F1 Fanatic - The Formula 1 Blog » Circuit de Catalunya, Barcelona

Changing tracks: Circuit de Catalunya

Keith Collantine — Mon, 03 May 2010 08:04:51 +0000

Two of Catalunya's quick corners were chopped in 2007

Formula 1 holds its 20th race at the Circuit de Catalunya this weekend.

The track has changed little in that time. But after only three years one corner which several drivers called the best on the track was cut.

More recently two other fast corners have been neutered by the introduction of a chicane. The track has gained an unenviable reputation for producing boring races.

Circuit de Catalunya: 1991

Length: 4.747km

Circuit de Catalunya: 2010

Length: 4.655km

How the track has changed

Campsa and Nissan

The first eight corners on the Circuit de Catalunya are the same now as they were in 1991. Campsa is the first corner to have changed – it became a longer turn in 1995 to bypass the Nissan chicane.

Johnny Herbert was among the drivers who called the fast right-left Nissan chicane the best corner on the track. But in 1994, following a spate of crashes including those which claimed Ayrton Senna and Roland Ratzenberg, the drivers decided this corner had to go. An 11th-hour strike threat on the eve of the Grand Prix forced the organisers to build a temporary tyre wall in front of the offending corner.

The following year Campsa led directly onto an extended straight leading towards La Caixa and the Nissan corner was consigned to history.

La Caixa

La Caixa was the next corner to be changed, in 2004. By tightening the corner the race organisers hoped more overtaking would be encouraged.

The corner has seen some controversial clashes in other championships – Lewis Hamilton was knocked out of the lead by GP2 team mate Alexandre Premat here in 2006, and too much argy-bargy in the DTM race in 2007 led Audi to make a controversial mass withdrawal.

But there’s been precious little action there in F1.

New Holland chicane

Two more fast corners were neutered in 2007: Europcar and New Holland. Again, this was because the organisers felt the corners were being taken too quickly for the amount of run-off area available.

Like the other changed parts of the circuit the original corners are still there but are no longer used for Formula 1.

An unpopular circuit

The Circuit de Catalunya is a classic example of how even relatively modern circuits have had to change to meet increasingly stringent safety demands.

Although it has retained some of its high-speed corners the changes have altered the circuit’s character. The loss of Nissan and the change at La Caixa have sapped the middle part of the lap of its tempo and rhythm.

When the circuit was first built prevailing wisdom held that the combination of a fast final corner and a long straight leading into a braking zone would encourage overtaking, as cars would be able to slipstream each other down the straight.

However in the two decades which have passed since then increasing aerodynamic refinement on F1 cars has made them more sensitive to following in the disturbed air of a leading car and reduced the beneficial effect of slipstreaming on a straight.

Perhaps modern F1 cars are more to blame than the track for producing unexciting races. The Spanish Grand Prix was voted the third worst race of the year here in 2008 and again in 2009.

What do you think of the changes made to the Circuit de Catalunya over the years? Have they been for the better or worse? Have your say in the comments.

Circuit de Catalunya 2010 (click to enlarge)

How F1 tracks have changed

Dry weather expected for final test

Keith Collantine — Tue, 23 Feb 2010 10:53:08 +0000

The teams had to dodge the rain at Jerez but the final four-day test before the first race of 2010 looks set to be dry.

The weather forecast for the Circuit de Catalunya is largely dry with temperatures in the mid-teens (C).

Some forecasts suggest a low chance of rain – 20-30% – on Friday and Saturday.

At least 11 teams will be at the home of the Spanish Grand Prix for the test but there’s still no sign of Campos Meta or US F1, or Stefan GP for that matter.

During the worst of the weather at Jerez Ferrari suggested the teams would be better off testing in drier (but more distant) venues. The teams have tested at Bahrain in recent years, though sand storms have caused problems at that circuit in past tests.

2010 F1 testing dates confirmed

Keith Collantine — Tue, 05 Jan 2010 10:05:51 +0000

No F1 tests at Portimao this year

I’ve had confirmation through from one of the teams of the dates of this year’s test sessions. These are as follows:

February 1st – 3rd – Valencia (Ricardo Tormo), Spain
February 10th – 13th – Jerez, Spain
February 17th – 20th – Jerez, Spain
February 25th – 28th – Circuit de Catalunya, Spain

So far only Mercedes have confirmed their 2010 F1 car launch date – it will break cover at Valencia on the first day of February to coincide with the start of testing.

