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Archive for the tag “Ricciardo”

Notes from the Singapore paddock

  • The Romain Grosjean-Felipe Nasr first-lap shunt at Monza (Romain’s right-front hit Felipe’s left-rear) was indeed a “racing accident”.  It turns out that when Grosjean’s Lotus was hit from behind by Nasr’s team-mate, Marcus Ericsson, the resultant impact/deceleration was enough to activate the anti-stall on the Grosjean car.  That’s why he then had no control and collected Nasr. I asked Romain if this anti-stall-kicking-in-mid-corner thing was something he’d experienced before and he said he had: it’s become an integral part of this current era of technology and I’m not sure if it’s a good thing.  I can see why the cars need anti-stall but Romain agreed with me that in the pre-anti-stall days the incident at Monza would have resulted in all three cars continuing relatively undamaged.  As it was, we had a “racing accident” – 2015-style.
  • Speaking of Nasr, he’s been having a lot of trouble with his Brembo brakes recently – specifically with managing the temperature windows.  With Ericsson racing Carbon Industries on the other Sauber, Felipe is also switching to CI for Singapore. Daniil Kvyat, meanwhile, was surprised to hear this, bearing in mind how quick he has been on the Brembos. More than anything, I think, it shows how difficult it is for a team to run two different  brake types within the same garage. Nick Chester of Lotus was saying that “finding brake temperature windows” is primarily all about brake ducts  – “which sounds simple until you remember that ducts not only play a massive role in aerodynamics but are also very expensive and time-consuming to make, given all the aero research that goes into them.”  Is this a good thing, I ask?  I  don’t mind getting excited about a new wing or something but  brakes to my  mind should be about stopping power. Ducts? Difficult to get massively excited about their inner workings but it explains why low-budget teams like Sauber find it so hard to get the cars to stop.
  • It’s official: Ferrari have confirmed that Kimi’s poor start in Monza was indeed “finger trouble”.  Having said that, Kimi replicated the start sequence a hundred times in the simulator a few days later – and was perfect every time. He would have hated that, too, because he likes working in a simulator about as much as he does wearing a tie. He’s still unsure of what happened but it all points to him not releasing the first clutch paddle…and initiating the anti-stall. Sergio Perez owned up to having made the same mistake in practice – and Romain Grosjean said that he still spends a lot of time thinking through the start procedure the night before a race. It’s still that complicated.
  • I said on video after the Italian GP (www.youtube.com/peterwindsor) that Kimi’s re-booting process seemed to be pretty quick but the word from the Singapore paddock is that it was actually surprisingly slow: all that’s required is a quick flick of the clutch lever and you’re away. I guess in Kimi’s case he also spent a few seconds wondering whether the nightmare could really be true…
  • Valtteri Bottas has confirmed that he “just happened” to leave the garage ahead of Felipe Massa in that final qualifying run at Monza. Bottas gave the tow to his team-mate – and the rest is history.  My bet is that Valtteri will be a bit more selective about who he has running five seconds behind him come Monza, 2016, but this is really something he should have thought about before the race week. No honest race engineer is ever going to prevent one of the team cars helping the other (in qualifying) but the driver has a different set of priorities – ie, he wants to beat his team-mate more than any other driver on the grid.  Most of today’s F1 drivers have managers for their contractual and financial affairs but, to me, this sort of issue should also fall under the remit of “management”.  If a personal manager isn’t going to remind the driver about something like this, who is?
  • Daniel Ricciardo told me that “getting the brakes to work at the correct temperature” has been a major factor in the recent, improved  performance at Red Bull-Renault. I say this because so much of the chat these days is about the Renault engine and very little of it is about Brembo. Singapore is going to be a big test for the brakes – but then Monza was, too, and they worked well there on the RB11. Daniel has been preparing for Singapore by cycling in a controlled-temperature environment (stationary bike!) and is of course looking forward to the weekend: “I sweat so much here it’s ridiculous.  When I got out of the car a couple of years ago there was so much fluid in the seat that boys thought I’d had an unfortunate accident or something.  I wouldn’t resort to Nico Rosberg’s extremes but I need to make sure that the front of the balaclava acts as a sweat-soak..”  Nico’s extremes?  Apparently he’s tried sanitary pads on his forehead…
  • Sergio Perez reports that the Mexican GP is a sell-out and that the temperature is definitely rising.  (A lot of the tickets were bought by touts, but then it was forever thus in Mexico City.)  No pressure on him, then? “I love it,” he chortled.  “The place has gone crazy. I never imagined that F1 could be so big in my country.”

Pirelli responds…

I like Pirelli’s response not only to the FIA statement of yesterday but also to the specific tyre problems we saw at Silverstone.

Milan, July 2, 2013 – After exhaustive analysis of the tyres used at Silverstone, Pirelli has concluded that the causes of the failures were principally down to a combination of the following factors:

1) Rear tyres that were mounted the wrong way round: in other words, the right hand tyre being placed where the left hand one should be and vice versa, on the cars that suffered failures. The tyres supplied this year have an asymmetric structure, which means that they are not designed to be interchangeable. The sidewalls are designed in such a way to deal with specific loads on the internal and external sides of the tyre. So swapping the tyres round has an effect on how they work in certain conditions. In particular, the external part is designed to cope with the very high loads that are generated while cornering at a circuit as demanding as Silverstone, with its rapid left-hand bends and some kerbs that are particularly aggressive.

