurve 9
Initial speed 2011  Km/h  :

199

287

320

255
Initial speed 2010  Km/h :

199

278

313

249
Difference :

0

9

7

6
Final speed 2011  Km/h :

130

88

68

157
Final speed 2010 Km/h :

138

93

73

177
Difference :

-8

-5

-5

-20
Stopping distance 2011 m :

38

102

130

50
Stopping distance 2010 m :

38

109

140

43
Difference : 

0

-7

-10

7
Braking time 2011  sec :

0,84

2,28

2,98

0,9
Braking time 2010 sec  :

0,83

2,37

3,07

0,75
Difference : 

0,01

-0,09

-0,09

0,15
Maximum deceleration 2011 g :

3,09

5,05

5,97

4,3
Maximum deceleration 2010 g  :

2,66

4,12

4,92

3,52
Difference : 

0,43

0,93

1,05

0,78
Maximum pedal load 2011 Kg :

79

133

157

112
Maximum pedal load 2010 Kg :

72

120

143

101
Difference : 

7

13

14

11
Braking Power KW 2011 :

822

2006

2649

1510
Braking Power KW 2010 :

689

1580

2121

1193
Difference : 

133

426

528

317

 

 

 

   Sinopec circuit features long straights followed with violent sharp brakings, fast turns that require perfect car balance and many slow and medium speed corners . The most violent braking point is at kurve 8 where cars brake from320 km/hand seventh gear to only 68  and first gear loosing 2649 KW of kinetic energy . Lower 2011 entry speed in tight kurves 3 , 4 , 5 , 6 , 7 , 8 , 9  indicates the worse grip level provided by Pirelli tyres compared to Bridgestone . On the contrary higher 2011 entry speed in medium kurve 1 reveals the higher amount of aerodynamic downforce generated by 2011 cars body permitting a faster travel through the corner .

Data : Brembo

Categories: 2011 circuits Tags: ,

Sepang circuit braking analysis

June 18, 2011 Leave a comment

Sepang circuit main characteristics :

Circuit Length: 5.543 km
Race Distance: 310.408 km
Number of Laps: 56

Brake Wear: Medium

Downforce Level: Medium/High
Tyre Usage: Medium

TyreCompounds: soft (option) / hard (prime)

Time spent under braking :  13 %

Number of braking zones :  9

 

 

2011 – 2010  braking data comparison chart

  Kurve 1 Kurve 2 Kurve 3 Kurve 4
Initial speed 2011  Km/h  :

307

128

295

272
Initial speed 2010  Km/h :

303

127

289

273
Difference :

4

1

6

-1
Final speed 2011  Km/h :

104

81

114

208
Final speed 2010 Km/h :

110

89

121

204
Difference :

-6

-8

-7

4
Stopping distance 2011 m :

109

27

92

33
Stopping distance 2010 m :

123

24

107

45
Difference : 

-14

3

-15

-12
Braking time 2011  sec :

2,15

0,98

1,78

0,51
Braking time 2010 sec  :

2,35

0,8

2,01

0,69
Difference : 

-0,2

0,18

-0,23

-0,18
Maximum deceleration 2011 g :

5,38

1,95

5,1

4,55
Maximum deceleration 2010 g  :

4,14

1,67

3,87

3,57
Difference : 

1,24

0,28

1,23

0,98
Maximum pedal load 2011 Kg :

139

46

133

118
Maximum pedal load 2010 Kg :

117

42

109

101
Difference : 

22

4

24

17
Braking power 2011 KW  :

2236

301

2045

1685
Braking power 2010 KW  :

1660

241

1497

1297
Difference : 

576

60

548

388

 

 

 

  Kurve 5 Kurve 6 Kurve 8 Kurve 9
Initial speed 2011  Km/h  :

284

239

207

307
Initial speed 2010  Km/h :

280

233

248

301
Difference :

4

6

-41

6
Final speed 2011  Km/h :

79

160

128

97
Final speed 2010 Km/h :

86

162

136

102
Difference :

-7

-2

-8

-5
Stopping distance 2011 m :