The teams only get 15,000km of testing (the same as last year) which they will spread across 15 days. It remains to be seen which teams and drivers will be present on which days.

Last year almost all the testing was done by race drivers, the main exception being Kamui Kobayashi who did several days for Toyota – which probably served him in good stead when he substituted for Timo Glock at the end of the year.

Expect the regular racers to do most of the work as once the season has begun there will be no opportunity for circuit testing except for teams bringing in new drivers.

All the group tests are scheduled to take place at Spanish tracks. The teams will not return to the Portimao circuit, where F1 testing began last year, perhaps fearing more of the heavy rain they encountered last time.

The new Motorland Aragon facility in Spain is also not being used – the teams will stick to the tried-and-tested venues of Valencia, Jerez and the Circuit de Catalunya.

Last year Ferrari missed one of the group tests to go to their local Mugello circuit in search of better weather (and perhaps more privacy). This could happen again – it certainly wouldn’t feel right not seeing the new Ferrari being put through its paces around the historic Scuderia test track.

If you’re planning to go watch one of the test sessions live, let us know in the comments.

The 2010 F1 testing dates have been added to the F1 Fanatic Google Calendar and the full 2010 F1 calendar will be added shortly too

Last-second lap puts Button on pole (Spanish Grand Prix qualifying)

Keith Collantine — Sat, 09 May 2009 13:16:11 +0000

Button stole pole with a fabulous late lap

Jenson Button starts from pole position for the third time this year after a stunning last-gasp lap at the Circuit de Catalunya.

Button bumped title rival Sebastian Vettel back to second place having begun his final effort with only two seconds to spare.

Meanwhile it was another qualifying disaster for Ferrari as Kimi Raikkonen was knocked out in the first segment and starts 16th.

Q1

Several top drivers began Q1 trying to get quick times out of the hard tyres. But even the Brawn drivers found them too slow.

Others, like Felipe Massa, elected to run the soft tyre from the start and he went quickest of all to begin with, carrying on his form from practice with a 1’20.484.

McLaren were visibly struggling, Heikki Kovalainen seemingly rooted to the bottom five despite several attempts on soft tyres. Stuck in 18th on 1’22.093, he improved to a 1’21.675, leaving him a vulnerable 14th.

Felipe Massa and second-placed Sebastian Vettel stayed in the pits during the final flurry of laps. So did Kimi Raikkonen, but he was eight tenths slower than his team mate.

That proved a fatal mistake by Ferrari – just as it had been for Massa at Malaysia. Raikkonen was knocked back by a series of improving rivals and fell to 16th – and out of qualifying.

Drivers eliminated in Q1

16. Kimi Raikkonen, Ferrari, 1’21.291
17. Sebastien Bourdais, Toro Rosso-Ferrari, 1’21.300
18. Heikki Kovalainen, McLaren-Mercedes, 1’21.675
19. Adrian Sutil, Force India-Mercedes, 1’21.742
20. Giancarlo Fisichella, Force India-Mercedes, 1’22.204

Q2

Sebastien Buemi made the early running but a mistake at Campsa saw him bump across the gravel trap and make light contact with the barrier.

The Red Bulls, meanwhile, were flying. Mark Webber set a 1’20.007 and Vettel lined up behind him on a 1’20.220. The German might have been quicker but for a mistake at the chicane on his second lap on the soft tyres.

The heavily revised BMWs of Robert Kubica and Nick Heidfeld were the last ones to set times, both making it into the top ten. That left Nelson Piquet Jnr, Lewis Hamilton, Nico Rosberg, Timo Glock and Buemi in the drop zone as the final laps began.

Glock and Rosberg escaped the drop zone at their last attempt. Rosberg improved to seventh with a 1’20.256 and made it into Q3 – meanwhile team mate Nakajima was knocked out along with Nick Heidfeld.

Drivers eliminated in Q2

11. Kazuki Nakajima, Williams-Toyota, 1’20.531
12. Nelson Piquet Jnr, Renault, 1’20.604
13. Nick Heidfeld, BMW, 1’20.676
14. Lewis Hamilton, McLaren-Mercedes, 1’20.805
15. Sebastien Buemi, Toro Rosso-Ferrari, 1’21.067

Q3

Toyota, Brawn and Red Bull got both of their cars into the final ten, with Massa, Alonso, Kubica and Rosberg joining the competition for pole position.

