F1 Singapore | Imbalance Maneuver: Less Curves, More Steering | FP – Carlo Platella

F1 Singapore |  Imbalance Maneuver: Less Curves, More Steering |  FP – Carlo Platella

The track’s design has long earned Singapore the nickname “Monaco of Asia”. As is the case with the Emirate stage, the Asian journey awaits with a sense of excitement and curiosity. Its nature as a city track is far from the tracks on which cars are typically designed for racing, which confuses the balance of power. The FIA ​​then takes care of increasing influential variables, whose technical directives threaten to influence some more than others, leading to an imbalance of power on the field.

Technical directions: from bottom to wings

For decades the union has been fighting against exploiting the flexibility of components for aerodynamic purposes. Since there are no materials that are completely indestructible, the regulation provides for static tests that verify compliance with maximum deformation under the applied load, but collision with Impossibility of repeating perfectly Real load distribution. Over the years, the FIA ​​has positioned itself for static testing that requires more effort, but this is not the case.

From Singapore, the association prohibits a series of production technologies, material processing and construction properties – generally called “mechanisms” – Exploiting it to circumvent technical checks. In fact, some teams used components designed to comply with static testing, and then were able to deform under specific real load conditions that inspectors were unable to replicate. The FIA’s goal is to better define the basic principles already in the regulation, to prevent their violation.

Particular attention was paid to the front wings, in particular the sliding flaps against inboard drifts. Red Bull’s technical director, Wache, points the finger at Aston Martin and Mercedes, but it is rumored Technical guidance 018, which also relates to the crossbar wing and rear wing, has no connection to Red Bull either. Then clarifications are added to all this TD039It dates back to 2022 and relates to under-bottom sled compatibility. The FIA’s concern is that some materials and production techniques reduce floor wear, in this case allowing the car to operate closer to the ground.

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Those directly affected by the TD039 will have to modify the floor and raise the vehicle, resulting in some loss of overall load points. On the other hand, TD018 affects aerodynamic efficiency by affecting the deformation of the front wing. However, wing bending occurs not only in a straight line, but also in high-speed turns. Therefore, they should not be overlooked Any balance lossesWith the possibility that the new directive will change some of the balance of power.

Effect of directives

Currently, it is difficult to measure the impact of the latest guidance. Waché also predicts that for some, strengthening the front wing will cost no more than 1-2 tenths per lap, which could equate to several positions in such a compact group of chasers. Furthermore, estimating that Red Bull is half a second ahead of its rivals, one tenth would equate to roughly a fifth of its rivals’ recovery work before next year.

The actual impact of the technical directives will in any case depend on the number of affected areas between the wings and the underbody, on the individual car and on the track. On this front, the FIA’s interventions may not be readily noticeable in Singapore. The Asian track is the second slowest track in the World Championship, with five corners at speeds of less than 100 km/h and only one at speeds of more than 150 km/h. The importance of aerodynamics will decrease, and here’s why Suzuka will certainly be more indicative Effect of directives.

A real citizen

More than the technical directions, in Singapore, it is the track itself that has the potential to unbalance the playing field. The track retains the Monte Carlo’s Asian DNA, although all four corners have been removed from the final sector. The starting straight from Turn 14 is now 400 meters longer, but still shorter than the already short stretch of the first sector. Engineers agree that innovations are on the way They do not change the aerodynamic configurationWhich remains from the maximum load.

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Effects of the new path Mainly related to tires. Four corners equals fewer accelerations, which reduces the workload on the tires. This will make it easier to contain the rear tire overheating not only in the race, but also in qualifying towards the end of the lap. It also reduces pressure and heat generated by the brakes, which in turn affects front axle pressure and temperatures.

If the revamped Singapore leads to an increase in overtaking, it will not be because of the new Mini Street, but rather because of the dynamics of the race. The circuit now has a smoother flow, making it easier to follow each other without slipping and overheating the tires. So the new design does not approach the high-speed track, so much so that the throttle will remain open only 50% of the time. The average lap time in qualifying should be around 180 km/h, a far cry from the 215 km/h in Baku and Closer to 170 km/h than Monacowhere we have already seen how attackable Red Bull is.

Values ​​in the field

Red Bull makes no secret of its relative concern for Singapore. The RB19 has already shown that it doesn’t like street track bumps, as it was designed to run low and hard. For the same reason low speed curves They are not his strong point, just as the maximum load configuration is not. The RB19 also revolves around settings that favor race speed, while struggling in qualifying to express the same potential. Overtaking in Singapore is not impossible, but it is still prohibited. If the world champions lose pole position, as has already happened in Baku, Budapest and Monza, the path to victory may be arduous.

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Ferrari is not starting again from the podium in Monza, but from Zandvoort’s struggles in high load conditions, which greatly limits the red. On the other hand, the slow speeds in Singapore, which brought mechanical grip to the surface, will help mask the problem. So we will have to wait for Suzuka to evaluate it Advances in high load management Which Vasseur talked about after the Zandvoort phase.
The Cavallino has often been decisive in Singapore, with its four poles since 2015, demonstrating a good interpretation of the track and a design tradition that knows how to enhance traction when exiting corners. Moreover, the driver can make a difference for citizens, as long as he can rely on a car that gives him confidence. After failing to do so in Monaco, where the SF-23 bounced around the corners, this has become Ferrari’s biggest challenge in Asia.

Mercedes It is one of the top candidates for the podium, with the W14 proving in Barcelona, ​​Budapest and Zandvoort that it performs well in the high load configuration. The only concern, if anything, is poor mid-turn turn-in and slippage on exit. Among the great expectations also stands out Aston Martin, in great condition in Zandvoort and even more so in Munich. The Citizens’ 90-degree curves hide the AMR23’s instability during travel, and also highlight its traction characteristics. McLaren Instead, he is preparing for another weekend in defence, aware that low-speed corners are one of his weaknesses. However, between the new guidelines and the unpredictability of street circuits, predictions for Singapore are the one thing where it is difficult to say much.

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