104

43

61

113
Stopping distance 2010 m :

122

47

84

125
Difference : 

-18

-4

-23

-12
Braking time 2011  sec :

2,37

1,8

1,37

2,28
Braking time 2010 sec  :

2,65

0,88

1,64

2,49
Difference : 

-0,28

0,92

-0,27

-0,21
Maximum deceleration 2011 g :

4,82

3,81

3,06

5,38
Maximum deceleration 2010 g  :

3,7

2,9

3,09

4,09
Difference : 

1,12

0,91

-0,03

1,29
Maximum pedal load 2011 Kg :

125

96

77

139
Maximum pedal load 2010 Kg :

105

79

85

115
Difference : 

20

17

-8

24
Braking power 2011 KW  :

1860

1229

849

2236
Braking power 2010 KW  :

1377

967

1014

1632
Difference : 

483

262

-165

604

 

 

 

Once again it is clear from the chart above that 2011 cars suffer much greater deceleration energy  due to KERS and DRS . However in low speed corner 2 , which follows a short stretch , the stopping distance is significantly increased, but the opposite outcome should be expected as both Maximum deceleration and braking time are  by great percentage increased ( despite the greater top speed at the end of the stretch ) ! . This observation is unique and to the opposite trend compared to car behavior on the rest corners. A logical explanation is hidden on tyre compound differences between this season Pirelli and last season Bridgetone tyres, showing that Pirelli ones offer less mechanical grip leading to longer stopping distances. Another fact indicating less mechanical grip provided by Pirelli tyres is the lower speed entering a corner after a stretch ( final speed in the chart above ) .

data source : Brembo

Categories: 2011 circuits Tags: ,

Melbourne circuit braking analysis

June 11, 2011 1 comment

Melbourne street circuit main characteristics :

Length Km : 5.303 m
Number of laps:

58
Type of brakings: hard
Number of brakings:

8
Downforce Level: High
Tyre Compounds: Soft/hard
Time spent under braking per lap:

11

Melbourne track is full of demanding braking zones where disc brakes suffer hard pressures and high ware, the surface is quite bumpy particularly in the braking zones  and very slippery at the start of the race weekend as it is used as public roads , the surface of which is full of small debris . Nevertheless grip  gradually increases during weekend  as the track is rubberized.

2011 – 2010  braking data comparison chart

Kurve 1 Kurve 2 Kurve 3 Kurve 4 Kurve 5
Initial speed 2011  Km/h  :

307

286

280

281

286
Initial speed 2010  Km/h  :

306

295

284

113

298
Difference :

1

-9

-4

168

-12
Final speed 2011  Km/h :

165

95

143

84

250
Final speed 2010 Km/h :

165

101

146

117

233
Difference :

0

-6

-3

-33

17
Stopping distance 2011 m :

74

95

69

84

19
Stopping distance 2010 m :

88

116

84

102

39
Difference : 

-14

-21

-15

-18

-20
Braking time 2011  sec :

1,16

1,99

1,24

1,67

0,26
Braking time 2010  sec :

1,39

2,32

1,48

1,96

0,53
Difference : 

-0,23

-0,33

-0,24

-0,29

-0,27
Maximum deceleration 2011 g :

5,3

4,83

4,71

4,72

4,84
Maximum deceleration 2010 g :

4,46

4,24

4

4,07

4,3
Difference : 

0,84

0,59

0,71

0,65

0,54
Maximum pedal load 2011 Kg :

136

125

121

123

123
Maximum pedal load 2010 Kg :

127

120

113

117

123
Difference : 

9

5

8

6

0
Braking Power KW 2011 :

2215

1885

1806

1813

1891
Braking Power KW 2010 :

1855

1796

1544

1591

1743
Difference : 

360

89

262

222

148
Kurve 6 Kurve 7 Kurve 8
Initial speed 2011  Km/h  :

290

238

246
Initial speed 2010  Km/h  :

299

236

240
Difference :

-9

2

6
Final speed 2011  Km/h :

148

214

88
Final speed 2010 Km/h :

151

207

93
Difference :

-3

7

-5
Stopping distance 2011 m :

