McLaren Racing-Question time

2021-12-14 12:34:00 By : Mr. Lulu Wang

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Ultimate 2021 McLaren F1 Frequently Asked Questions

Ultimate 2021 McLaren F1 Frequently Asked Questions

What is the meaning of life, the universe and everything?

According to Deep Thought, the supercomputer in The Hitchhiker's Guide to the Galaxy, the answer is 42. Whether this is completely correct remains to be questioned, but what is incorrect is the uncontrollable desire of human beings for knowledge. We are a group of curious people, and of course McLaren fans are the same. In the preparation phase of each Grand Prix, we will ask you to ask your questions to #TheFifthDriver, and they will provide you with the answers you seek in the on-site comments on and McLaren App with the help of various team members.

The questions we asked ranged from sublime to weird, but all of them were headaches—well, most of them were so. This makes us think: What if we collect the best questions and answers for each competition weekend of the season and make them available to you at any time, right here-in case you miss them in the comments?

Prompt "question time"! The ultimate, vivid and breathing 2021 McLaren F1 Frequently Asked Questions-an information library, McLaren F1 Technical Director James Key’s second best choice for speed dialing. 

We are not only keen to provide you with gifts of knowledge, but also keen to give prizes-this is the gift we will send to those who ask "this week's question". From signature caps to driver printing, there are some serious stolen goods to snatch. So let these questions keep popping up and keep scrolling to see the answers to the best questions we have encountered so far this season. You never know, you may just learn something new...

A: This is very similar to the arrangement of the three regions in Austria on continuous straights. One result is that having so many DRS makes the team more keen to run more flanks, because it is possible to open it during qualifying laps instead of reaching top speed, but to protect the tires more at race speed.

In terms of overtaking potential-we must wait and see! Interestingly, there are different types of corners after each DRS area-this means that the team does not have to concentrate too much on steering the car to a specific profile, which will help overtaking into a specific type of corner.

Answer: The radio can be traced back to the early 1980s, although the early versions did not provide much reliable communication methods—perhaps just brief communication through the pit lane. The pit is the main method of communication, just like when we lose radio communication-this doesn't happen very often, but it will happen in a season.

Before that, if the driver feels that there is a problem with the car, he may send a signal to the wall of the pit lane when passing by, and hope to provide advice on the board in the next lap in return (such as tire wear and the like), but for any machinery Equipment, the usual choice is to enter the station and check the car.

We have entered an era where it is possible to complete a lap of points on the table, so pitting to let the mechanic see is not necessarily the punishment now.

A: They have done a lot of work-even though this is true for all races, old and new! – Oliver Turvey has been doing most of the simulation work for Jeddah and has done thousands of laps in the past month or so. The purpose is to hone the setting options generated in the offline simulation during the race. The driver only enters at the end of the process .

This weekend, Will Stevens will return to the MTC simulation game to simulate the match based on the settings Daniel and Lando used in FP1 and FP2, and whatever they want to learn based on this-the simulator team will stay overnight Work, when they show up this afternoon, advise the team on the track.

The simulator map is very good, even for a new track like this, drawn according to the architectural blueprint-but once the team gets real data from the car, showing the level of grip, bumps, curbs, etc., the correlation will become better. Allow sim map to be improved.

A: For the entire team, as long as the usual pattern is maintained (ie there is a two-hour gap between FP3 and qualifying, etc.), in terms of time, this will not make much difference. The team will adjust their daily routines accordingly-considering how common it is to change the time zone, having breakfast at 2 pm is not a big inconvenience.

Given the temperature in Jeddah, meeting later in the day-and then working in the garage until three or four in the morning-is definitely better than working during the day-but the team is still constantly being reminded to pay attention to everyone else and make sure Everyone stays hydrated.

For drivers, the biggest difference in night races is visibility. They will adjust the display and use different shades on the sun visor to suit the floodlights. They may also have to consider the temperature drop on the track and the understeer situation-but the consensus here is that we may not see a significant drop.

As for heat, that is another matter. Daniel’s physiotherapist Michael Italiano gave us some suggestions: “For high temperature and humidity, there are many factors that need to be considered when preparing for the race. Water replenishment is the first thing, because drivers wear unventilated fireproof clothing, and the cockpit will reach 50%. -60°C, once in, their body temperature will rise by 1-3°C.

"These factors limit the body's ability to cool down and maintain temperature (thermoregulation), which can lead to excessive sweating and rapid fluid loss. The faster an athlete dehydrates, the faster fatigue begins. Once this happens, the reaction And athletic performance will start to decline.

"In order to prevent this from happening, our job as a coach is to ensure that the drivers have enough water-especially before the start of the two-hour race. Keep the fluid to mix the water with electrolytes and start the driver 48 hours before the start of the event. A great way to replenish water plans.

"In order to adapt to the temperature here, we tend to focus on Thermal Adaptation Training (HAT), where possible, about 10 days after the end of the hot game. We expose ourselves to the hot environment and train under these conditions . It’s not easy to find a hot room for training, especially if we have other games to do, so a simple method that Daniel and I use is to train in the hotel sauna!"

A: Apart from #TheFifthDriver, I don't dream of speaking for anyone else. The night race seems more exciting. The temperament is definitely different. This is one of the first things that those of us who participated in the 2008 Singapore Grand Prix noticed: when F1 races at night, there will be more drama. The real feeling that anything can happen.

In other words, in a warm game, people may generally tend to postpone the work day until late at night when the sun goes down. It is better to work at 28°C than at 38°C. But it's still hot! The team has received constant instructions to stay hydrated and take care of each other.

