Given that the gap between the Chinese and Bahrain grand prix was just one, tweaks to the cars were minimal and were mainly aimed at cooling as the two circuits share quite similar downforce characteristics.
However more was learnt about McLaren’s Honda power unit plus a few other additions were also visible over the course of the weekend. Continue reading →
Note: Due to a lack of time (as explained in my Announcements 5 blog post) most of this has been copied off my analysis piece for Richland F1, with some added extras that I worth noting.
Shanghai is a bit of a tricky track to set the car up for as the corners are predominantly medium speed with long traction zones (especially the large banked turn onto the huge back straight), but there are plenty of straights to make up time on.
It is for these reasons that we tend to see a compromised aerodynamic package which will later be seen in races such as Canada, where the trade-off between downforce and top speed is constantly being assessed throughout the weekend.
The lengthy corners also put a focus on front tyre life, particularly the front left, so you can’t take too much wing off the car or else you risk putting the tyres in jeopardy. Even if you have slightly too little downforce the tyres won’t stay in their optimum temperature because the straights cool them down before the driver even reaches the braking zone – you could say that it is one of the toughest rounds of the year regarding setup.
To solve these problems teams bring upgrades, which are ideally more efficient at producing downforce than the outgoing component. Continue reading →
Not for the first time in their short F1 history, Red Bull have caused controversy regarding flexible bodywork around the front wing area. In Abu Dhabi both RB10s were excluded from qualifying after the FIA discovered that the upper flap on the front wing was flexing far too much, induced by an illegal device that is believed to be in the form of a leaf spring.