Everyone’s Silverstone race strategy suffered on Sunday

2 Comments

The thing about Formula One race strategies is that they need to be adaptable to cope with the unforeseen circumstances that the sport invariably throws up. No matter the plan, teams must react quickly to whatever’s thrown at them.

When the strategists at each team sit down after qualifying on a Saturday evening to ponder their options, they look at data; weather forecasts; the cars around them on the grid; their own confidence in their race pace; start performance; the amount of tires used and those they have left, as well as many other factors.

Between strategists, engineers, management and the drivers themselves, they come up with at least two or three of the most probable scenarios or plans. Those plans will cover things like what happens if they have a good start or a bad start; where they are after lap one and what they do if it all goes wrong, have contact and an enforced first lap pitstop. They’ll have a ‘plan A’ which is the optimum strategy and considered the fastest way to the checkered flag and a ‘plan B’ to cover the possibility of the tires not lasting their intended stint length.

Sunday, everyone’s optimum race strategy was compromised in one way or another, by a number of issues.

After the practice sessions, analysis showed the fastest way for the top 10 to complete the race was a two stop strategy, starting on the medium tire, stopping around lap 17 for another set of mediums, before finally stopping around lap 35 for the hard. Whilst that may well have been what most intended, excessive graining on the options, unforeseen tire failures and safety cars changed things.

When Lewis Hamilton had the first failure whilst leading on lap 7, nobody thought it would be the start of a chain reaction.

Felipe Massa’s Ferrari was next to suffer the same left rear failure at the same point of the circuit and Jean Eric Vergne followed shortly afterwards with a similar and spectacular blow out of his own. That one, not only brought out the first safety car that stayed out for seven laps, but clearly raised eyebrows amongst the teams. It was clear there was an inherent problem affecting left rear tires and that meant that teams had to decide what to do.

Some pitted under the safety car, some drivers were told by their teams to try and avoid kerbs, some increased tire pressures in their pitstop sets to try and stiffen up the sidewalls, but the teams and Pirelli furiously tried to work out what was happening.

Avoiding kerbs clearly compromises race pace, as does running with higher than preferred pressures, and therefore can have an impact on strategy, but the possibility of more failures has even more dire effects. Those that pitted mostly switched to hard, prime tires after many struggled more than predicted on options, but were still on for the two stop plan to work, so they tentatively continued with the championship leader out front.

Vettel controlled the race pace well in the lead, keeping Rosberg behind until ten laps from the end when his Red Bull Racing RB9 ground to a halt with a failure of fifth gear. With the car in an unsafe position and Race Control more than happy to slow proceedings down to prevent anymore dangerous failures, the safety car was again deployed.

This was the point where teams had to make crucial, race defining and split second decisions.

For Rosberg, now out in front, it was easy, he had a worrying tire vibration and enough of a gap behind to make the unplanned third stop without losing track position.

For those behind it was make or break time and whilst Alonso and Webber also dived in and switched to a late three stopper under the safety car, Raikkonen’s Lotus team decided to leave him out.

That decision was a bad one and ultimately cost Kimi a podium spot as he struggled on old tires in the closing laps.

Whilst stopping meant that Webber and Alonso lost places initially, the fresh mediums for the short last stint allowed them to push hard to the flag and pass with relative ease to take second and third places respectively. Their teams got it right under pressure, Kimi’s unfortunately didn’t today.

All the planning, data and analysis in the world couldn’t have prepared for today’s events, so in those instances success or failure comes down to the decisions of the drivers and their teams. Despite the obscene amount of Dollars spent on strategic simulation and predictive tools up and down pitlane, when it comes to making a last minute, split second decision in the heat of battle, it often boils down to good old fashioned human reactions under pressure. Some are better than others.

You can follow Marc Priestley on Twitter @f1elvis.