Answer: The basic solution is to run less to cool down. If the air flow is restricted, there is enough braking energy to keep the brakes at a high temperature between stops. This is also very helpful for aerodynamics, because the packers in the ducts are configured to reduce cooling, and additional airflow is directed to useful areas to increase downforce.

The place where this may be problematic is in places like Baku. In three-quarters of a lap, you need a lot of cooling to deal with a series of sudden braking points, and then for the 2 km straight, we are worried that the brakes are too slow and very slow. Cool heavy braking into turn one! There is no real solution to this-we just need to find the best compromise.

This track does not have those extreme conditions-but at the beginning of the weekend, the team pays great attention to the brake temperature to ensure that the number of laps is consistent with the modeling done in the offline simulation last month.

Answer: The answer is a) very important and b) yes, absolutely. Offline simulation helps the team formulate basic cooling requirements, chassis settings, and aerodynamic configurations—and how these will be affected by possible strategies. Then the best prospect is passed to the driver in the ring simulator to hone into the baseline setting.

Racers have completed a few laps in a month or so, but most of the work is done by test and development drivers and simulator engineers. The extent to which they will improve the settings and discard the variables we are looking at is often unknown— -Grip level, curbs, entrance and exit lines of maintenance areas, etc.

Jeddah is difficult because we don't know how many DRS areas there will be in the week before the game-because no formal decision has been made before that!

After returning home from the Qatar Grand Prix, both racers took a standard pre-race simulation course to prepare for Jeddah (also for Yas Marina). They and their engineering team worked on the track as normal as possible. Be familiar with yourself. If you have a choice, make a choice on the settings.

It helps to improve performance, because any time spent on the track figuring out the basics of chassis settings, aerodynamics, and cooling packages is time not spent trying out performance variables-and now the track time is very Limited, every extra lap to explore the limit is crucial.

A: To be honest, it comes from column A and column B-but for a more comprehensive explanation, we have Mark Temple, senior principal of automotive performance engineering, to explain:

"We are racing on a brand new F1 circuit, which will definitely change the way we execute our running plan in practice. We have done a lot of preparations in the simulator, which makes us very clear what will happen-but there is still a lot The unknown, there are many things to learn in practice. So, what do we want to learn?

"The priority is to get the drivers into the track. When we talk about aerodynamics, mechanical settings and powerplant deployment, it is often overlooked, but there is a lot of lap time in terms of making the driver feel comfortable and confident-so we tend to Run a few more laps on the new track.

"After this, the next task is reliability. On the established track, although there will be some variables every year, when we arrive, we have a good understanding of where the car should be. On a new track, we will Research how to adjust the brakes to the correct temperature, and dial in content such as the gearbox oil temperature, the oil temperature in the power unit, and the water temperature.

"We will also collect data on the track itself. A lap in the simulator is based on the architectural drawings of the track, and of course we will also look at videos of car and bicycle races using the track. It does look very flat and very smooth— —But we can’t be sure before we run.

"In addition, the important item on the agenda is to understand the role of tires in the race. The level of grip is an important factor. We don't have much information about the apron composition, but considering the cost of high-speed corners How many laps, it may push the tire very hard.

"We also have to learn some basics, such as pit stop time. The track has built a new pit lane entrance for this race, it looks a bit like the entrance to the Hungarian track, the entrance falls off before the last corner. We need to Let the driver practice entry, understand the location of the pit lane restriction line, and so on.

"Knowing the pit stop time will affect the strategy, as will the difficulty of overtaking. There is only one DRS area and many long curve sequences. We expect overtaking will be difficult, so we expect strong qualifying on the track. deviation."

A: What a lovely question! The short answer is yes. Outside the track, at the garage level, F1 is a very collaborative environment-especially on long trips.

You will not borrow car parts, and even if there are no very specific regulations, everything is custom-made-although it is clear that for things like customer power systems, you will get units from the public pool. But behind the scenes, especially when a team is having a nightmare weekend, they may need to borrow some garage or backstage toolkits.

The worst case is a fire in a garage or enclosure building, but occasional logistics issues, customs issues, or even kit failures may cause someone to borrow something. It did happen. A few years ago, our fuel pump failed, and then the backup pump also failed. Haas, our neighbor, let us borrow one of them.

Of course, the area where the team borrows the most is the catering staff-so the well-known cup of sugar is not far-fetched! There are also quite a few barter transactions at the kitchen door, but usually this is a gift economy.

Answer: This largely depends on the damage. If it fails, the team will want to send the part back to the factory for analysis. Considering that the cause is usually clear, collision damage or containment damage is not always the case. Damaged parts can usually be salvaged and repaired-our composite technicians at the back of the garage are their craft masters!

For the car body, although you may not be able to restore the panel or wing to the specifications suitable for the competition, you can usually perform exterior repairs to make it suitable for use in static display vehicles. Of course, sometimes parts are completely scrapped-but you still want to bring them back to the base, either for safe destruction or for testing and calibration.

A: Currently, Lando is replacing two helmets with different colors on the sun visor, trying to judge which is better under the glare of floodlights. On other tracks, there may be helmets and sun visors set up to better deal with rainwater-different tones, but may also be closed vents.

The white tear paper on the front is what comes with the standard tear paper packaging. The team just wrote the settings of the helmet on it-it would say things like "rain", "cloud" or "dark". This is a direct way to ensure that the driver has a suitable helmet.

Answer: Yes, there is definitely a lot of data that can be traced back to MTC-although this applies to any track, not just new tracks.

