One of the main themes during the Miami weekend is the widespread absence of porpoising on the cars engaged on the Florida track. The trend can be observed in particular on the cars of Ferrari, Mercedes and Haas, the teams that most evidently showed the aerodynamic rebound in the appointments up to which they have been disputed. The attenuation of porpoising partly influenced the balance of power on the track and the qualifying verdict and is attributable to various factors.
The main element behind the temporary limitation of the phenomenon is the aerodynamic configuration required by the US track. The three long straights in fact require aerodynamic garments with low drag and consequently low load. This is confirmed by the official surveys of the top speeds in qualifying in comparison with the previous seasonal events: ai 323 km / h measured in Bahrain follow i 322 km / h of Melbourne and 296.7 km / h of Imola, a stage in which the rain prevented the activation of the movable rear wing. In Florida the fastest speed trap was instead of 334.6 km / hbeyond 10 km / h greater than the other tracks, a gap which could however be even wider. In Miami the detection point is in fact positioned at the end of the straight of the third sector, but from telemetry higher peaks were recorded in the extension of the second sector, thanks to a prolonged delivery of the electric power of the hybrid that led Red Bull to break through. the wall of 340 km / h.
The high speed peaks highlight the adoption of low load settings which, by causing the car body to be less crushed to the ground as speed increases, reduces the risk of stalling the bottom which, causing the car body to lose load and rise again, triggers the rebound cycle. However, the lower porpoising is not due solely to the load level, but also to different mechanical adjustments. The measurements at the end of the straight in Miami are in fact in line with those recorded in Jeddah, where a peak of 335.1 km / h, betraying similar load levels between the two tracks. In Saudi Arabia, however, the aerodynamic rebound was more evident than in Florida, a difference to which the better understanding of the cars by the teams gained in the last six weeks contributes, but also the different adjustments of the suspension group. In particular, in America the drivers complained about the strong irregularities of the road surface which, together with the aggressive passages on the curbs, pushed the teams to raise the heights from the ground, further benefiting the fight against porpoising.
The aerodynamic rebound was therefore a less limiting aspect in Miami, affecting to a lesser extent the compromises on the set-up front. Those teams that, like Haas and Ferrari, suffered the most from porpoising in the first races, with consequences on the potential that can be extracted from the car, derive the greatest advantages. Conversely, Red Bull was among the teams that was most able to keep the car body close to the ground, a limited advantage, however, by the greater ground clearance imposed by the bumpy Florida asphalt. A difficult situation to interpret instead at Mercedes: the W13s were exempt from porpoising on Friday, but the aerodynamic rebound returned to manifest itself in free practice on Saturday morning. The Stella’s technicians tried to stem the phenomenon in time for qualifying, but were not fully able to do so. On the one hand, the positive signs that emerged on Friday may have prompted the team to seek more aggressive set-up solutions, but it cannot be excluded that the progressive deterioration of the asphalt from the point of view of disconnections has imposed softer adjustments for the suspension unit. , favoring the triggering of porpoising.
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