Uh, no. Now all we have to hope is that the FIA give us all jobs and 1% of Bernie’s $$ – Do you think Tilke or Bernie read these message boards? No thanks, the best we can do is suggest and present our personal new ideas.
I’m writing on how and why I think is the best plausible overtaking sport that can be build, that’s all, nothing more. Frankly, to me it’s just frustrating because it is things like this which, for any serious motor-racing fan or F1 fan, are obvious, the designer doesn’t see. I’ve seen/read Tilke interviews, and similar to his talk about the Korean GP, he feels having a bunch of slow corners before a straight is actually the best way to increase the chances to overtake. However, based on what I’ve seen from every race held in Abu Dhabi, that simply isn’t the case, which almost leads me to question if Tilke even watches F1. I honestly don’t know.
I think what Tilke has got wrong in his track design philosophy is that there are too often slow corners before long straights. I understand why it’s so often so, too fast a corner can ruin overtaking chances on a long straight as you lose downforce behind another car in that corner, BCN’s final corner/pit straight and and Magny-Cours’s first corners/straight to hairpin are good examples on that.
But neither slow corners are the best solution to increase overtaking, it’s fast corners that enable you to gain speed advantage compared to the car ahead. Slow corners/corner sequences just lead to a drag race on the straight like Petrov/Alonso at Abu Crappy ’10. And in a slow corner, you can block the car behind so that he can’t get any speed advantage. Best solution is a medium-fast corner, like Junção at Interlagos. It’s a corner where a better car can have a significant speed advantage, yet it doesn’t lose too much downforce. Degner is quite on the edge whether it’s too fast, obviously aerodynamics have significant effect in that corner.
But there’s currently one thing that enables overtaking even if the corner before the straight is too fast or slow, the tyres. If the car ahead is struggling with tyres, he’s got worse traction at the exit of a slow corner, and you can get speed advantage. That happened in Valencia this year, first laps looked like usual Valencia, because everybody had fresh tyres. But once some drivers’ tyres started to wear out, we saw lots of overtaking. But current rapidly-degrading Pirelli’s also enable overtaking after a “too fast” corner, if the car ahead has worn-out tyres, you may lose downforce and still get speed advantage. Maybe that’s why we saw so much overtaking in the hairpin after Degner this year, car with fresher tyres got sapped advantage for the straight.
And yeah, maybe the kink affects too. Usually, most drivers are less likely to go defensive for the inside of a slow corner if there’s a kink before it. Why so, after all? If there wasn’t a need to, it’s a loss-loss-loss situation. You take a poor line through that corner and miss the apex, you get a poor exit out of the corner and you have dirt and debris on your tyres.
Also, lastly, while I obviously I understand that Tilke cannot manipulate the landscape he is given, but regarding elevation change, it’d be efficient if the straight itself was an uphill climb for extreme slipstream effect, then the braking zone was downhill to allow braver drivers to out-brake the others.