Telemetry data flows from the car back to the factory in real time, where it will be inserted into various simulations, from the driver-in-the-loop simulator, to the seven-post suspension, to many non-aerodynamics and vehicle dynamics (suspension ) All aspects of the strategy are running analog lines.

The driver will run all night in the ring simulator, (Oliver Tevey is sitting in his seat this weekend) try different setting methods to see if the number of laps completed by Lando and Daniel is the best way on the track, this morning When the racing engineers arrived on the track, they saw these findings.

In this case, the value of the simulator is to complete the setting change in a few seconds. It takes 25 minutes to replace the rear wing of the car, and 10 minutes to adjust the height of the car. In sim, it is a button. Our sim driver has been doing these sims throughout the week-but the better the correlation between the track and the sim, the more valuable the result.

What is helpful for such a new circuit is information that the simulator did not have before yesterday. We have been guessing values ​​such as the level of grip and can now be refined into more accurate values. It can also provide more accurate microscopic details about the track, such as where any small bumps might affect braking or traction.

Answer: It's totally different! There is a huge logistics business around building hotels and garages. In Europe, the situation is more complicated, where there are Team Hub and Paddock Engineering Centers that can accommodate, but even if we don't have these, there are many plans and senior teams specializing in this work.

We received a map of the paddock a few months in advance, detailing very accurately where we want to set up, which services can be connected to, etc.-at least this is usually the case: last year there were more wings-involved. For the garage, we will get a plan, and then a lot depends on how we configure the space.

The garage in Qatar is spacious, which is always an advantage, but you may get things like pillars in the garage, which need to be boxed and bypassed, and are usually planned. In addition, this is a situation where the garage is configured to make full use of the available space.

Although the front desk needs to stay basically the same every week (so that everyone can work quickly), behind the paneling you can see on the TV, there are a bunch of workshops, storage rooms, service and office spaces. It changes every week according to the width and depth of the garage.

It is worth mentioning that the space we allocate varies from race to race, year after year. There is minimum space but no maximum space. On some more modern tracks, we may get two spare garages, which makes life easier. Of course, there are some and none. Sometimes, getting more garages is a feature of becoming a more successful team!

In other places, in the absence of internal walls, the pit building is built for a long time, and we often have to build a larger garage. We keep the same depth for our front hall, but you may notice that if there is space, we can make it wider. It can definitely reduce the pressure of surgery and have more space.

Of course, this is more of a problem in a temporary location. In Monaco, you have to plan your garage setup around branches that sometimes enter from behind and exit from the roof! Valencia’s historic fish market is also very interesting. Although no one really likes working under a tin roof under the high temperature of 40°C in August...

The details were worked out in advance, so when the advance team arrived a week ago, they knew exactly what to build and where.

A: The data doesn't really help, but watching a lot of MotoGP (and WSBK-we have nothing to do with cycling at the organizational level) is helpful in other ways. It helps to get an initial understanding of the smoothness and macro-flatness of the track, the state of curbs, etc. Before heading to Mugello, the exercise was roughly the same.

It is worth noting that these tracks on MotoGP bikes are very different compared to F1 cars-perhaps even more so than in places like the Catalunya circuit. Because this track has many high-speed turns, there are many sections here. MotoGP considers it to be a curve, while F1 considers it to be a straight.

It is also worth noting that there are worse ways of working than watching a top cycling race! Although we also studied the four rounds of GP2 Asia and the World Touring Car Championship here.

A: This is the housing of the driver's monitor. When the cars are parked in the garage, the staff put them down from the ceiling and hung them on the Halo so that the driver can check his lap time, study what other people are doing, or view the camera inside the car.

This also gives them something to do. For example, in winter testing, or in practice, it can be very monotonous to keep being tied to the car while the staff is making settings changes. This is not a problem during qualifying!

In the past, the display was located more forward, but since the appearance of Halo, this has not worked, so the driver has a display on both sides of the center bracket. It is configured much like screens elsewhere in the garage, and the windows can display any data the driver wants to see from hundreds of choices.

Normally, they will have the same real-time feed that everyone at home is watching, as well as timing screens, GPS, lap data from them and their teammates. They will also watch videos inside the car to study the lines they are using, as well as the lines used on the other side of the garage. This is especially useful for new circuits with less data.

A: Yes-this weekend is a huge challenge for Pirelli engineers. The new track is always difficult, but the new track has almost no historical data for single-seater cars. Pirelli's extensive footprint in motorsport means that usually they can rely on something.

Coupled with this year’s shorter practice competition, no one has done the traditional 20-25 lap long-distance running in FP2, and the environmental conditions of FP1 and FP3 are very different, the track temperature is higher, and there is a considerable deviation in the analysis... …Yes, very difficult.

Pirelli engineers and our tire experts have been very busy-but they are always so. We have a reasonable idea of ​​what to expect, but again, it's clear that no one is really sure what will happen tonight. The good news that everyone is watching; for the people in the repair station and the engineer island, the situation is not so good.

...But there are some data. All the compounds are working tonight. Pirelli's prediction is two races, but there are various permutations. They believe that their fastest race is medium>difficult>medium, stopping between laps 16-23 for the first time and between laps 37-42 for the second time.

The Soft>Medium>Medium strategy is not far away, stop to get rid of the soft tires on laps 13-18, and switch to the last set of Medium at 34-39.

Just to go a step further, they said that the three compound methods are not much slower. Although all the permutations are working, the best is soft>hard>medium race. The pit window for the first stop is likely to be laps 13-18, and then run 23 laps to 36-41 on hard tyres before switching to medium tyres.

