by clicking the arrows at the side of the page, or by using the toolbar.
by clicking anywhere on the page.
by dragging the page around when zoomed in.
by clicking anywhere on the page when zoomed in.
web sites or send emails by clicking on hyperlinks.
Email this page to a friend
Search this issue
Index - jump to page or section
Archive - view past issues
GP Week : Issue 229
TECHNICAL SPA reviSted For SuzuKA SPeed TecHNIcAL PAoLo FiLiSetti Technical Editor The Japanese GP at suzuka, just one week after singapore, obviously couldn’t carry over too much by way of development bits on the cars, due to the completely different layout of the Japanese track, compared to the previous one. Inevitably teams reverted to a different aero configuration, characterised by a slightly lighter downforce level. The teams tried to optimise the setup in terms of finding an adequate top speed performance in the fast sector of the circuit, but on the other hand needed to consider the particular layout of Sector 1, which includes the famous Esses, and Sector 2 that include the iconic Degner 1 and Degner 2 corners, which required a high downforce level to provide sharpness at the front end of the cars negotiating the corners. It was not an easy task indeed, as this time the increased tyres pressures imposed by Pirelli (by 2psi at the front and 1.5psi at the rear), created a headache for the engineers to guarantee grip with a downforce load not too much incisive in terms of tyre wear. There was in fact some concern expressed by the drivers, in particular Jenson Button, about a possible ballooning of the tyres due to the increased pressure, that could cause a swift increase of tyre temperature and an increased wear rate. That said, Mercedes also had to find answers to the many questions that arose from their poor performance in Singapore. Of course this track, as aforesaid, is totally different. Furthermore, the tyres adopted here were in the Medium and Hard compounds, so dramatically different to those used one week earlier. As already mentioned, the aero configuration adopted by the teams differed somewhat from the previous race. Mercedes adopted almost the same configuration as sported in Spa one month ago. The main difference from that configuration is represented by the addition of the rear flap featuring side cuts, close to the endplates, to reduce the drag generated in that section of the wing. As well, Mercedes slightly revised the slits between the various flap of the front wing by reducing their section. Another team that brought some minor but still visible changes on the car was McLaren. The Woking based team, even if is experiencing a dramatically tough season, in front of Honda’s home crowd, wanted to find any possible minimal improvement in every area of the car. This led to a series of minor add-ons, and in particular a small revision of the front wing, in order to increase the downforce at the front without generating too much drag. In particular a small horizontal, slightly upwards curved winglet was placed on the outer side of the endplates to improve the sharpness of the front end and, marginally improve efficiency under braking. Of course this small addition could not change the over-all state of uncompetitiveness of the car – well known as mainly due to poor power output provided by the power unit. We can at least consider it symbolic of the fact that this team never surrender to difficult times... 33 GPWEEK.com // 33 GPWEEK.com // F1 >>> JAPAN PARTNERS: