Time of Session:
ToS (h:m:s)**
01:23:58 De La Rosa informed that everyone else who went out in FP1 on option tires, are now using those same used options, but Hamilton is on a new prime set. “Ricciardo, Grosjean, Kimi, Vettel are out on used options”
01:23:04 Narain to do 6 timed laps
01:22:07 Meteo France states: “No rain within the next 30 minutes” and “According to the radar picture, no rain for the beginning of P2”
01:21:34 After Glock spun in Turn 1, Perez’s engineer says, “Yellow in this sector, Checo, OK.” Continues to inform the gap to Narain is 5 seconds in front, and 5 seconds of gap behind. Also, “Can extend to one more lap, Checo.”
01:19:55 Senna, “I’m getting traffic really really bad.” Engineer, “Copy, so we have plans to box this lap, but if you want to do another lap after this one, then let me know.” Senna, “Yeah, one more lap.” “Copy, one more lap”
01:16:46 Vettel asked not to use KERS on exit of Turn 7, but use more “out of Turn 10”
01:16:21 “Box, Vitaly, box, box, box” Asked move multi-function steering wheel switch to “position 1” , and fuel mixture switch to ‘10’
01:14:44 Lewis told he is “fastest of anyone, last sector” with “maybe half a tenth to find first sector, two tenths middle sector, overall you are the fastest car on the circuit”
01:09:59 Vergne told to “push on the outlap”
01:08:42 Glock to run 5 timed laps, if he needs more, he “can try one more”
01:07:46 “Good job Sebastian, good job, try to stay out if you can”
01:05:43 Perez informed that Vettel, behind him, is on “high fuel” and to “stay there, Checo, stay there”
01:04:23 “So, Heikki, at the moment, it looks like the rain is going to hit us around 3 o’clock”, still possible to do a short run on prime tires of “about 4 laps”, but only if Heikki “thinks it will be useful”or do a “short run options” before stopping for fuel. After taking fuel, then to do “at least 3 or 4 laps or maybe more on high fuel load” to collect tire temperature data. Asked, “are you OK with this, or do you think we should go straight onto the options?”
01:00:22 Vergne asked for comments back in garage, “The same comments as before, first of all, I think the front-end comes in quick with a lot of understeer, first two laps, then was better, but yeah, a lot of understeer for the first two laps. But the balance is similar as before, I can’t push the entry as before, too much understeer. I’m very very not trying to push too much the entry” and also too much mid-corner “understeer in the change of direction.” Feels the car has “really really low grip.” Does not want to adjust the front wing because he feels “the front flap is at the maximum” and “the rear’s a little bit on the edge of braking”. Engineer then asks about rear degradation after running 3 laps. Vergne replies, “I can feel a little degradation, but not massive, I was still improving on last drying lap, I feel they may be one or two tenths quicker” but felt “some rear push through the last chicane.” “Yeah, otherwise I have a bit degradation”, and reports both front and rear tire temperatures “come in at the same time”
00:56:21 “OK, Kimi, suggest boxing this lap” to be able to correct tire pressures
00:54:42 Petrov in garage, asked to do next outing, “long run on the same set of tires, keeping the option tires on” after making a brake balance adjustment, then asked, “is there anything you would like to do from a balance point of view?” Petrov replies that he does not want to do “a high fuel run” because the car “is still not balanced well and the braking is a disaster and understeer.” Engineer says they need to do a long run because the rain “might arrive, we need to get some information on the long run”
00:52:27 Ricciardo, reviewing a printed sheet of data, comparing his lap data to a 17.1 lap, asks, “the compare I’m looking at, is it a prime or an option?” Told, “17.1 with options”
00:51:54 Meteo France states, “According to the radar picture, rain is very probable only after P2”
00:51:38 Massa told, “OK, two more laps after this one, traffic is fine for the minute”
00:49:50 Senna informed that Alonso is currently on a low fuel run
00:48:38 Heikki informed, “rain is delayed at the moment, so you can do two more flying laps, this one and another flying lap”
00:46:33 Vettel given the choice of “coming in” or “having another go” at an extra lap
00:45:33 Lewis asks, “Where can I improve?” “OK, Lewis, at the moment, you are purple in every sector. The place where the other cars are closest to us, probably sector…every sector is about one tenth quicker than other cars. Just a little bit everywhere, no one sector standing out at the moment”
00:44:34 Massa asked to pit with a “hard inlap” because they plan to use the tires again for the next long-run outing and need the tire “temperatures up”
00:44:14 Heikki asked to set fuel “mix 1 on the flying lap” and change “multi-function map” switch to position ‘2’, which is 60 kilowatt discharge for KERS
00:37:54 Petrov informed the data indicates they are too far rearward on brake balance because it shows “we have almost no front locking, we see quite a lot of rear locking.” To correct, recommends Vitaly to “go one step forward with the quick-shift” brake balance adjuster lever, rather than with fine tuning knob
00:35:45 Glock complaining his brake pedal is “much softer than normal on the brake bleeds, compared to Monaco”
00:34:08 Heikki to do 4 flying laps on the next outing after the red flag. Engineer does not want to go back out right when the track goes green because “most people will be on long runs at the moment, so we’ll try to get you a gap”
00:33:29 Vergne will do a practice launch at the end of pit lane when the track goes green again and then “will push for the long run” with engine mode ‘10’, torque map setting ‘4’, and clutch map ‘8’, with a “complete procedure” of a rolling bite-point find with “tire warming”
00:30:13 Glock asking “did someone lose oil on track?” because he too had a “massive moment” in Turn 14 where Senna went off. Engineer, ”Quite probable”
00:28:00 Schumacher will perform a bite-point find check using “race mode start” settings on steering wheel
00:27:23 Hulkenberg informed, “So there’s a slippy track” message from race control, “turns 13, 14”