They added that one-stop races are not advisable because tire wear seems to be high-although they added that there is no "sufficient database" as they call it, and there may be some surprises. Of course, Lando must start using his Q2 soft tires; Daniel can choose the starting compound.

A: Apart from going all out, the team has almost nothing to do, because there is no time to prepare properly-but we will do our best.

Ideally, drivers will train for three to four weeks for each race. For Qatar, you want them to prepare for at least 10 days (but actually much longer) under suitable environmental conditions to adapt to the environment, just as they did when running a marathon (in terms of fatigue, this is the most Close equivalent) / weight loss / dehydration).

Obviously, as the competition gets more and more intense, this kind of thing is impossible for anyone. Therefore, the team focuses on the basics: get the driver to the scene as early as possible (don't hang around, enjoy São Paulo!).

Their schedule earlier this weekend will be adjusted to help them deal with the forward jump + 6 hours. Their diet will take into account the first recovery after the last game, and then adapt to the situation in Qatar.

There is a cumulative effect on the body, especially considering the high gravity here and Interlagos, so the driver will spend a lot of time on the massage table-most importantly the background fitness level. All the work done in the preseason and the longer game intervals since then really starts to work.

A: The situation at the beginning of the pre-season test was very strange. We are only 112 kilometers away from the Bahrain International Circuit, so this is not completely unimaginable-but there is no such situation in the forecast. However, wind will play an important role. The circuit is very flat and very exposed.

The change in wind direction between Friday and Saturday caused a lot of problems. Drivers are used to corners because headwinds suddenly become tailwinds, and vice versa. There are also problems with gust conditions. The track changes lap by lap-but we Hope you have read this well now and can deal with any situation that arises.

The track temperature in Qatar is not that high-it is currently 31°C and it is still falling. Winter (ish) night games in the Bay Area are rarely that hot, and of course it is different from places like Hungaroring or Hockenheim held in midsummer.

What makes this track strong on the tires is the abrasion of the apron (very old and very gripping) and the number of really high-speed, high-load corners.

Answer: The engine is very strong and can usually be repaired. A good example is the huge collapse of Lando in Spa a few months ago. The car was basically destroyed, but the engine was still alive and could fight for another day.

Normally now, telemetry will allow the team to discover an impending disaster and decommission the car before it reaches a point of irreparable damage-in the modern era, you will see that it is very rare for an F1 engine to loosen correctly accompanied by a huge white Smoke billowed out behind it.

Obviously, there are some rules as to what constitutes an acceptable repair and what will be classified as installing a new engine and therefore punishable. Given that these rules were introduced to reduce costs, they are very suitable for minor repairs, because no one wants to see expensive engines scrapped due to lack of spark plugs or O-rings.

A: We chatted with Tom Stallard, Daniel's racing engineer, and he answered this question for us:

"The third sprint qualifying weekend of the season once again means that we only have one lesson on Friday before entering qualifying. The FP1 model is roughly the same as the FP1 model at Silverstone and Monza, when the British and Italian Grand Prixes The game enters the sprint qualifying.

"With an additional 100km race, qualifying is less important than a normal weekend-but it is still important, so our FP1 meeting will be mixed with high fuel to prepare for the race and some qualifying preparations. Participants will occupy most of the meeting time.

"In the previous sprint, we performed a high-fuel operation at the beginning of FP1. This is not to save time for refueling the car-in fact, it takes longer to drain the gas than to fill it up! Our plan- To a certain extent depends on the weather-the same thing will be done again.

"The main reason for changing the game from the usual operation method is to prepare for some good qualifying at the end of the race, so the driver feels comfortable with the brakes during qualifying instead of just completing high fuel, braking early, turning slowly and turning. Consider tire management.

"Another benefit of this is that you can give the driver some consecutive laps at the beginning of the practice to dial into the track with higher fuel before taking out the fuel, and ask them to push to find their reference, brake points, etc. "

A: The convoy and the rest of the pit lane have been affected, and some airlifts arrived from Brazil with a delay-lunch time on Thursday instead of Wednesday morning. Everyone has the right to ignore the curfew on Thursday night. Senior expert, garage support, all-round logistics expert Tom Briggs can answer for us:

"Our seaborne cargo arrived on time last week, and the crew of the early construction was working normally-this set is one of the six seaborne sets sailing around the world to support us. We have three priority air freight pallets from Mexico. Arrived on time on Tuesday afternoon, which means we can complete most of the garage construction, electrical, IT and air systems.

"We postponed 8 pallets. They were supposed to arrive on Wednesday morning, but they showed up at lunchtime on Thursday. This put us 36 hours behind! Since we are in the lead in the construction of the garage, we only need to focus on operating the project, He left the scene at 23:30 on Thursday evening. Everyone made a huge team effort to ensure that the delay did not affect the weekend, but it was a very, very fulfilling day."

Answer: This may be a problem or opportunity, especially for these cars with very high aerodynamic sensitivity. The biggest problem is usually when braking. The braking point will be located in a very different position in strong winds, and it is especially difficult in strong tailwinds.

In coastal competitions, you usually encounter the problem of switching the wind from onshore breeze to offshore breeze at lunch time, swapping directions by 180 degrees-but it is more difficult to deal with wind gusts. When one lap downwind is 25 kilometers per hour, and the next lap is only 5 kilometers per hour, it is difficult for the driver to know where to brake. This is the trickiest thing in qualifying when the driver brakes at the absolute limit.