Cadillac, Acura battle for top speed as cars back on track for Rolex 24 at Daytona practice

0 Comments

DAYTONA BEACH, Fla. – The new hybrid prototypes of Cadillac and Acura battled atop the speed chart as practice resumed Thursday for the Rolex 24 at Daytona.

Chip Ganassi Racing driver Richard Westbrook was fastest Thursday afternoon in the No. 02 Cadillac V-LMDh with a 1-minute, 35.185-second lap around the 12-turn, 3.56-mile road course at Daytona International Speedway.

That pace topped Ricky Taylor’s 1:35.366 lap that topped the Thursday morning session that marked the first time the IMSA WeatherTech SportsCar Championship was back on track since qualifying Sunday afternoon that concluded the four-day Roar Before The Rolex 24 test.

In a final session Thursday night, Matt Campbell was fastest (1:35.802) in the No. 7 Porsche Penske Motorsports Porsche 963 but still was off the times set by Westbrook and Taylor.

Punctuated by Tom Blomqvist’s pole position for defending race winner Meyer Shank Racing, the Acura ARX-06s had been fastest for much of the Roar and led four consecutive practice sessions.

DETAILS FOR THE 61ST ROLEX 24How to watch, entry lists, schedules for the IMSA season opener

FIVE THINGS TO WATCH IN GTPRolex 24 at Daytona kicks off new golden era for sports cars

But the times have been extremely tight in the new Grand Touring Prototype (GTP) category that has brought hybrid engines to IMSA’s premier class. Only 0.9 seconds separated the nine LMDh cars in GTP in qualifying, and though the spread slightly widened to 1.378 seconds in Thursday’s practices with teams on varying strategies and preparation, Westbrook still pooh-poohed the importance of speeds.

“It’s always nice to be at the top, but I don’t think it means too much or read too much into it” Westbrook said. “Big fuel tanks in the GTP class this year, so you have no idea what fuel levels people are running. We had a good run, and the car is really enjoyable to drive now. I definitely wasn’t saying that a month ago.

“It really does feel good now. We are working on performance and definitely unlocking some potential, and it just gives us more confidence going into the race. It’s going to be super tight. Everyone’s got the same power, everyone has the same downforce, everyone has the same drag levels and let’s just go race.”

Because teams have put such a premium on reliability, handling mostly has suffered in the GTPs, but Westbrook said the tide had turned Thursday.

“These cars are so competitive, and you were just running it for the sake of running it in the beginning, and there’s so much going on, you don’t really have time to work on performance,” he said. “A lot of emphasis was on durability in the beginning, and rightly so, but now finally we can work on performance, and that’s the same for other manufacturers as well. But we’re worrying about ourselves and improving every run, and I think everybody’s pretty happy with their Cadillac right now.”

Mike Shank, co-owner of Blomqvist’s No. 60 on the pole, said his team still was facing reliability problems despite its speed.

“We address them literally every hour,” Shank said. “We’re addressing some little thing we’re doing better to try to make it last. And also we’re talking about how we race the race, which will be different from years past.

“Just think about every system in the car, I’m not going to say which ones we’re working on, but there are systems in the car that ORECA and HPD are continually trying to improve. By the way, sometimes we put them on the car and take them off before it even goes out on the track because something didn’t work with electronics. There’s so much programming. So many departments have to talk to each other. That bridge gets broken from a code not being totally correct, and the car won’t run. Or the power steering turns off.”

Former Rolex 24 winner Renger van der Zande of Ganassi said it still is a waiting game until the 24-hour race begins Saturday shortly after 1:30 p.m.

“I think the performance of the car is good,” van der Zande said. “No drama. We’re chipping away on setup step by step and the team is in control. It’s crazy out there what people do on the track at the moment. It’s about staying cool and peak at the right moment, and it’s not the right moment yet for that. We’ll keep digging.”


PRACTICE RESULTS:

Click here for Session I (by class)

Click here for Session II (by class)

Click here for Session III (by class)

Combined speeds