Quick note: I’m back at university now so don’t expect me to be right on the case with tech throughout the rest of the year. Got to set my priorities correctly so I can only apologise if things on the blog seem a little late in the future. Thanks!
Heading into the latter stages of the season now, and pretty much every team on the grid had some form of upgrade for Singapore. With Japan following in quick succession, the Marina Bay circuit provided a perfect opportunity to test these new components in strenuous conditions on a demanding track layout.
High downforce specification aero packages always look strange after the Italian GP in Monza, as F1 draws its focus away from reducing drag and back to sticking the tyres into the ground. Let’s see what the teams had to offer. Continue reading →
Although the current generation of cars are the fastest in F1 history in a straight line, the unique characterstics of Monza are the result of a bespoke aerodynamic package brought by most teams for the Italian GP. Most teams will spend a solid two weeks designing these packages in order to generate a good car balance for the various chicanes which litter the circuit whilst cutting drag and improving top speed.
In case you were wondering, we saw top speeds of 225mph with DRS in use on the main straight, the fastest speeds ever recorder in Monza. Of course Juan Pablo Montoya’s highest average speed of 162.9mph during pre-qualifying in 2004 remains unbeatable for now, but it just proves that despite all the fuss made about this year’s cars not being fast enough was, well, just a fuss.
Overall top speed was, however, limited by the energy usage capabilities inside this year’s hybrids. You will be aware of the fact that sometimes we see cars at the end of the straight with the rain-light blinking. This is to indicate that the MGU-H has gone into harvest mode and the turbo’s rpm is reduced significantly as a result and slowing the car down. When riding on board with cars reaching the end of the main straight, the engine rpm dropped significantly and this was a particular feature on Valtteri Bottas’s Williams. Continue reading →
The Canadian Grand Prix never fails to produce and 2014 was no exception. As always is the challenge at the Circuit Gilles Villeneuve, brakes were a critical area where a number of teams were caught out. The MGU-K does most of the reverse torque on the rear axle this year so teams have been running far smaller rear brakes – discs and calipers. This means that, when we get a situation such as the MGU-K failing on the Mercedes, the rear brakes are put under a lot more stress and fatigue quickly. Coupled with the low downforce packages making it difficult to stop the cars from high speed and high track temperatures, you’ve got yourself a recipe for disaster… Continue reading →