Answer: Very so. The reason is simple, the grip is likely to be different. The pit exits are usually clean and well sealed with rubber—because there are so many cars launching from there—not the same as grid troughs.

It may be at a different angle to the grid (uphill, downhill), and most importantly, it may be different grades of asphalt—especially on old tracks, where resurfacing is often fragmentary, rather than letting the whole The track was resurfaced on the track. at the same time.

Riders—perhaps more importantly, their clutch engineers—are studying a range of characteristics for practice launches. They are studying the effect of burnout, how close the driver’s hand clutch is to the target distance during initial holding and descent, and how the clutch performs during the initial start and the second phase.

It is a mixture of art and science, with a very obvious "Goldilocks" area in a very narrow area. Too deep or too shallow, the car will either get stuck or it will spin wheels-if you are not operating from the "right" track, there will be more room for error.

A: This happens from time to time, especially when the team is a neighbor in the pit lane and their people are standing on the edge of your penalty zone, on the track very close to them-this is what happened to Vettel. When it happens in practice, there will be a moment of pause and confusion, and then, if we tell the truth, we will grin.

Obviously, security is a question mark, and teams work together to solve such problems. You have the same neighbors throughout the year, so you want to make sure you have unique equipment, especially for jack operators, so that the riders have goals-but of course, no one is wearing their pitstop gear during practice.

In rare cases it happens during a game, which can be stressful-but afterwards, if everything goes well, there will be a considerable sense of humor. One of the unforgettable things in our garage was getting the maintenance staff to prepare for the high-pressure double shuffle of Jenson Button and Sergio Perez in Sepang. Only Lewis Hamilton stopped in the penalty area. That's...interesting.

A: There is no one-size-fits-all answer to this question! In general, the general nature of F1 is that no matter what happens, you are looking for opportunities-this is twofold for Lando and Daniel, who both tend to have predatory prospects.

But this actually depends on the starting position and the relative competitiveness of the car. If you are ahead of your opponent, then you want the most boring race imaginable-but when you are penalized on the start and behind, you are looking for rain, safety cars, high degradation and any destructiveness The normal game flow.

Of course, sometimes you also need a disrupted game to keep a position. When Fernando Alonso earned us an amazing P7 qualification in Spain in 2017, team manager Paul James spent most of Sunday morning looking at the sky and yelling “raaaaain” at the clouds. ". Sadly, it didn't work.

A: This is not a clockwise or counterclockwise issue, it's more about whether the car drives through the garage to the left or right! For example, Monaco is a clockwise circuit, but has "reverse" pit lanes such as Baku, Istanbul, Circuit of the Americas and Interalgos; in contrast, Yas Marina is a counterclockwise circuit but has a traditional Maintenance Area.

The pit crew said that there is no particular difference, because once they are in place, the tasks are the same. They stick to their normal corners because of the "dominant hand" problem, and the people who choose to get in and out of the car are because of their ability to be on the side of the car.

Slightly different, the most difficult job is usually the left rear-because the gunner can't see when the car passes his right ear-and then switch to the right rear. Everyone will have a different seat in the garage to smoothly enter the maintenance area while minimizing collisions.

Without any special extra exercises, the staff just perform their usual repetitions in the morning and evening.

A: You can definitely, because it is a very narrow and very tense starting straight, which is definitely the most suitable place for the atmosphere. Although the noise in the pit lane is negligible compared to what you hear on the grid, especially on the right side. This is interesting-although it may not be that interesting when there is a Brazilian driver on the opponent team. If this is the case, you will be struggling-but as a Brazilian, all this is done in a very humorous way, you don't want any other way!

A: "Average" is difficult to determine, because each race has its own requirements. We will hand this over to Jono Brookes, the Supervisor of Formula One, to answer:

"After the first race of the trio, the workload will be less than after the third race-for example in Qatar-where the car is almost completely stripped, except for the seat belt and fuel system will be retained and carried through the season. end.

"From Mexico to Brazil, the front suspension was still installed on two cars, but the gearbox and rear suspension were removed and replaced.

"Equip, trim and install the engine, deflate, check the ignition, install a new rear suspension, build and then install a new gearbox (we have been planning to do it for Brazil on two cars because they have completed their cycle ), it will usually take about 12-15 hours if you have prepared all the parts and everything can happen at the same time, and there are no parts supply issues or specification changes in the process.

"Even though Daniel finished the race, we did cause some damage to his car in the Mexican race, so new parts were needed. All of this meant longer time."

A: In terms of context, it is worth noting that the rest of the calendar runs between a few meters (Baku) and 800 meters (Interlagos) below sea level. At Autódromo Hermanos Rodríguez, we are in a completely different world at an altitude of 2,200 meters. To discuss this and other issues in Mexico, we asked Lando’s racing engineer Will Joseph to discuss Mexico’s plans with us:

"The key factors for Autódromo Hermanos Rodríguez are air density and track usage. The race in Mexico City depends entirely on altitude. We will use the largest wings and a complete gurney to run the maximum downforce, but we will still be better than in Mongolia. Tie to get less vertical load when using the least resistance bag.

"The most important thing is that we don’t think the track will be used too much during the year, so we want to have a weekend where the grip level is very low at the beginning and then quickly improve as we use the track. This makes learning It becomes more complicated!

"But going into the weekend, knowing that we will be running our highest downforce package will make things easier. Usually, you try to figure out what other people are doing and whether to use the speed advantage to make up for the lack of speed. Here, Just like in Monaco, this is not something you have to consider. You are full of everything you have!

