F1, GP Austria: il Red Bull Ringhome track of the Austrian team of the same name, extends over a total length of 4318 meters with 10 curves, 7 to the right and 6 to the left. In Austria, the format will return for the third time this year F1 Sprintwhich will engage the drivers with two races during the weekend. The Sprint Race on Saturday will take place over a total of 24 laps, while the main race will be 306 km long for a total of 71 laps. As can be seen from the layoutthe track of the Spielberg it’s very fast. The average speed in a push lap is around 240 km/h mainly thanks to the three main straights.
Top speeds are above 320 km/h with the help of DRS. The curves that will challenge the drivers are 7 and will be taken at very different speeds. In general the aerodynamic set-up will favour speed at the end of the straight, with configurations similar to those seen at Miami. The Italian tire manufacturer Pirelli bring in Stiria the softest compounds in its range: C3 Hard, C4 Medium e C5 Soft and historically a two-stop race cannot be ruled out.
These tires offer maximum performance to the riders, but at the same time, the soft compound wears more easily. The reason is linked to the medium-low aerodynamic load that favors the sliding of the tire during traction, increasing its wear.
F1, Austrian GP Analysis T1: Limited use of the hybrid part
At the start of Gran Prize, there is a distance of approximately 300 meters between the box of poleman and the first detached, with a road that tends to climb. I respect what I saw in Spain Sunday, a comeback from the back will be difficult. The poleman will have to defend himself from the driver next to him, who starting inside has a chance by extending the braking into turn 1. During a push lapinstead, the management of the hybrid part will be fundamental, minimizing its use on the main straight, to be able to use it on the following straights. The first bend, on the right, is taken at about 150 km/h, a medium speed curve that requires a combined work of aero-mechanics.
The difficulty lies in the light banking negative which, with a low rear load configuration, could facilitate oversteer. For this reason, the work carried out by the suspension is fundamental, with a rear that is not excessively rigid to facilitate traction. When exiting the curve, the drivers stay inside the yellow “sausage” that delimits the circuit to avoid running into accidents track limits. Shortly after the exit you can open the DRSmaking the most of the aerodynamic efficiency of your vehicle and the thrust guaranteed by the hybrid, fundamental elements in Austria.
Turn 3 is approached at a speed of over 320 km/h and is one of the most favorable points for overtaking. The braking forces the drivers to slow down their vehicle by approximately 250 km/h. However, the braking phase is facilitated by the 12% ascending track. The component of the braking force that shifts the weight of the car forward is smaller. The reason is linked to the presence of a component of the weight force which is directed towards the rear of the single-seater being in an inclined plane.
F1, Austrian GP analysis T2: ride height optimizes load at 6. Stability crucial when exiting 4
When exiting turn 3, considering the minimum speed in the center of the corner, the grip mechanical predominates over that guaranteed by aerodynamics. The entry phase is sacrificed by postponing the apex point to go on the gas with less steering angle. As for the first bend, this curve is rear limited and the work of the rear suspension is crucial to limit understeer. After 3, the main straight of the central sector takes the riders towards 4, with the possibility of opening the DRS. The hybrid strategy should optimize the electric power during acceleration, to reduce it in the second part of the straight downhill.
The fourth change of direction of the circuit is a downhill hairpin which, for the opposite reason to that described for turn 3, requires greater braking force when braking. It breaks away shortly after the 100 sign and once again the apex point is anticipated to maximize the exit. The acceleration phase occurs with steering wheel angle and both axles of the single-seater are stressed. The front axle must maintain the directionality of the vehicle without slipping, while at the rear the constant bending to the right can induce oversteer.
The last four curves of the track are medium-fast with a not excessively long support period. The mechanical part of the vehicle does less work, although a precise front end that follows the input of the driver. Turns 6 and 7 are similar, both in terms of minimum speed at the center of the curve and in terms of the radius of curvature. Turn 7 requires a longer period of support which, particularly with a fuel load, forces you to manage the speed of travel so as not to overheat the tires too much.
In the last 4 folds, the work carried out from the bottom is fundamental, capable of stabilizing the vehicle through aerodynamic suction. It is important to keep the platform as stable as possible to have a more constant static pressure in the venturi channels. Furthermore, single-seaters capable of maintaining a minimum ride height above the ground will have an advantage.
F1, Austrian GP Analysis T3: Fundamental Trajectory
The last section of track is the fastest and shortest of the entire track. There are two turns, 9 and 10, where maximum attention is required to avoid falling into corners track limits. The ninth bend of the track is the fastest, with a minimum speed above 250 km/h. The riders brake at the 50 sign using the outside kerb and anticipate the apex of the bend to take advantage of the track on the exit. In this case too, a precise front end with a lot of stability on the entrance is essential.
In fact, the rear must ‘follow’ the front to avoid imbalance during the curve. Turn 10 is approached in a similar way to what has just been described but with a lower minimum speed. As with 9, the apex point is brought forward, bringing almost half the car onto the kerb. In this way, you try to get on the gas as soon as possible.
Author and graphics: Leonardo Pasqual – @PasqualLeonardo
