In all honesty I didn’t expect to be writing this piece at all, but thankfully the teams provided us this week! Even though we are heading into the latter stages of the season, and despite the distance between Europe – where all of the teams are based – and the US, the developments keep on coming through. Most of the paddock will be looking ahead to 2016 and the upgrades seen in Texas provide a few clues to what we could see next year.
However with no proper dry running (aside from the latter stages of the race, which wasn’t exactly bone dry) it would have been difficult to evaluate the these components, so expect those who brought developments to fully utilise any dry running in Mexico this weekend. Continue reading →
My exams are finally over but, because of Le Mans this weekend and other projects, I have had to essentially copy and paste this post from my analysis for Richland F1. It does have added illustrations (which are exclusive to this blog post) and there is quite a lot of extra detail bits, though. Got plenty of things coming which I’m excited about, and hopefully you will be when they are revealed…
Canada is a highly demanding circuit for any car: the track – primarily made up of a series of straights – is interrupted by chicanes and hairpin bends. The cars must be fitted with a low downforce setup to maximise straightline speed without being penalised too much under braking.
Braking stability and power are crucial to a good laptime. There are some big stops – notably into the final chicane following the back straight – which spike brake temperatures, forcing teams to run larger brake ducts and compromise aerodynamic performance.
Montreal creates one of the biggest tradeoffs of the year alongside Spa in terms of sacrificing top speed for cornering ability, which is why many teams bring specific updates for this race. Continue reading →