Barrichello, who had ended Q2 quickest of all, took up place at the top of the times sheets to begin with, setting a 1’21.442. Vettel eclipsed that mark but Massa failed to after making a mistake in the middle sector.

Barrichello’s final lap put him fastest on a 1’20.762 but Vettel had more pace in hand, snatching the squickest time by one tenth of a second.

Meanwhile team mate Button had left it very late to start his final flying lap – crossing the start line with just two seconds to spare after having moved over on his out-lap to let Kubica past.

Button matched Vettel in the first two sectors of the lap but an exquisite final sector – fastest of all by 0.1s – handed him a crucial pole position.

That bumped Barrichello back to third alongside Massa in the improving Ferrari. Unlike last year there were no low-fuel fireworks from home hero Alonso, who lines up seventh behind the Toyotas.

The cars’ fuel loads have been revealed: Button will pit two laps before Vettel (Spanish GP fuel weights and pit stops)

Top ten drivers in Q3

1. Jenson Button, Brawn-Mercedes, 1′20.527
2. Sebastian Vettel, Toro Rosso-Ferrari, 1′20.660
3. Rubens Barrichello, Brawn-Mercedes, 1′20.762
4. Felipe Massa, Ferrari, 1′20.934
5. Mark Webber, Red Bull-Renault, 1′21.049
6. Timo Glock, Toyota, 1′21.247
7. Jarno Trulli, Toyota, 1′21.254
8. Fernando Alonso, Renault, 1′21.392
9. Nico Rosberg, Williams-Toyota, 1′22.558
10. Robert Kubica, BMW, 1′22.685

Lap times at the Circuit de Catalunya

Keith Collantine — Wed, 06 May 2009 06:00:17 +0000

Fastest qualifying times at the Circuit de Catalunya, 1991-2008 (click to enlarge)

F1 has raced at the Circuit de Catalunya for the last 18 years and, compared to many other circuits, the track has changed little in that time.

So how have lap times at the circuit changed over the years – and when were F1 cars at their fastest?

Changes to the track

1994 – Temporary tyre chicane inserted at Nissan corner to slow the cars down. One of many tracks to gain a temporary chicane following the Imola tragedies earlier that year. (See 10 worst… chicanes)

1995 – Nissan cut back into Campsa corner, which remains today.

2004 – La Caixa tightened in (largely unsuccessful) attempt to increase opportunity for overtaking.

2007 – Chicane inserted before New Holland for safety reasons.

Other reasons for lap time changes

Three main factors influence lap times: the rules, the track configuration, and whether there are competing tyre manufacturers in the sport.

For example, during the Bridgestone-Michelin tyre war of 2001-2006, the technical regulations were largely stable, and lap times generally decreased.

In 1997 the arrival of Bridgestone sparked a tyre war with Goodyear and lap times plummeted. But the next year the FIA reacted by introducing grooved tyres and other changes, and lap times went back up.

The latest changes to the circuit have made the lap slower. There were concerns that there was inadequate run-off at the final two corners on the circuit.

Inevitably, you have to wonder how much quicker the cars would be on the original track if they still had V10 engines (or, indeed, V12s), unrestricted aerodynamics, and competing tyre manufacturers.

In a later article I’ll take a look at how lap times changed at a different circuit at a different period in time, giving us a chance to compare how quickly the cars improved.

Read more: 2009 F1 cars quicker than in 2008

Michael Schumacher did a 1'14.637 around Barcelona in 2006

Teams bringing new parts to catch Brawn (Spanish Grand Prix preview)

Keith Collantine — Mon, 04 May 2009 17:19:19 +0000

Robert Kubica will be hoping his revised BMW F1.09 performs better

Many F1 teams are expecting a boost in performance at the Spanish Grand Prix as the return to Europe gives them a chance to bring a host of news parts.

Several of them are likely to introduce their versions of the ‘double decker diffusers’ that were confirmed legal last month.

But with Brawn bringing updated parts too, can anyone narrow the gap to the flying BGP001s?

How far ahead are Brawn?

John Spencer has put together these charts looking at how the teams stack up alongside Brawn over the first four races:

Brawn versus other teams in qualifying

Brawn versus other teams in races

Interestingly the circuit where Brawn’s advantage has been greatest so far is Sepang. Its long straights and high aerodynamic loads make it more similar to the Catalunya circuit than the other three, suggesting Brawn should be especially strong here. But will that be the case?