"Regarding the car body, there are still some decisions that need to be made. Because of the high altitude and low air density, cooling may be an issue that requires a bit of dial in, so there is some work to be done in the background to ensure that we are running with tolerable cooling levels. The most aerodynamic component."

A: We will hand this to F1 communications manager Charlotte Sefton (he is often seen holding a tape recorder):

"We only record interviews so that we have a file for future reference. It also allows us to easily share quotes with other media members or other stakeholders if needed.

"As for the coaches, we will introduce a series of current topics to the drivers at the beginning of the weekend so that they understand the types of questions that may be asked. Before they meet with the media, we will discuss their views on various issues-but This is more of preparation than guidance."

Answer: The short answer is "no". Not because it is useless, but because there is no time at all. Especially for drivers (and crew members), adapting to the environment can be useful-but it actually requires cleaning up the calendar three or four weeks before the race.

There is a physiological adaptation to altitude in which the amount of hemoglobin in capillaries and blood changes and EPO increases, which allows a person to absorb more oxygen and distribute it to muscles more efficiently.

This will require everyone to stay in the city for at least a few weeks before they can start to see the results visibly-and the calendar doesn't really account for this downtime. Instead, everyone has to rely on their potential health-and it may be easier on the stairs! 

A: It is not always possible to hear the crowd on the track, but the Foro Sol drivers here can hear it, because there are a few slow turns, they will drop to low speed-the crowd is very loud! After passing there, they will definitely feel buzzing and smiling, and it's usually worth "Wow!" on the radio at the beginning of the day.

It's not just the driver passing. The track returned to the back of the stands in double rows, and our garage returned to the stadium. Even if you are used to working in a noisy environment, you can still hear the roar. Make this a truly happy workplace.

A: First of all, it is worth mentioning that there is high, and then Autódromo Hermanos Rodríguez. Other tracks on the calendar range from 24m below sea level (Baku) to about 800m above sea level (Interlagos). The order of this track has changed, with the highest point being 2,229m. The reaction of the car here is completely different, the air density is about 78% of sea level.

Therefore, the biggest challenge is downforce and cooling-cooling can be said to be a bigger challenge. For downforce, everyone simply adds everything they can to the car, just like they did in Monaco. This is not a particular challenge, because there is very little you can do other than simply accept it.

Cooling is another matter. The brakes and power unit need airflow to avoid overheating, and the airflow here is just not that strong. The team can keep the car cool by opening up the ducts and running looser bodywork-but every step is taken to improve cooling and also reduce aerodynamic efficiency. Therefore, it is very complicated to do this-especially when the car has different cooling needs, depending on whether it is self-circulating or running in a train with restricted airflow.

A: Lando decided to accept the PU penalty this weekend, aiming to spend the rest of the season in good condition-this track has a good main straight, which can overtake and restore position.

On broader issues, yes, triple headings always make everyone think more. It is not so much reliability as it consumes resources. The earlier trio in France and Austria (x2) made people very wary of Ricard’s sausage curbs, because damage to the front wing and floor could make them shorter in Austria, which would always damage the bodywork.

Answer: The racing engineer-the only person who speaks to the driver-breaks driver communication into three basic functions. Race conditions, driving performance and strategy. The race situation is to tell the drivers what is happening around them. They are the most informed people on the track because they can't see what's going on.

It will include information such as telling them who is using what tires, what the weather is like, the gaps around them, and the performance of other cars. The latter may be very important: drivers may think that their tire performance has been severely affected-and the reality may be that they are better at coping than others.

Performance will be about making the most of the car. Engineers will tell them where they can find more time, where they can better protect the tires, or save fuel-or on the contrary, they have enough space to increase their efforts. They will also get recommended settings for brake balance, harvest mode and differential settings.

The strategy provides the driver with a plan. They have been briefed on various plans and will be informed of the plans to be implemented and any changes. They will be given the gap of the car they need to lead, or the target lap for a nominal pit stop, and they will be told that they need to plan tire usage to reach it, plus or minus X-laps.

In the final stage, this type of information becomes redundant, and the driver will only get hints about the race situation and driving style. Will it irritate the driver? It can—but it depends a lot on the driver: some are sponges and like a steady stream of information; others want to get the job done at a minimum.

When drivers have a very specific target to hit, they usually ask not to communicate because they need to concentrate. This is no different from the qualifying lap or the first few laps of the race, during which the race engineer will not disturb the driver with anything that is not absolutely critical.

Of course, if the team thinks the driver needs to know something, they will be told, whether they like quiet or not. They understand this and will always discuss it in the post-match report.

Answer: Very difficult. When F1 first launched its three consecutive championships in 2018, the French, Austrian and British Grand Prix races back to back, getting enough parts for the car was a real challenge. This situation was exacerbated in the Austrian game, which had vicious curbs and was notorious for destroying the front wing.

This will be easier because we don't have those curbs, but without the support of the factory, short-distance flights (or driving) will be more difficult. The bonus point is that there are a lot of spare parts later in the season. Not everything meets the latest specifications, but there are more parts that can be used or modified in emergency situations.

We completed some of them last year and this year, and we improved the process. The work done by the triple head is to highlight the importance of production engineering and production planning departments as performance tools. Maintaining parts supply during this relentless run-in period will be worth the real lap time.

Answer: We will let Daniel’s racing engineer Tom Stallard test: “It’s been two years since we participated in the COTA race last time. Considering how soft the ground is here, we consider the most in practice. The thing is to find all the new bumps. If you watched MotoGP on this track a few weeks ago, you will find that there are many of them! This is not necessarily a good guide for us to experience, because some of them have been smoothed out. A lot of our work today is to determine how well the sanding is and the track is still bumpy. We know it will be bumpy-we just don't know how bumpy it is.

