The Chinese Grand Prix weekend that is about to begin sees the debut of the new format for weekends dedicated to Sprint. The weekend will in fact be divided into two separate events this time also technically, i.e. Sprint and Sprint qualification on the one hand and race qualification and actual Grand Prix on the other. The fundamental difference compared to the past is that between the two phases of the weekend the parc fermé regime will cease, so the teams will be able to work on all the parameters of the cars, and this opens up a plethora of new possibilities which, it must be admitted, finally make this potentially interesting weekend format. In fact, we have never been fans of Sprint weekends, but if the two races on the weekend on the same track are not particularly attractive in our opinion, the parc fermé regime which we entered into on Friday represented a total limitation on every possible aspect positive. By eliminating this limitation, the options for the teams become so numerous as to make some choices decidedly complicated. Let's take a look at some fundamental aspects, what doubts emerge and what options the team engineers have.
Two different race lengths, two different ideal setups
The first fundamental aspect to think about is that the decline of the parc fermé regime would, in theory, open the way to a sprint phase run with a dedicated set-up, which would be decidedly different from that for the long race and potentially more aggressive. The sprint is, in fact, a third of the normal race long, which means empty tanks for over 65% with all that potentially derives from it: starting from the height from the ground, a car that does not need to consider the condition of tanks filled can work at a lower height from the ground, with the respective corrections to the suspension compartment also in terms of dynamic response, with the 2 thirds of the stress spectrum for which the car is normally designed which can already be excluded from the start. Even from an aerodynamic point of view, decidedly more aggressive choices can be made on a race length reduced by two thirds, leaving a greater fraction of grip to the tires, given the significantly lower vehicle mass, while on the Power Unit front there are no particular differences relatively to mapping, given the mileage needs of today's units, but as regards consumption there may instead be substantial differences in approach. In fact, the tank of a Formula 1 has a maximum limit of 110 kg and on high-consumption tracks the drivers are often forced to save a lot of fuel by changing their driving style in order to finish the race within the established limits. On a race just 100km long, the choice could also be to take on a quantity greater than a third of the tank but with the possibility of pushing to the maximum each lap without the need to carry out the so-called “fuel saving” in any phase of the race. This clearly depends on what the simulations determine is most advantageous, but it is a further option for teams and drivers to explore.
Tyrannies of time and rubber: single FP and limited sets reduce options
If what we have just described defines the ideal conditions of a car whose set-up must be dedicated to the short race only, the reality sees a fundamental limitation hanging over the engineers: the only free practice session available. In fact, it is difficult to think that in a single hour the teams will be able to try two different set-ups, with all the additional variables relating to the tyres, the track conditions and the differences between flying lap and long run. Even a very intense work program would probably not be enough and the limitation to the sets of tires that can be used over the weekend with two qualifying sessions closes any possibility of trying everything. However, options remain on the table, and teams will still have choices to make.
Simulations and teamwork make the difference
The arrows in the engineers' bows will therefore primarily become the factory simulations, with probable intense work also for the reserve pilots, who will have to produce the best settings in the various conditions. Added to this is the possible differentiation of the programs between the two drivers, with each of them dedicated to testing specific set-ups and conditions on the track, to then be shared with the other half of the garage, where therefore the internal collaboration within the team and the relative trust towards both pilots it becomes a fundamental theme.
Sprint as a long run simulation
Given the limitations and how much more importance the teams give to Sunday's race than the Sprint, it is easy to imagine that the set-up differentiations will still be limited, and the Sprint itself will probably be used as a long run simulation in view of the race. All this, however, with the implication that the world championship is not completely open and that therefore the few points of the Sprint are more easily expendable, but if the ranking were drawn point by point as, for example, in 2021 none of the contenders could leave it on the table anything and the setups dedicated even to the short race would become an obligation. We will therefore see how each team will approach the weekend, how the new format will impact the set-up choices and, above all, if and how they will change between the short race and the long race, with the former representing, for once, a real reason for technical interest.
#Open #park #sophisticated #structures #options #unknowns #format #making #debut #China #FormulaPassion.it