New parts

Here’s what the teams have said about new components they’ll be bringing to Spain:

BMW – Claims it will have a “new nose section, more deeply undercut sidepods and rear wing” along with revisions to its front wing, engine cover and underbody. The latter will presumably include a revised diffuser.

It looks likely to be one of the most revised cars on the grid – and boy do they need it to be.

Ferrari – Lots of changes to the F60, some have even unofficially dubbed it the ‘F60B’. Goofy has posted some videos of it in the forum although as it’s shot from a distance it’s tricky to see what changes have been made:

Toyota - Dieter Gass has said the team are planning a minor aerodynamic upgrade for Catalunya.

McLaren – Having rushed in changes to its diffuser at China following the diffuser verdict, McLaren has played down its ability to get many new parts on the car this weekend.

Brawn – The team they’re all trying to catch isn’t standing still. Ross Brawn had this to say:

Whilst we have been away racing over the past few weeks, the factory has been working extremely hard on our upgrade package for the BGP 001 and we look forward to seeing the results of our development work on track in Barcelona this weekend.

Will any of the teams be able to catch Brawn at Spain?

Spanish Grand Prix weather forecast

Keith Collantine — Mon, 04 May 2009 09:01:59 +0000

Weather conditions for the Spanish Grand Prix this weekend are set to be warm and dry – but not scorching.

After a rain-hit start to the season the Spanish Grand Prix is likely to be free of precipitation. However rain is expected in the Montmelo region on Saturday night.

This could have an effect on Sunday’s race by washing away the weekend’s build-up of rubber and changing how the tyres perform. The teams will be using the hard and soft tyres this weekend.

Most weather sites forecast temperatures in the low 20s for the weekend.

Of the 18 Spanish Grands Prix to be held at the Circuit de Catalunya, three have been affected by rain. The 1992 and 1996 races were run in heavy wet conditions, and the track was damp early in the inaugural 1991 race.

Ten ways to pick an F1 race to visit

Keith Collantine — Fri, 20 Feb 2009 11:00:05 +0000

Which F1 race do you most want to see?

With the 2009 F1 season almost upon us fans will be sorting out their plans to go to a Grand Prix.

So how do you go about picking which race to go to? Here are ten ways to help make up your mind.

Geography

View Larger Map

Where you live can seriously restrict your choice of races. Europeans are spoiled for choice, but North American fans face a major expedition if they want to see live F1 action.

Also remember that some tracks are easier to get to than others. Valencia, Monte-Carlo and Singapore are all in urban areas. But Istanbul Park is two hours’ drive outside of the city it’s named after.

Spectacle

Some F1 races are more about the spectacle of the event than the quality of the racing.

If glitz and glamour is your thing, then Monte-Carlo should be your destination. For the unique thrill of night racing, head for Singapore.

Or if you want to soak up the atmosphere of a classic F1 race at a venue steeped in history, Monza and Spa-Francorchamps are the best places to head for. I’ve been to both, and wouldn’t hesitate to recommend them.

Racing

If what draws you to F1 is the prospect of seeing wheel-to-wheel racing, some tracks are more likely to offer that than others.

Bahrain, for example, may not be the most inspiring venue, but you can usually expect a good race.

Weather

Hard to believe, but Silverstone in the wet isn't everyone's cup of tea

If you’ve got kids in tow, or you’ve cajoled a non-fan in coming along with you, they might not appreciate standing on the outside of Eau Rouge while their shoes fill up with water.

Statistically, your best bets if you’re looking for a dry race are Monza (last year was its only significantly wet race in 58 Grands Prix), the Hungaroring (one wet race out of 23) and Bahrain (erm, it’s in a desert).

On the other hand, hard-bitten F1 Fanatics know wet races equal maximum excitement. So pack your anorak and head for Spa-Francorchamps or Shanghai to increase your chance of seeing wet weather action.

Cost

If money’s a concern it’s worth knowing which races cost more to attend than others – and what can push prices up the most.

Some races are dearer to start with: Monaco for example. Travel distance is a big consideration when it comes to budgets, and if you’re heading abroad for a Grand Prix keep an eye on the exchange rates,

Once you’ve done your sums you may find it works out cheaper to head abroad to watch a race than stay at home. Historically Spa has been a good alternative to Silverstone for British fans, particularly those in the south, though the weakening pound may have changed that.

