Trong khi mọi sự chú ý tập trung vào Ham sáng chói thì ít ai để ý là Perez: qualify thứ 15 nhưng về đích thứ 3. Chứng tỏ ở Montreal, vị trí xuất phát chưa phải là yếu tố quan trọng nhất. Chặng đua đã kết thúc nhưng một số ý kiến phân tích, bình luận vẫn còn có tính thơi sự và bổ ích đối với kiến thức "còi" của mình xin trích dẫn các bác xem :
Bài viết trước ngày chạy chính thức
Circuit Length: 4.361 km
Race Distance: 305.270 km
Number of Laps: 70
Full Throttle: 57%
Brake Wear: High
Tyre Compounds: Super Soft / Medium
Downforce Level: Low 3/10
Tyre Usage: High
Average Speed: 201kph (125mph)
Tyres
The circuit’s heavy traction and braking demands mean that a lot of heat is generated in the tyres so drivers need to be vigilant with their tyre management. The track surface can change a lot over the course of the weekend, and the weather in Montreal is often very variable too.
<h3>Engines
The return of the Canadian Grand Prix has restored one of the sport’s best loved races to the Formula One calendar, but it also brings back one of the most technically demanding power circuits. The composition of long straights and slow corners demands an efficient low downforce car set-up with excellent stability under braking, coupled with good traction sustained through the corner and good engine torque when exiting. The lap is very stop-start and thus one of the toughest circuits on brakes and engines, requiring engineers to pay close attention to brake wear and engine telemetry throughout the 70 laps.</h3> The minimal downforce nature of the circuit requires teams to optimise engine performance and reduce drag where possible to accelerate quickly out of the slow corners or chicanes, power down the straight and remain stable under braking to negotiate the next sequence of the lap. The availability and performance of DRS wings will be important for those teams still engaged in developing their cars. The entire lap is completed in less than 80 seconds and while the engine is only run at full throttle for around 60% of the lap, top end performance will be important.
Renaultsport F1 engine engineer, David Mart, took time out to explain the very individual characteristics of the Montreal weekend. Cooling, fuel consumption and pedal maps are the biggest points, plus monitoring the weather, which has become so changeable over recent years:
“In Montreal you can get nice sunny days in qualifying and rain arriving on Sunday, or rain on Friday and dry on Sunday. In many ways that is worse because trying to figure out dry fuel consumption when you’ve only had wet running on Friday is very tough.” he explains.
“In the rain the cars are running more slowly and using less fuel. In addition there is obviously more moisture in the air, so less oxygen is ingested into the engine and the fuel consumption is further reduced. One thing you can do going from a sunny Friday to a wet Sunday is reduce fuel levels, dependant on what your information is on rainfall.
It is all about assessing risk, but if you are confident in your weather predictions then you could put less fuel in the car than you would need to finish a dry race. However running out of fuel is a potential risk; if the conditions change again and the track dries out, you could have too little fuel on board. Therefore, you need to estimate the highest fuel consumption based on the dry. It is all about confidence; if we are certain on wet conditions then you can ‘short fuel’; but you have to be certain, especially you have to fuel the car 45 minutes before the race starts!”
Another area that can be affected by wet conditions is the cooling configuration. “If the FIA declares the track wet for the race but it was dry for the qualifying, we can amend the cooling configuration of the car. When it rains, the engine generates much less energy to dissipate as the revs are much lower with lower average throttle times as the cars tend to circulate a bit slower. This all connected to the lower fuel consumption rate: with less energy going through the engine, there is less energy to dissipate.
If you maintain dry running levels of cooling, it’s actually too severe for the engine and you will cool it too much – you need to bear in mind that we heat the engine up to 70 or 80°C water temperature to be able to fire up safely. In the wet the operating temperatures are much lower.” A further effect of the rain is on the handling of the car, and engine settings can also help in this regard. “When it is wet, the driver needs a bit of help coming out of the corners to control wheelspin. The use of pedal maps is critical so that the amount of torque is correct in those conditions. In the wet the map will be far more progressive in terms of application of power as you don’t want a sudden burst of torque or you’ll get wheelspin.”
One individual quirk of the Canadian Grand Prix is the track itself. The Circuit Gilles Villeneuve is composed of many different types of asphalt as different sections have been resurfaced at different times over the years. This, in itself, can cause set-up issues.
“It always makes it tricky when you have changing track conditions on one lap. You can’t always cater for that and so you have to find a compromise. It comes down to the relationship between engine and pedals and how much torque the driver needs. You’ll spend Friday determining how you are going to set that up.”
So a track whose surface changes sector by sector, and weather which can shift at any moment: the Canadian Grand Prix weekend therefore seems to be something of a compromise, particularly as the car enters parc fermé conditions after qualifying.
“If the weather conditions remain stable, it is far easier to find that sweet spot and for the drivers to find a point with the engine where they are happy. But if, as has happened over the last few years,(câu này hay) <span style=""color: #993366;"">the weather decides to play a game with us, then it is all about making the best of what you’ve got</span>.”
<span style=""color: #0000ff;"">Sau khi chặng đua kết thúc:</span>
Training good, bad racing: Formula 1 drivers in the setup dilemma
In comparison between qualifying and the race there was in Montreal some surprising shifts in the
balance of power. Some pilots in the field with the setup had apparently focused too much on a
good starting place.
