Britain doesn’t tend to be a venue where vast upgrades are bolted onto the cars despite most of the teams being based a matter of minutes from Silverstone. It’s a little peculiar but the British grand prix just so happens to be at a place on the calendar where primary updates are still in the development stage. This is why we tend to see lots of parts brought to Spain/Canada, then Belgium after the summer break, and then again towards Japan for the final stint of the season.
However there were a variety of tweaks on display at the weekend, with McLaren and Red Bull being the busiest teams. Continue reading →
Whilst we have not been to the Red Bull Ring for some 11 years, the track is very similar to the likes of the Hungaroring and Silverstone: a mixture of medium/high speed corners with a few heavy braking zones thrown in for good measure. It is therefore a circuit that requires slightly higher downforce levels and good driveability from the power unit due to the multitude of undulations. The track’s gradient, particularly in the traction areas, puts the a lot of lateral acceleration into the tyres which can easily cause them to overheat, hence the importance of a strong power unit. 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 →