"The severity of the turbulence will affect how we set the heave stiffness, although a large part of it is affected by where we encounter them, and whether the track is limited by grip or power. For example, in the past, at Turn 10 There was a big bump on the straight between Turn 11 and Turn 11. It didn't really affect the setup, because the car was flat anyway, but it might mean you have to raise to avoid the car hitting the ground too hard.

"Historically, when COTA encounters a bump, they will do a good job, but we can only be sure after driving it and evaluating it. Similarly, the location of these bumps will affect the setting changes we have to make. For example, The bumps in the T1 braking zone may cause problems with the front lock. When we go up the mountain, the car is compressed there, so it pushes the front bib into the ground and forces us to increase the driving height of the front-this is something we never wanted What to do: The closer the front is to the ground, the greater the downforce.

"This is not so much legality as it is a problem of potential damage. On a smooth track, we are more concerned about the legality of the board being worn away when rubbed along the surface-but when it is bumpy, we are most concerned about it. It is possible to receive a heavy blow and damage the floor, and ultimately bend it instead of causing it to bend. This is why we consider improving the front. In the braking zone, if the load is on the plank, then it is not on the wheels, which will cause the front Locked, the car bounced off the board.

"Of course, bumps are not the only thing we can hit. COTA has some aggressive restrictions. The exit curb at Turn 9 is a particularly worrying issue-we have seen the team break on that corner. Their rear suspension-but there are usually some sausage curbs to check if you are running very far in Turn 1 or Turn 19."

A: According to the radio inspection before the start of the meeting, the #4 car was driven by Ricky Bobby, and the local racing engineer Chip was the voice in his ear. Daniel has a much better accent than Tom-but we have a very shallow scoring curve there.

A: We haven't stayed here long enough to develop a true tradition on the track-but one of the biggest benefits of working here is that the paddock is very "humane" and very fun. There is definitely that kind of atmosphere!

Modern race tracks tend to use huge paddock aprons-but not everything is bigger in Texas! One characteristic of being thrown out is that it is difficult to pack up after the game. In such a small space. We are usually anxious to go elsewhere-Brazil or Mexico-so everything needs to be moved quickly.

Therefore, there is an ingenious system to make the paddock "one-way" after the game. All the flight boxes are lifted by forklifts and pushed out of the paddock along the upper balcony of the maintenance area. You can't see this anywhere else. Finish early and you will have time to go to town for the last barbecue. This year we will play this game independently-but this is definitely a tradition we will not ignore.

A: It's actually quite difficult to get from the paddock! The crow does not fly far, but it is on the wrong side of the track, which means it can go very far. But yes, when we came here for the first time in 2012, everyone ran around it like an overactive squirrel-but it’s usually just something you do once, not since then That's too much.

Answer: Yes, absolutely-within the scope of reasonable covid-19 precautions. Arrow McLaren SP drivers Pato O'Ward and Felix Rosenqvist have been working hard to be a hot circle this weekend. However, there are many more outside the garage: Zak said this was the busiest weekend of the year for the team, some of which came from cross-collaboration with AMSP.

A: At this stage of the season, many of the initial baseline selections are based on previous track performance. You will know that the settings that worked well for the MCL35M through Maggotts-Becketts-Chapel will work well in COTA's Sector One.

This does not mean that you will use it, because there are many other variables, and the final decision is largely track-specific-but when you find the best compromise, the data from the previous race provides Very useful information. When combined with historical data from this circuit, a set of useful guidelines.

This year is particularly useful because the reduced nature of Friday practice sessions, from 90 minutes to 60 minutes, means that the car is no longer running on high fuel for long periods of time. The team has collected a lot of data from shorter high-fuel runs, which can make good inferences-but it is useful to gain some experience in the background.

A: It is difficult to answer. When the game was held in Indianapolis, there were many people in the garage — but no one in Phoenix or Watkins Glen — although many people returned to the McLaren Technology Center.

Generally speaking, it is easy to work in the US Grand Prix. There is a racing culture and things are done well. Obviously 2005 was a very difficult weekend for everyone, but to expand the parameters a bit, maybe the 1984 Dallas Grand Prix is ​​worth a look, and it is equally difficult for the drivers and crew. Put the strange bumps on the track and see through firmly!

A: Journey to the West is really not that bad! We are six hours behind the Woking standard time in Austin, which for most people means just going to bed "late night" on the day of the trip, but going to bed early local time. Brazil is easier-when it is an independent-because it was only three hours ago, which didn't really hit anyone.

It's harder to go east. It’s not a lot for our end-of-season races this year, but when the team is in Japan, China, Australia, it can be very difficult, because flying time means you often get insomnia. The team will get everyone out to fight it early-but it may be a little sleepy on the first day!

The Singapore Night Race is very interesting, and the novelty value is ostensibly timed in Europe. In the first or two years—2008, 2009—the team was experimenting with blackout blinds and similar things. It's calmer now-but we will still have a hotel offering "breakfast" at 14:00, and the staff will have dinner on the track around 04:00.

The team will do some small things, such as slightly adjusting the diet and adjusting the start time of Tuesday/Wednesday to provide a little help-but by this time of the weekend, no matter where we are, everyone has adapted well to the changes. They have switched time zones without really noticing this.

In other words, if a major change occurs, the back-to-back transition may be difficult. Baku-Montreal is much easier than Montreal-Baku! Sao Paulo to Qatar may be difficult. Apart from trying to stagger the workload in the early stages of the track, allowing half of the staff to come in and half of them to rest, the team has nothing to help.