Another cost factor is whether you plan to watch all three days’ action or not. With this year’s engine rules there might not be much F1 running on Fridays, particularly at the races early on in the season. The good thing about Fridays is that, as they tend to be quieter, you have more time and space to have a walk around the track and see the action from all angles.

If you are thinking of doing all three days it’s also worth checking what other races are on during the weekend.

Support races

GP2 provides the wheel-to-wheel action F1 often lacks

One of the curses of modern F1 for the track side spectator is the large amount of unused track time built into the race weekend’s schedule. This is to prevent F1’s precious television broadcasts being delayed because of a pile-up in a support race.

Support races at Grands Prix are a bit of a mixed bag. GP2 offers fabulous entertainment, often providing the best of the weekend’s action, and most Grands Prix include two GP2 races. On the other hand, I usually go for a walk when the Porsche Supercup is on.

Formula BMW Europe joined the schedule at some F1 races last year, offering a chance to see the stars of tomorrow crashing into each other. This year Formula Masters and the new Formula Two championship will appear at some races.

For details of support races at each of this year’s Grands Prix, check the race information links at the bottom of the page.

Crowd size

A packed crowd means a good atmosphere, and you’re guaranteed one if you head to the likes of Monza, Interlagos or Silverstone. Both Spanish races these days get huge audiences too. But that also means you’ve got to act fast to get your tickets booked.

How much can you see?

There are two sides to this. First, how much of the track is visible from the grandstands? At Fuji you can see much of the circuit from the spectators’ stands along the main straight. But at Monaco you’ll probably only be able to see the corner in front of you – unless you know someone with a penthouse…

Then there’s the question of how many times the cars are going to come past. Spa’s 7km long lap means you’ll only see them 44 times in a race, but at Interlagos they’ll come by 70 times.

Video

Wherever you end up sitting at a Grand Prix it’s hard to avoid the risk of missing some crucial action. And if you’re not within sight of the pit lane, keeping track of who’s pitted can be difficult.

There are two solutions: either find a grandstand near to a video wall, or hire a Kangaroo TV screen for the weekend which shows the same pictures. You can pre-book Kangaroos before the race on their website.

Transport and accommodation

Finally, a word of caution. Tedious though it might be, if you don’t figure out the logistics of your Grand Prix expedition you could give yourself a real headache. The last thing you want is to be running towards the circuit gates while the cars are on their formation lap.

Figure out where you’re staying, how you’re getting there, and how you’re going to commute to the track. I can tell you from experience that staying at Thessaloniki in Greece is not the best way to take in the Turkish Grand Prix…

If you’re going for all three days of the weekend (remember Monaco is Thursday, Saturday and Sunday), striking a balance between finding somewhere near to the track and not getting ripped off can be tricky. Have a look at the information posted by F1 fans on the different circuits, and post questions if you’re looking for specific information:

How do you pick which F1 race to go to? Are you going to a Grand Prix for the first time this year? Have your say in the comments.

Silverstone 2009 Meet & Greet

Heading to Silverstone for the British Grand Prix this year? Head over to the forum for details of the 2009 British Grand Prix F1 Fanatic Meet & Greet.

Enjoyed this post? You can vote for it on Digg, submit it to Stumbleupon, or share it with the rest of the world using the social sites below.

Images (C) Red Bull / GEPA, Ferrari spa, GP2 Media Service / Alastair Staley

2009 F1 tracks compared

Keith Collantine — Tue, 17 Feb 2009 11:00:53 +0000

F1 cars exceed 350kph on Monza's long straights

After looking at the 2009 F1 cars from various angles many people have remarked on how different many of the designs are.

But if we take a look at the circuits alongside one another it seems F1 tracks are becoming increasingly similar.

2009 F1 tracks – top speeds

Venue – Top speed (kph/mph)
Monza – 351/218
Istanbul – 315/195
Interlagos – 314/195
Suzuka – 313/194
Spa-Francorchamps – 310/192
Shanghai – 310/192
Bahrain – 309/192
Catalunya – 308/191
Valencia – 306/190
Melbourne – 303/188
Nürburgring – 300/186
Sepang – 297/184
Singapore – 297/184
Silverstone – 294/182
Hungaroring – 291/180
Monte-Carlo – 286/177

A few years ago the Hockenheimring would have been up there with Monza as one of two tracks where F1 cars are trimmed out for maximum speed.

