We are in fact still on lap 10, and to the German comes a suggestion from Adami: "we suggest left lever on turn 3 and 8". What does all this mean? This year in my introductory article on the Ferrari steering wheel , I quickly talked about DIF IN and DIF MID (differential at curve input and differential at center curve). The time has come to add something: the two parameters are managed by two rings placed on the steering wheel spokes (DIF IN on the left - DIF MID on the right) that the pilot operates by sliding the two thumbs on the mechanism (being ring nuts, not they crush like buttons). From this year (maybe some tests started already last year) Ferrari uses "shortcuts"activated by two levers on the back of the steering wheel.

During this race, EVERYWHERE starting from the eleventh, Sebastian activates the DIF IN modified before turn 3 , turns it off after turn 4 , turns it on again before turn 8 , turns it off after turn 9 , goes to the hairpin and there he runs the DIF MID activating the right lever , deactivates it as soon as the hairpin stops , and returns to act on the DIF IN at curve entry 13 to turn it off on the straightof the finish line. I checked the onboard of all four top riders and although I am not a good connoisseur of the Mercedes steering wheel, I can confirm that nobody made the same differential adjustments every time that Vettel managed to try to pull out of that car, even that which at that time did not have. Most of the pilots, including Leclerc , as far as I could see, managed on the differential exclusively a lap adjustment in the hairpin.

To be deeply honest, you can't be sure that the DRS and the Mercedes engine were not enough to overtake a Vettel in defense who relied on any mapping to avoid being overtaken (we'll be back there really soon): this is because Hamilton in every lap in which he was particularly close to Sebastian before turn 10, has practically always made a mistake in braking going to the locking of the right tire. Some of these mistakes, not shown by the international director (because in that phase also focused on Ricciardo vs Bottas), were live Sky Italia, mistaken even for repeated replays of the same error when instead it was Hamilton who made the error in photocopy lap after lap. If it had been the chicken on duty, probably, we would have talked about incapacity, repeated error, chronic incapacity in the approach of a curve. On the other hand, I, who don't consider on the grid "chicken" even the last driver, would dare to say that Lewis had problems with brake temperature or that the car didn't have a perfect set up or that he still wasn't able (helped by his track engineer) to find during the race a different value of Engine Braking, Brake Balance or Brake Migration in race. But to read that Hamilton's locking is a signature and doesn't cause any problems (when repeated at least five times, losing contact with Vettel on the straight) I consider it an offence to everyone's intelligence and above all I don't understand some people's silence about it.

With Hamilton several seconds away, the German Ferrari enters FS 2 (Fuel Saving) mode on lap 32. He is also shown to switch to a more conservative ICE mode (Engine 4) . From lap 32 to lap 40 Hamilton is approaching in an impressive manner (showing the absence of consumption problems as well as the excellent performance in the hard rhythm of the W10 well described here ) and is within the reach of DRS as early as lap 40. To Vettel thus suggest to switch back to Engine 1 . The ICE however, from the data collected, returns to consume more gasoline of how much available to get to the end of a race, so after two laps (lap 42) they suggest to switch back to Engine 4 and take advantage of the Mode OV (a mode that I think indicates the overtake ; this mode, usually not exploited by Ferrari, usually it is to be exchanged with the push mode of the qualifications or with the various K1, K1 + and K2 that by now you know well to be exclusively parameters of the MGU-H + Turbo group). On lap 43, however, Hamilton is still close and Adami tells Seb that the OV mode is not enough and the Engine 1 needs to be added.

On lap 44, however, a communication arrives, also transmitted by the international direction, Adami says: "The numbers you see on the steering wheel are correct! Take Actions" (do something) . What are the numbers they refer to? Simply the fuel indication . Adami, in fact, is now frightened that without a SC (as indeed happened later) the German car would never have reached the finish line.

This, despite being from around 32 in Fuel Saving 2 mode , did lift and coast and had also done 9 laps in Engine 4 . In essence, what Seb recovered with the lift and Coast in the first two sectors, was burned on the long straight in an attempt to defend himself from Hamilton.
How to do it then? What could be the actions that Adami suggested to do to save fuel and at the same time not be overcome?

Seb finds the answer and completely changes the approach of different curves and driving style . In turn 1, for example, he enters faster, so as to bring more speed to the curve point of turn 2 without the aid of gas (at the risk of a spin like that of our compatriot Giovinazzi). Throughout the first and second sectors, pull more gears- in doing so it tries a desperate recharge of the electric from MGU-H so as to have greater charge of battery in the long straight and to exploit less the ICE - and at the same time (where it can) tries to do lift and Coast (before the hairpin and before curve 6 in particular). In addition to this, based on how much electric charge he could generate, the driver activated (autonomously, it is right to emphasize it) the K1 and K1 Plus modes sometimes before the hairpin, sometimes in the straight before turn 8, almost always squeezing the last percentages of ERS on the long straight.
All this, I remember, while in a mode called overtake (overtaking) and in Engine 1 , he was in charge of saving fuel (which, for those who now follow the Last Car is on the Grid by some appointment, is practically a technical contradiction ).

