Formula 1 lands on another of the tracks outside the usual calendar of the category, Istanbul Park, for the Turkish GP. A track that drivers and almost all fans like a lot, as it requires a great demand for piloting to get the best times.
In addition, it is a track that has many challenges for the teams, since hybrids have never been run here – the last race was in 2011 – to which must be added the component of the new asphalt, totally unknown and that has been shown to have minimal grip. So the fact that Pirelli has chosen the toughest range of tires has not made it easy for the drivers – and their engineers – to find the right grip for the cars and, of course, the correct balance.
The truth is that the track has very different curves and it will be a good test for these mounts. There are curves that demand a lot of load, but also areas of great speed, so the teams will have to experiment with different aero configurations to see what is more important for them, whether the aerodynamic support or the final speed. In addition, the high lateral loads on the tires will require a very successful tuning to avoid excessive wear.
But let’s see what the teams have done from a technical point of view to adapt to this track, in addition to the few news that have been seen today.
The Italians have brought a version of the rear wing with more load than in Imola with the straight main plane (in green), but with greater width of the upper plane (arrows).
The Germans continue, as promised, without touching the car. However, we have seen them today alternate tests with the double T-wing and without it, opting for the first one, with more load.
The Newey team has been working on this race in the area of the ‘cape’, the layer that is on both sides of the nose in the lower area, where they have now placed a new cut to bring the flow of air in and under the same. Micro-aerodynamic interventions to improve performance, but that are not looking like enough to reach Mercedes.
The Woking guys have been testing different levels of downforce. Norris has driven the double T-wing – with a higher load – while Sainz has done it without it in order to understand what is the best compromise between speed and load for the fast corners of this circuit.
Finally, both cars have opted for the higher downforce configuration with the double T-wing.
In the rear area of the ground, in front of the rear tires and to work with their turbulence, a horizontal deflector has been added, as can be seen in the following image.
On the other hand, they have eliminated the metal reinforcement on one of the edges of the diffuser, perhaps looking for more flex or, simply, after having made it more consistently in carbon. It is nothing new, but it is a curious detail.
The Gauls have been testing two versions of the T-wing, the double used in Imola, as well as a simple one to generate less drag and have more top speed.
Those from Fenza have not brought new features, but they have tried, like the whole grid, different configurations greater and less downforce, in this case, focused on riding with a double T-wing and without it, opting, like the rest, for the higher downforce version.
The North Americans have brought a car similar to the one from Imola, except for the simple T-wing to improve the arrival of the air flow to the low pressure zone of the rear wing.