70

14

80
Stopping distance 2010 m :

89

20

89
Difference : 

-19

-6

-9
Braking time 2011  sec :

1,22

0,22

1,88
Braking time 2010  sec :

1,5

0,32

2,05
Difference : 

-0,28

-0,1

-0,17
Maximum deceleration 2011 g :

4,91

3,92

1,88
Maximum deceleration 2010 g :

4,32

3,13

3,2
Difference : 

0,59

0,79

-1,32
Maximum pedal load 2011 Kg :

127

99

105
Maximum pedal load 2010 Kg :

124

87

90
Difference : 

3

12

15
Braking Power KW 2011 :

1940

1260

1365
Braking Power KW 2010 :

1760

979

1014

The 2011 cars suffer significantly higher braking pressure compared to last season as they are equipped with the new DRS ( drag reduction system ) and boosted with extra energy from KERS comeback and thus being able to achieve significant higher top speed . Mc Laren even covered both the front and rear brake ducts with wire netting to prevent debris from entering inside the braking components , understanding the significance of steady and non fading out braking performance .

data source : Brembo

Categories: 2011 circuits Tags: ,

Sauber F1 – Canada GP tech preview

June 5, 2011 Leave a comment

James Key, Technical Director:
“Montreal will be the first track this year where slightly lower drag levels tend to be beneficial, although this will depend on the grip of the track surface and the tyres, which are an unknown. Last year we had some interesting strategies developing because tyre degradation was quite high. It’s not clear if this will also be the case with the Pirelli tyres. It’s a circuit with quite a few low speed chicanes and kerbs, so mechanical grip, good traction and kerbing is quite critical. It’s also a track which is one of the hardest on braking, therefore brake stability, brake cooling and general use of the brake system will be something to watch out for. The track in Montreal is usually good for overtaking, and with KERS, DRS and the tyre characteristic it should definitely offer opportunities for this. For the first time this year we will have two DRS zones which will also add to this. Our car will have some modifications to adapt to a lower drag setting, but we will tune that according to the track grip and the conditions. We hope for a good race weekend again. Monaco was a race with ups and downs, with Kamui bringing us ten points but with Sergio not competing after his accident in qualifying. When I spoke to him he sounded very well and was looking forward to getting back to work. We are looking forward to having him back in the car.”
Circuit
Circuit Giles Villeneuve / 4.361 km
Race distance
70 laps / 305.270 km
Schedule
Qualifying and Race at 13:00 hrs local time (17:00 GMT)

 

 

credit : Sauber F1 Team

Categories: 2011 circuits, Press release, Sauber C30 Ferrari

Pit Stop strategy in Sepang

April 4, 2011 Leave a comment

 

Pirelli predicts a possible four or three pit stop strategy in Sepang circuit due to higher track temperatures and more rapid tyre degradation than was experienced in Melbourne .

Categories: 2011 circuits, 2011 tyres

Formula 1 2011 season , a 20-race calendar

December 1, 2010 Leave a comment

13/03/2011 Bahrain

27/03/2011  Australia

10/04/2011  Malaysia

17/04/2011  China

08/05/2011  Turkey

22/05/2011  Spain

29/05/2011  Monaco

12/06/2011  Canada

26/06/2011  Europe (Valencia)

10/07/2011  Great Britain

24/07/2011  Germany  (Nürburgring)

31/07/2011  Hungary

28/08/2011  Belgium

11/09/2011  Italy

25/09/2011  Singapore

09/10/2011  Japan

16/10/2011  Korea

30/10/2011  India

13/11/2011  Abu Dhabi

27/11/2011  Brazil

Categories: 2011 circuits, 2011 season news