Not as low as it could be, but with the soft rear suspension the back end will really hunker down along the straights. By having the pressure around 80% you get more consistent stopping power.We have moved the brake bias back slightly to add oversteer to the car and really get the front end into the corners. Don’t want to play around with this too much at Interlagos, as you need the responsiveness for the tight corners, but adding more toe-out will reduce straight line speed. For more information, see our [recent_post_carousel limit="16" autoplay="false" recent_post_slider dots="false" show_category_name="false" show_date="false" show_content="false" media_size="boombox_image360x270" show_author="false"] Watch Queue Queue You need to get out of the Esses well because the Reta Oposta is the second-longest acceleration zone of the lap and the first DRS spot.
How can you dominate the street circuit?The Canadian Grand Prix has long been one of the best on the calendar. The Canadian GP has a few bumps, and we also want to ride the kerbs aggressively through the final chicane so we can’t give ourselves Monza levels of ride height.Canada can be very hard on brakes, so we can’t pump up the pressure too much otherwise they may just let go late in the race. If you are not feeling comfortable with this setup then start by making adjustments to the differential and then begin to bring the front and rear suspensions back together. The long straights and multiple chicanes create one of the toughest circuits for brakes and can lead to some amazing wheel-to-wheel action.The most important sections of the track are in the final sector where the turn 10 hairpin, L’Epingle, is a great overtaking spot. All F1 cars start with negative camber on their tyres, meaning the top of the tyre is closer to the body than the bottom. Michael Romanidis 669 views. However, a poor exit can leave you wildly vulnerable down the Casino Straight toward the final chicane, especially when DRS is available. You need to be smooth in Interlagos, because the surface and the kerbs are not, and to find time around this circuit you need to take to the kerbs a lot.You can’t trim too much wing around Interlagos despite the two long flat-out sections.
F1 2020: Brazilian Grand Prix Wet Setup Guide – Career, my team, time trial. It rewards precision and punishes over-aggression, but if you get it just right, this is one of the most exciting tracks to race on. It leads to the big braking zone of the lap and the Wall of Champions, then another DRS zone on the pit straight. By making the rear suspension even softer than the front you allow the weight to shift back under acceleration, aiding traction even more.What this track does require though, is responsiveness on turn-in, and that is why the anti-roll bars are made firmer. We have taken more rear wing off, however, as there are several long acceleration zones where you need to minimise drag as much as possible. It helps us get into corners more effectively, but it will increase tyre wear. You need good front wing angle to create the front downforce so you can turn in well, and the rear is needed as you will be accelerating and turning frequently. This can be adjusted throughout the race, and will need to be done as the tyres get older.Leave the front tyre pressures alone so they remain responsive at turn-in, but we have let some air out of the rears to create a bigger contact patch and generate more traction out of the corners.Finally, move the weight ballast back slightly, again in the effort of increased traction and a little more responsive a front end.That’s it, that’s Canada and the Circuit Gilles Villeneuve. We have taken more rear wing off, however, as there are several long acceleration zones where you need to minimise drag as much as possible. As a result you should soften your suspension fairly considerably. If you are getting too much oversteer then lock up the differentials a little more, and if you are Suspension geometry can be one of the more complicated parts of car setup. By locking up the ‘on throttle’ differential more we create better traction out of corners and ask more of the tyres, which is just fine around Circuit Gilles Villeneuve as it is very kind to tyres. We need the front tyres responsive, but creating big differences in pressure will result in uneven wear so we leave them alone and just drop the rear pressure slightly.Do not touch the ballast that evens out weight distribution.
It is also a difficult track to get right, with a lengthy pit straight that requires high top speed but also a remarkably twisty, hilly, middle sector with a lot of quick changes of direction that require a responsive, well-balanced setup to maximise your speed.This circuit is unique due to the changes in camber and elevation throughout. It reduces body roll through corners and allows all four wheels to act in the corners.
You have to get that sector just right if you want to claim pole position, and it is also where most of your overtaking/defending will be done.With five quick changes of direction and several slow corner-entries we haven’t lowered the front wing angle too much. The front tyres are set in a toe out position, so the front of the tyres are further away from each other than the back. Watch Queue Queue. Canada needs acute turn-in that adding camber can help with, but it also requires terrific straight line speed which will be negatively affected by adding more camber.
This is an easy way to make minor adjustments to the setup without playing with the suspension too much. It will also help gain ground into the two hairpins where you can make a move on an unsuspecting foe. Take a little off the front so you can still lean on the tyres around the acceleration zones of the curved start/finish straight and carry nice speed up the hill as we turn toward the first hairpin.Toe describes how the tyres are aligned compared to each other. Moving the ballast forward will increase understeer and reduce traction, with moving it backward having the opposite affect. With turn five being the only fast turn we can get away with less rear downforce.Transmission is all about how the power gets down onto the track surface. For more information, see our [recent_post_carousel limit="16" autoplay="false" recent_post_slider dots="false" show_category_name="false" show_date="false" show_content="false" media_size="boombox_image360x270" show_author="false"]
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