2) The use of tyre pressures that were excessively low or in any case lower than those indicated by Pirelli. Under-inflating the tyres means that the tyre is subjected to more stressful working conditions.

3) The use of extreme camber angles.

4) Kerbing that was particularly aggressive on fast corners, such as that on turn four at Silverstone, which was the scene of most of the failures. Consequently it was the left-rear tyres that were affected.

The only problems that had come to light before Silverstone were to do with delamination, which was a completely different phenomenon. To stop these delaminations Pirelli found a solution by suggesting that the teams use the tyres that were tried out in Canada from Silverstone onwards. When this proposal was not accepted, Pirelli found another solution through laboratory testing, with a different bonding process to attach the tread to the carcass. So the problem of delamination has nothing at all to do with what was seen in Great Britain.

Following the conclusions of this analysis, Pirelli would like to underline that:

1) Mounting the tyres the wrong way round is a practice that was nonetheless underestimated by everybody: above all Pirelli, which did not forbid this.

2) In the same way, under-inflation of the tyres and extreme camber settings, over which Pirelli has no control, are choices that can be dangerous under certain circumstances. Because of this, Pirelli has asked the FIA for these parameters will be a topic of accurate and future examinations. Pirelli has also asked for compliance with these rules to be checked by a dedicated delegate.

3) Pirelli would also like to underline that the 2013 tyre range does not compromise driver safety in any way if used in the correct manner, and that it meets all the safety standards requested by the FIA.

The logical conclusion is that it is essential for tyres with the performance and technical sophistication of the 2013 range to be regulated and carefully controlled by Pirelli itself. In order to ensure the optimal functioning of the tyres, the Italian firm would need real-time data from the teams regarding fundamental parameters such as pressure, temperature and camber angles. While waiting for new regulations that would permit Pirelli access to this data, vital for the development and management of these state-of-the-art tyres, the following measures are proposed for the forthcoming grands prix, in agreement with the FIA, FOM, the teams and the drivers:

1) The use of the evolution of the current tyre that was tested in Canada (and proved to be completely reliable) for the German Grand Prix this weekend. This represents the best match for the technical characteristics of the Nurburgring circuit. In particular, the rear tyres that will be used at the German Grand Prix, which takes place on July 7, have a Kevlar construction that replaces the current steel structure and the re-introduction of the 2012 belt, to ensure maximum stability and roadholding. Given that these tyres are asymmetric as well, it will be strictly forbidden to swap them round. The front tyres, by contrast, will remain unaltered.

2) From the Hungarian Grand Prix onwards, the introduction of a new range of tyres. The new tyres will have a symmetrical structure, designed to guarantee maximum safety even without access to tyre data – which however is essential for the optimal function of the more sophisticated 2013 tyres. The tyres that will be used for the Hungarian Grand Prix onwards will combine the characteristics of the 2012 tyres with the performance of the 2013 compounds. Essentially, the new tyres will have a structure, construction and belt identical to that of 2012, which ensured maximum performance and safety. The compounds will be the same as those used throughout 2013, which guaranteed faster lap times and a wider working range. This new specification, as agreed with the FIA, will be tested on-track together with the teams and their 2013 cars at Silverstone from 17-19 July in a session with the race drivers during the young driver test. These tests will contribute to the definitive development of the new range of tyres, giving teams the opportunity to carry out the appropriate set-up work on their cars.

Paul Hembery, Pirelli’s motorsport director, said: “What happened at Silverstone was completely unexpected and it was the first time that anything like this has ever occurred in more than a century of Pirelli in motorsport. These incidents, which have upset us greatly, have stressed the urgency of the changes that we already suggested – which will be introduced during for free practice in Germany on Friday. We would like to acknowledge the willingness of the FIA, FOM teams, and drivers to act quickly to find an immediate solution to the problem. In particular, the adoption of winter tests, arranged with the FIA, that are more suitable for tyre development and the possibility of carrying out in-season testing will contribute to the realisation of tyres with increasingly improved standards of safety and performance. I’d like to re-emphasise the fact that the 2013 range of tyres, used in the correct way, is completely safe. What happened at Silverstone though has led us to ask for full access to real time tyre data to ensure the correct usage and development of tyres that have the sophistication we were asked to provide and extremely high performance that has lowered lap times by more than two seconds on average. While we wait for a change in the rules, we will introduce tyres that are easier to manage.”

Low pressures and high camber angles have been standard practice up and down the pit lane – and it’s interesting that Pirelli condoned the swapping of tyres, left to right. The kerbs are the kerbs, though, as the BRDC’s Derek Warwick said recently. The  early-race on-boards of Lewis Hamilton, which I have seen, show that he uses only a tiny amount of apex kerb at T4. Fernando Alonso uses more – maybe a foot more – but conversely had no problems. It could be, of course, that the “safe” line at T4 was Fernando’s but it’s also interesting to note that Daniel Ricciardo, for instance, never touched the T4 apex on any of the on-boards I viewed. 

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