But, besides the fact it is not on the calendar this year, it’s 2002 re-modelling by Hermann Tilke has drastically changed its character, and it’s no longer the flat-out forest blast it used to be.

2009 F1 tracks – lap length

Venue – Lap length (km)
Spa – 7.004
Suzuka – 5.807
Abu Dhabi – 5.8*
Monza – 5.793
Sepang – 5.543
Shanghai – 5.451
Valencia – 5.44
Bahrain – 5.412
Istanbul – 5.338
Melbourne – 5.303
Nürburgring – 5.148
Silverstone – 5.141
Singapore – 5.067
Catalunya – 4.655
Hungaroring – 4.381
Interlagos – 4.309
Monte-Carlo – 3.34

For proof that F1 circuits are becoming increasingly similar, look no further than this graph. In terms of length F1′s newest circuits are a homogeneous bunch, most measuring between 5-5.5km.

On the face of it this may not seem like too big a deal, but it seems like a requirement of the regulations that stifles creativity.

There are plenty of arguments for having a greater variety of circuit lengths in Formula 1. Longer tracks with more corners are more challenging to master, require more of a compromise in setup and, as drivers have fewer chances to reach the pits, can be more demanding in terms of strategy. On shorter tracks traffic is more of a problem.

But the bottom line is this: variety is good and by this measure F1 tracks are becoming much less varied.

*Construction not complete. See here for pictures of the Abu Dhabi circuit plans: Abu Dhabi Grand Prix launch pictures

2009 F1 tracks – longest flat-out section

Venue – Longest flat-out section (m)
Spa – 1,865
Shanghai – 1,370
Monza – 1,320
Suzuka – 1,230
Interlagos – 1,220
Istanbul – 1,200
Catalunya – 1,140
Bahrain – 1,050
Valencia – 930
Silverstone – 890
Sepang – 830
Nürburgring – 800
Hungaroring – 750
Melbourne – 735
Singapore – 650
Monte-Carlo – 510

Thanks to increased downforce on F1 cars and resurfacing at Spa-Francorchamps, corners such as Eau Rouge which once required a lift of the throttle are now comfortably flat. Though with downforce reduced this year, perhaps drivers will have to think twice about tackling them without lifting?

That could undermine Spa’s claim to have the longest flat-out blast in F1, just over 1.8km long. That’s slightly longer than half a lap of Monte-Carlo, by the way, another reason why greater variation between tracks is A Good Thing,

What is also curious here is that Shanghai, the venue with the second-longest flat-out section, has the third lowest proportion of the lap spent flat out.

2009 F1 tracks – full throttle

Venue – % of lap spent at full throttle
Spa – 70%
Monza – 70%
Suzuka – 67%
Melbourne – 65%
Sepang – 65%
Interlagos – 65%
Silverstone – 64%
Bahrain – 63%
Istanbul – 63%
Nürburgring – 62%
Valencia – 59%
Hungaroring – 58%
Catalunya – 57%
Shanghai – 55%
Singapore – 44%
Monte-Carlo – 42%

It would be fascinating to see how this data compares from F1 in the 1960s and 1970s, when laps of tracks like Monza, Silverstone and the Osterreichring were tackled with little deceleration at all.

Similarly, what about the superspeedway ovals of America like those used in the Indy Racing League? The percent of a spent at full throttle at track like Michigan must be in the high 90s.

Some might think this is heresy, but I’d love to see F1 take in a couple of oval tracks during a season, to bring more variety and a whole different discipline of racing to the sport.

2009 F1 tracks – tyre wear

Lewis Hamilton has had tyre trouble on both his visits to Istanbul Park

Venue – Tyre wear
Suzuka – high
Istanbul – high
Silverstone – medium/high
Hungaroring – medium/high
Spa – medium
Shanghai – medium
Interlagos – medium
Catalunya – medium
Bahrain – medium
Valencia – medium
Sepang – medium
Nürburgring – medium
Singapore – medium
Monte-Carlo – medium
Melbourne – medium/low
Monza – low

Tyre wear is likely to change dramatically in 2009 as F1 makes its long-awaited switch back to slicks from grooved tyres.

Early tests on Bridgestone’s slick rubber suggest drivers will struggle with high wear particularly on the rear tyres. But much of the off-season testing has taken place at lower temperatures than those usually seen at Grand Prix weekends, so it remains to be seen exactly how the tyres will work.