Sebastian Vettel outclassed the competition in training at 0.303 seconds. The world champion
was the clear favorite in the race. In the end, only fourth place came of it. Lewis Hamilton
doubted despite his second place start because he could fight for the win. "Unless I win the start
against Vettel." That did not happen. Nevertheless, the Englishman was the third time after 2007
and 2010 at the top of the podium.
The Lotus started from positions seven and twelve, and came to the ranks of two and eight to the
finish. The same pattern with Sauber. From the grid positions eleven and 15 were the nine and
three placings. Paul di Resta was surprised with his eighth starting position, crashed in the race
but with excessive tire degradation into midfield.
Montreal setup tricky
Can be read out as a pattern? Some drivers have their cars tuned perhaps too much for a good
grid position in the race and paid for it? The setup in Montreal is a tricky thing, even though the
track layout looks relatively simple. There are only straight lines and slow corners. It takes her
from voting is no compromise for different types of curves.
The problem lies more in the different requirements for training and racing. In practice it is an
art, to bring the tires up to operating temperature quickly. It lacks the fast corners, in the fulled of
the tires. In the race, it is important to keep the rear tires alive. If once they overheat, they are
quick with the many phases of acceleration at the end.
Who hintrimmt his car for a quick warm-up process provides a strong effect on one round. But in
the race can backfire. No one was in training his tires as soon as Vettel in the working window.
He drove in all three knockout rounds best. What certainly due to the warm-up laps before it was.
They were all almost the same: 1.20,723 - 1.20,786 - 1.20,765 minutes - like clockwork.
Tire temperature as a key in qualifying
Team-mate Mark Webber could be warming up to two seconds longer. Hamilton three. The
McLaren driver was not until the very last lap in practice up to speed. He had previously made
the mistake of placing two warm-up laps before the lap. A very slow and a fast field in 1.25er with
1.19 minutes. Since the set of tires at the crucial moment was already over the hill.
Vettel's Red Bull at the breakdown of the super soft tires started the race three laps before
Hamilton's McLaren and sooner than five laps than Alonso's Ferrari . The new rear axle in the
McLaren were spared the tires added traction and better, but it was difficult to bring them
immediately to temperature.
Hamilton feared after training yet. "If it takes too long in the race, I slide around with it. And then
I have a double problem. Insufficient speed and high wear." It turned out differently. Hamilton
had his tires in the race faster than Vettel and Alonso magic window. In particular, the harder
compound.
Amount of fuel behavior change tires
Allowed as is possible when you change between qualifying and the race only the front wing flap
and the tire pressures? Probably the weight of high gasoline helped in the initial phase to get the
tires for walking. And when Vettel hit the weight of 200 liters of gasoline to the contrary. His car
struck the tires quickly with minimal filling. If then by 150 kilograms of fuel to this may be too
much.
Mercedes scored again go over the top. They agreed the cars tires to extreme direction from
Skåne and gave to her starting places. The race showed that we had is too conservative. Best
evidence: In the top speed the Silver Arrows were unusually far back. The extra pressure should
keep the tires in good spirits. What has worked well. These drivers were instructed to go to the
first five laps slow. Sun pulled a gap on the Spitzenpulk. Even in retrospect, that turned out to be
exaggerated caution.
Nico Rosberg was thus rarely benefit from his good race pace. Who starts in fifth put
automatically in the traffic. Seen in the Ferrari was the best figure. Fernando Alonso was
consistently fast in practice. And the tires, the Ferrari was in better condition than the McLaren
and Red Bull Only the tactics wrong. A one-stop race for the Ferrari was not in there.
One-stop tactic only works with Sauber and Lotus
In principle, there is a one stop race is not wrong. But it needed a Lotus or a cleaning. Both had
to be in the qualifiers and feathers were beaten below their value. In the race it turned on. That
the Lotus E20 nice with his feet to law is known. But he needs hot weather to be fast.
If it remains cool in Monaco, he is only average. On Sunday in Montreal, he got the desired track
temperatures. They varied between 38 and 44 degrees. Lotus was able demonstrate its
qualities. Romain Grosjean set of tires was only two laps less than that of Alonso. But he held
until the end.
Even more impressive is the performance of Sauber. The Sauber C31 is still good care of his
feet, though not quite as extreme as in the previous year. Therefore you are doing in training
easier to warm up the tires. "We have significantly increased the voting window," says technical
director Matt Morris. The balance between training and racing is one thing to get the vote.
Clean draws lessons from Bahrain bankruptcy
The number can also backfire, as in Bahrain. "Since our tires have broken down abnormally,"
says Sergio Perez. Bahrain was the clean-technicians a lesson. That should happen in Montreal
on a similar track characteristics a second time.
In training, missed the Sauber drivers, the top ten. In the race, they were both in there. The third
place of Perez's actually ranks higher than the second by Grosjean. "The Grosjean was the most
time in the race go free," says Peter Sauber. "Our drivers stuck in traffic and overtake ever had."
Perez tried it as the only addition to Kimi Raikkonen in the top ten with the alternative strategy.
Only hard tires, then soft. The Mexicans came in third, Raikkonen in eighth. Although he also
started three places further back. This underscores the assessment of Peter Sauber.