00:26:41 Perez on a long run outing, with “no DRS” and reminded to “be careful in the last corner”
00:25:48 Kimi reminded about potentially poor grip at the exit of the chicane from Senna’s accident cleanup and to “watch the exit of the chicane”
00:20:00 Webber’s data system appears to have experienced a fault in which it is unable to display a laptime delta for him to reference his performance against. Informed by engineer to correct issue by entering “Fault 60” on the steering wheel
00:20:00 Alonso told to increase KERS “charge” by “plus three” because the team saw an issue in the telemetry occur at the last corner, but told he “can keep going”
00:15:00 Massa instructed to decrease KERS setting down “three clicks” and come in “hard” on his inlap to keep tire temps up, so that they can quickly refuel, and go “right back out”
00:14:00 Ricciardo says, “If we could get a bit more front grip, I think that would help”
00:09:00 Lewis informed he is faster than all the other cars on “long runs”, such as Vettel and Webber
00:07:00 Button told to drive through pit lane to fall back into a gap in the traffic
00:04:00 Hulkenberg informed, “all cars on circuit are likely to be full fuel, so uh, when you need to find a gap”
00:03:00 Di Resta asked to practice “fuel saving” on next lap to gather data
00:00:00 Vettel instructed to stay behind Webber on track, maintaining a 5 second gap before coming in to practice “double stops”
** Time of session is the session time at which the message was heard on the television broadcast, as radio communications are delayed from when they actually occur.
POST SESSION COMMENTARY
Approximately 30 minutes into the session, FOM cameras focused on an MGP crewman scraping up fractured concrete with a putty knife in pitlane. After loosening and breaking up the fractured concrete, quite a large gouge remained in the surface, located at the rear of the pitbox, exactly where the rear jack operates. Given that the hole was approximately the same width as the rear jack, it is reasonable to believe the rear jack is what caused the concrete to fracture. When the rear jack was placed in action during pit stop practice, I believe the weight of the car, in combination with the small focused load bearing points of ground contact of the jack wheels, overcame the yield strength of the concrete below. Canadian winters are notoriously harsh on public road surfaces in inducing similar “pot holes”, while the concrete pit lane surface is exposed to the same exact weather conditions. If the gouge in the ground is left to remain unrepaired, it can greatly affect pit stop performance because the rear jack wheels may easily become impeded or trapped in the hole. Such an issue can easily be corrected with a fast curing concrete mixture, but unfortunately, we have not seen evidence of such repair yet. It will be interesting during the race to keep an eye out for the concrete patch below the rear jack during MGP pit stops. Here is a screenshot of the crewman scraping the fractured layer free.
When Webber experienced an issue with his data system in displaying laptime segment delta references, he was instructed to correct the issue by entering “Fault 60.” With the numerous and diverse interconnected electronics and sensors present on a modern F1 car, failures are not uncommon. Fortunately, there are many redundancies and contingency strategies designed into the system to compensate for failures that may occur. Those programmed software strategies can simply be activated all while the car is operating on-track. Technical regulations prohibit software controls to be sent from the garages to the car through telemetry. Therefore, the engineers in the garage are unable to remotely activate correction strategies for any faults, and responsibility falls to the driver to do so. When a team identifies an issue via telemetry data, they can reference their database of appropriate failure strategies to identify a proper solution. Each solution will be identified by a numerical code such as “16” or “33”. After identifying the proper solution and its code, engineers can then radio to the driver to enter the code into the data system to bypass or correct the issue. The driver will then enter the numerical code via a sequence of specific button presses on the steering wheel.
Let’s use a hypothetical failure as an example, while referencing the steering wheel photo below. If an exhaust gas oxygen sensor fails during a race, it may be sending incorrect data to the ECU, thus effecting engine mapping. The team will see the failure via telemetry data and identify a proper correction strategy to set the ECU to ignore the failed sensor and let’s pretend that correction strategy is known as Fail “34.” After receiving the radio message of what fail code to enter, the driver will then use the two “x10” and “x1” buttons to enter the code. For this hypothetical example of fail “34” the driver will press the “x10” three times followed by the “x1” four times to enter the code. It is noted, however that the driver must first inform the data system to accept a fail code by pressing a “Fail” button or by turning to “Fail” on the multi-function switch. With the code properly entered, the system now knows to either shut off supply voltage to the failed oxygen sensor and/or ignore its incorrect signal.
So, in reference to Webber’s “Fault 60”, he had to press the “x10” button switch six times to get his proper delta reference lap to work correctly for his dash display.
Towards the end of the session, we heard Force India request Di Resta to practice “fuel saving” to collect data. We know from listening to radio transmissions during the Monaco race, both Force India cars were saving fuel heavily to stretch their second tire stint as long as possible. Unfortunately, we don’t know if they plan to do the same thing for this race or if collecting “fuel saving” data is standard operating procedure for them at every race event. Fuel consumption can be managed by the fuel mixture control setting switch on the steering wheel, but also by driver characteristics such as short shifting or by coasting on corner entry and carrying more mid-corner speed through to the exit to require less throttle and acceleration on exit.