Vettel and Ferrari, in short, wanted to avoid that overtaking at all costs, even though the vehicle was not exactly level, despite the fact that they were almost without fuel, despite Hamilton's pace on the hard was better than theirs (just to see how many laps Hamilton has recovered the disadvantage of the pit stop that penalized him in the strategy in the article reported before).

Immediately after the error, Adami asks Seb to switch to Race mode and continue the laps in Engine 1 . Seb understands that both the Race mode and the endothermic engine mode will continue to consume more than can be afforded and so it continues to run trying to save , while pushing beyond the limit on the long straight. We thus arrive at lap 58 and the penalty is communicated to the pilot . Adami tries to find the right words and even if in Hamilton the penalty is announced at the end of 57, to communicate it to Seb waiting for him to reach the hairpin in around 58 so that he is free to get angrywhile it is on the straight. The "head down" of Adami, or the "stay focused", are worthless . In fact, Vettel responds to Riccardo that he is concentrated with the tone of one who reassures his interlocutor, but this does not deny that "they are stealing the race" , with the tone this time of a person now full of too many things that he will declare himself, they are not the ones who made him fall in love with the sport years ago.

Ferrari je napisao/la: 13.06.2019., 16:53

During this race, EVERYWHERE starting from the eleventh, Sebastian activates the DIF IN modified before turn 3 , turns it off after turn 4 , turns it on again before turn 8 , turns it off after turn 9 , goes to the hairpin and there he runs the DIF MID activating the right lever , deactivates it as soon as the hairpin stops , and returns to act on the DIF IN at curve entry 13 to turn it off on the straightof the finish line. I checked the onboard of all four top riders and although I am not a good connoisseur of the Mercedes steering wheel, I can confirm that nobody made the same differential adjustments every time that Vettel managed to try to pull out of that car, even that which at that time did not have. Most of the pilots, including Leclerc , as far as I could see, managed on the differential exclusively a lap adjustment in the hairpin.

To be deeply honest, you can't be sure that the DRS and the Mercedes engine were not enough to overtake a Vettel in defense who relied on any mapping to avoid being overtaken (we'll be back there really soon): this is because Hamilton in every lap in which he was particularly close to Sebastian before turn 10, has practically always made a mistake in braking going to the locking of the right tire. Some of these mistakes, not shown by the international director (because in that phase also focused on Ricciardo vs Bottas), were live Sky Italia, mistaken even for repeated replays of the same error when instead it was Hamilton who made the error in photocopy lap after lap. If it had been the chicken on duty, probably, we would have talked about incapacity, repeated error, chronic incapacity in the approach of a curve. On the other hand, I, who don't consider on the grid "chicken" even the last driver, would dare to say that Lewis had problems with brake temperature or that the car didn't have a perfect set up or that he still wasn't able (helped by his track engineer) to find during the race a different value of Engine Braking, Brake Balance or Brake Migration in race. But to read that Hamilton's locking is a signature and doesn't cause any problems (when repeated at least five times, losing contact with Vettel on the straight) I consider it an offence to everyone's intelligence and above all I don't understand some people's silence about it.

senna66 je napisao/la: Ponekad još mora raspravu voditi s pitwallom koji ne zna što da rade...

f1zd je napisao/la: 13.06.2019., 20:49

senna66 je napisao/la: Ponekad još mora raspravu voditi s pitwallom koji ne zna što da rade...

Haha...sad sam se sjetio kad im je u Bakuu tamo negdje 2016. rekao da nije vrijeme za box i na kraju je ispalo bolje od njihove ideje

F12000 je napisao/la: 14.06.2019., 11:08 Zašto ljudi misle da se i drugi vozači ne bave ovim postavkama tokom utrka?!

F12000 je napisao/la:Zašto ljudi misle da se i drugi vozači ne bave ovim postavkama tokom utrka?!
Normalno da je čovjek dao sve od sebe da zadrži prvo mjesto, kao što bi i svaki vozač na njegovom mjestu. Nije "lift and coast" nešto što je Vettel otkrio prošli vikend u Kanadi.

Hvala @Ferrariju na prijevodu u svakom slučaju, lijepo je vidjeti svu ljepotu dubine F1.

Overall, the effect when doing small amounts is practically zero. It's only when deploying higher levels of lift and coast, like we saw at the end of the Canadian Grand Prix, that it really becomes noticeable. Even in the most extreme cases, such as Montreal, the maximum you would expect to lose is around three tenths of a second per lap - still a relatively small number - and, generally, when a driver is asked to do lift and coast they'll be losing in the region of half a tenth to a tenth. It's a linear process - so doubling the lift and coast gives double the fuel saving.

Another reason lift and coast featured prominently in Montreal is that it is very good for saving brakes. When travelling at high speed, energy increases as a square of the speed - so, as you double your speed, you produce four times the energy. When a driver lifts off rather than hitting the brakes, they're letting the air absorb some of that energy as drag on the car and the tyre - without putting any energy into the brakes. That initial phase of braking, when the car is travelling at the highest speed, is where energy levels are at their highest. So, lift and coast is also incredibly effective at managing brake temperatures.

senna66 je napisao/la: 19.06.2019., 12:16 odličan poster, dakle miriši na 3-5.