That said, a high tyre wear track will still be a high tyre wear track, just as there will always be some drivers who dish out more punishment to their equipment than others. Step forward Lewis Haimilton, who’s borne the brunt of tyre wear trouble at Istanbul for the last two years. This year Suzuka, another high tyre wear track, returns to the F1 calendar for the first time since Hamilton arrived in the sport – so make a note to keep an eye on the state of Hamilton’s Bridgestones there.

2009 F1 tracks – brake wear

Venue – Brake wear
Singapore – very high
Melbourne – high
Hungaroring – high
Bahrain – high
Nürburgring – high
Monte-Carlo – high
Monza – high
Suzuka – high
Shanghai – medium
Valencia – medium
Silverstone – low
Spa – low
Interlagos – low
Catalunya – low
Sepang – low
Istanbul – low

For years Montreal was renowned as the most punishing track for brakes. Sadly, the Circuit Gilles Villeneuve is not on the 2009 F1 calendar.

Taking its place as the most tortuous track for brake discs in Singapore. Each 5km lap has 23 corners, most of them quite slow, and high ambient temperatures won’t help. The track is being mildly revised for the 2009 race, but expects its brake-munching tendencies to remain.

2009 F1 tracks – downforce level

Venue – Downforce level
Singapore – very high
Hungaroring – very high
Monte-Carlo – very high
Valencia – high
Silverstone – high
Catalunya – high
Sepang – high
Melbourne – high
Shanghai – medium/high
Interlagos – medium
Istanbul – medium
Bahrain – medium
Nürburgring – medium
Spa – low
Suzuka – low
Monza – very low

Singapore joins the Hungaroring and Monte-Carlo in the maximum downforce club, where top speed is sacrificed for maximum cornering grip.

One of the talking points of the off-season has been whether the new aerodynamic regulations will actually reduce downforce. If they have been successful, differences in the performance of the cars at high downforce tracks versus low downforce tracks should be visible.

2009 F1 tracks – gear changes

Venue – Gear changes per lap
Singapore – 76
Valencia – 74
Sepang – 60
Melbourne – 60
Bahrain – 58
Nürburgring – 58
Monte-Carlo – 54
Shanghai – 52
Spa – 52
Hungaroring – 50
Monza – 46
Catalunya – 44
Istanbul – 42
Suzuka – 42
Interlagos – 40
Silverstone – 40

Before semi-automatic gearboxes arrived the number of gear changes per lap was especially crucial. A mis-timed gearchange could let a chasing driver slip by or, worse, over-rev an engine causing a DNF. This was a particularly worry at Monte-Carlo in the days when the race was 100 laps long, and some drivers would reach the chequered flag with the skin missing from their right hand.

Data: BMW, 2006-8

What do you think of the 2009 F1 tracks? Does the F1 calendar need more variety? Leave a comment below.

Read about every track used in Formula 1:

2009 F1 calendar

Images (C) Ferrari spa, Daimler

How Hermann Tilke conquered the F1 calendar, 1996-2009 (Video)

Keith Collantine — Thu, 05 Feb 2009 07:00:18 +0000

Hermann Tilke's A1 Ring was first used in 1997

Yesterday’s discussion about a potential Rome Grand Prix circuit turned into a debate about Hermann Tilke’s abilities as an F1 track designer. Daniel put forward the case for the prosecution:

Why do they still get this guy to build tracks? Every track he has designed is boring. With all the new tracks that have appeared in the last five or six years, the old ones are still the most entertaining: look at Spa and Monza.

Paul responded:

Tilke is rather limited to what he can produce by (presumably) FOM/Bernie and FIA regulations [...] I really don’t see any bad track he’s produced aside from Valencia, and we only have fifty or so laps to base that upon.

Has Hermann Tilke ruined the F1 calendar? Let’s take a look at what he’s done for F1 track design in the last 14 years.

In 1997 the Austrian Grand Prix returned to the calendar on a circuit based on the popular old Osterreichring. But the new A1-Ring was a radically different affair to its predecessor: the fast, long-radio turns of the original were replaced by tight, slow corners.

This is one of the hallmarks of Tilke’s designs and by comparing the calendar of 13 years ago with today’s schedule we can see the influence it has had.

1996 F1 calendar

Melbourne, Australia
Interlagos, Brazil
Buenos Aires, Argentina
Nürburgring, Germany
Imola, San Marino
Monte-Carlo, Monaco
Circuit de Catalunya, Spain
Circuit Gilles Villeneuve, Canada
Magny-Cours, France
Silverstone, Great Britain
Hockenheimring, Germany
Hungaroring, Budapest
Spa-Francorchamps, Belgium
Monza, Italy
Estoril, Portugal
Suzuka, Japan

Since 1996 every new track that has been introduced on the calendar has been developed by Tilke GmbH. And on almost every other occasion where an existing track has been changed, the modifications were handled by Tilke’s team – with the possible exception of Indianapolis in 2000 (I’m not sure who handled that one):

1997 – A1-Ring
1999 – Sepang International Circuit
2000 – Monza (first chicane)
2002 – Hockenheimring (major re-design)
2002 – Nürburgring (new corners at start of lap)
2003 – Monte-Carlo (Rascasse reprofiling and moving of barriers)
2003 – Magny-Cours (new corners at end of lap)
2003 – Hungaroring (new corners at end of lap)
2004 – Bahrain International Circuit
2004 – Shanghai International Circuit
2005 – Istanbul Park
2007 – Catalunya (new chicane at end of lap)
2007 – Fuji (major re-design)
2007 – Spa-Francorchamps (new chicane at end of lap)
2008 – Valencia
2008 – Singapore
2009 – Abu Dhabi
2010 – Donington (major re-design)

Regardless of what you think of Tilke’s tracks, you have to ask whether only having one circuit designer is good for Formula 1. Where are the new ideas going to come from in a monopoly? How can good value for money be ensured in an industry where there is no competition?

2009 F1 calendar

The first race at Tilke's Valencia street circuit was processional

Here’s this year’s calendar with the tracks entirely designed by Tilke marked in bold and the tracks where he’s changed at least one corner in italics:

Melbourne, Australia
Sepang, Malaysia
Shanghai International Circuit, China
Bahrain International Circuit, Bahrain
Circuit de Catalunya, Spain
Monte-Carlo, Monaco
Istanbul, Turkey
Silverstone, Great Britain
Nürburgring, Germany
Hungaroring, Budapest
Valencia, Spain
Spa-Francorchamps, Belgium
Monza, Italy
Marina Bay, Singapore
Suzuka, Japan
Interlagos, Brazil
Yas Island, Abu Dhabi

On top of that, the German and Japanese rounds are being rotated between two other circuits which aren’t hosting Grands Prix year, but will be on the 2010 F1 calendar.

These are the Hockenheimring, which was substantially re-designed by Tilke in 2002, and Fuji Speedway, which has also had a complete Tilke overhaul.

Culprit or scapegoat?

Tilke gets a hard time from a lot of F1 fans. His designs are derided for being unimaginative, with too many slow corners.

I think Tilke gets a bad press. As this Youtube video posted by Gabal on the forum shows, he is more of a petrol head than people give him credit for:

It’s hard to match the idea of Hermann Tilke grinning through hot laps of the Nordschleife in a Lamborghini with the man who gave us horrible Mickey Mouse bends like the final sector at Fuji Speedway. So what’s the problem?

As I’ve said before I think the regulations are partly to blame. Why should the world’s most technologically sophisticated racing cars be prevented from tackling no more than ten degrees of gradient?

I also think the safety demands placed on modern circuits saps them of their power to impress us. This is not an argument for making tracks less safe, but I think it shows why the first turn at Shanghai doesn’t impress us the same way Eau Rouge or Blanchimont does. (Also, it helps that corners on old tracks usually have proper names).

Motorland Aragon – his finest work?

Motorland Aragon

Ironically, one of Tilke’s most promising tracks may never be used for an F1 race. Motorland Aragon in Spain includes the closest thing you can get to Laguna Seca’s fabled Corkscrew on an F1-ready track.

But with Spain already holding two Grands Prix at Catalunya and Valencia, its chances of getting on the calendar look slim. This is a great pity, as it looks like one of Tilke’s best efforts, and includes a dramatic pit building designed by Sir Norman Foster, the man behind the McLaren Technology Centre and many other exceptional pieces of architecture.

Although I’m not sure Tilke deserves all the criticism he gets, equally I’d like to see more variety in F1 track design. For example, given enough run-off space, why couldn’t F1 have high-speed circuits like the Monzas, Silverstones and Osterreichrings of old?

Do you think the Tilke track monopoly is good or bad for F1? Would Tilke produce better tracks if the rules were freer? Have your say in the comments.

Images (C) BMW ag, Red Bull / GEPA