A: The driver is very good at self-regulation. These days, a certain degree of self-discipline is part of the package, because if they don’t take training and nutrition seriously, they won’t get into F1 at all. This is not to say that they don't know how to eat barbecue, because they can and will do it. Drivers eat very healthy, tailored diets-but "health" is not just measured by calories, carbohydrates and protein. There must be a space to enjoy good food and occasional indulgence.

In order to get a more scientific explanation, we asked Jon to explain for us: "Fortunately, Lando is not the biggest fan of fire pit barbecue food-but he does like burgers! He has been very busy since we arrived in Austin, and it was him on Wednesday night. The only time he went out on an adventure-he stuck to his normal weekend meal plan the rest of the time.

"Experiencing different cultures and cuisines is part of the fun of traveling, so we tend to let Lando experiment and try during the trip-as long as it doesn't affect food hygiene or affect his feelings the next day."

A: All of these will affect the position we finish at the end of the practice. As the weekend progresses, the data collected this weekend will gradually become more prominent in the mix. Historical data is used for the initial settings. The degree of change during the weekend depends on the track. And conditions. Some tracks-Monza is a good example-have changed very little, on the other hand, COTA has changed a lot. Similar to what we saw in places like Shanghai International Circuit, the ground under the track is a bit soft, so there will always be new bumps and bumps, sanding, and resurfacing.

Answer: All of the above. In long-distance practice and competitions, the race engineer will ask the driver to provide tire status updates from time to time-if the driver does not actively provide this information. For the sake of brevity, they will score according to the pre-arranged levels "Condition 2", "Condition 4", etc.

In addition, each tire has a temperature sensor, allowing the garage—actually Hiroshi Imai, the director of racing engineering, the tire whisperer at the end of the engineer’s island—to study degradation in real time. He also provides information to the game engineers.

A: Prudence asked to continue using FP1 this morning-but we found almost immediately when FP1 started that the grip has been greatly improved compared to last year, and the asphalt is now within the normal range. Therefore, the car will focus on exploring different aerodynamics and suspension settings.

A: All of them! Briefings and debriefings are done as a group, where the drivers and their engineering team are together-usually in the same room, but if not, they are connected digitally, and their operational plans in practice are designed to complement each other.

During the on-site meeting, the bridge between the two teams was the senior engineering staff: Andrea Stella, Randeep Singh, Hiroshi Imai, who would pass on information in the future, and the support engineers of the two vehicles returned to the MTC to listen to the communications on the other side of the garage. Channel.

These are all useful things: it’s reassuring to hear "the other car reported the exact same problem", and to understand things like "they added a hole in the front wing" or "their ride height is lower than ours" Mm. In addition, drivers will be able to study printouts of the number of laps they overlap with their teammates.

A: As far as the pressure on the drivers is concerned, this is definitely an above-average corner. They are pulling about 5-G laterally, but the real effect is not gravity, but the length of time they hold it, it probably took four seconds at the 8th turn-that's a lot.

They will regularly carry out neck weight training-a helmet with a hook-and-eye device attached to a pile of weights to help them exercise their neck muscles-but the best preparation is to drive a car. At this time of the year, there are not many gymnastics training that riders can do-but they are already very comfortable.

How to help the team recover? Each driver has a massage table in their prepared room, and their coach will massage them before and after training-but they will be very painful next week.

A: They will all play a role, but considering that the level of grip is very different from last year, both of them played a limited role yesterday, and a lot of exploration was done on the track. Considering that last year's track conditions were very extreme-really something we had never seen before-this is really more like a new track.

For dry operation, it is also worth remembering that we only have Friday data for 2020, because Saturday and Sunday are very wet. We came here a month later. The weather was much colder. We didn't have C4 tires last year. Therefore, even if the conditions remain the same, these data will not be as useful as in other circuits.

Regardless of the level of grip, last year's data is useful, highlighting the nature of bumps, wind shadows (this is a very windy place), and various curbs. All this entered the Sims. The purpose of the sim card is to play with different degrees of grip. It lets you play a "what if?" game.

Answer: Always! When FOM decided to start broadcasting selected driver communication clips, the only way to do this fairly was to make everyone's driver communication open for access, so that everyone could listen to other people's opinions when they were on the right track.

We will not have 20 people coming back to MTC, everyone is listening to a channel, but we will arrange the people most relevant to our game at the time, and they will provide information to the strategy team. Of course, at certain moments on certain weekends, everyone else's games will be related to our games, and at this point, all of this is very difficult!

The channel is open all weekend, so if the driver and their engineer want to have a private conversation, they have to wait until they get back to the garage. When the car is actually connected to the garage data network, the driver can provide his feedback confidentially.

By the way, the pit monitor has the same global image as everyone sees at home-but we don't have a sound-so in general, people participating in the race have slightly less knowledge of the state of the car than everyone at home. Everyone competes-it's... interesting.

Answer: Yes. We are confident in the current remaining schedule, but it all seemed very flexible earlier this year-for example, it is worth noting that this game is not on the original schedule because it is added that it was subsequently released from the original The date was rescheduled twice.

What is the difference between an uncertain calendar? Leaving aside the logistics (difficult-but does not affect the preparation of the game), you can look at it from two aspects: the overall duration and the details of the game.

The total time is huge. There were 17 games last year and 23 games this year. The latter requires a lot of additional manufacturing work because of the realistic expectations of component life and replacement, and more damage. The use of PU is also very interesting. The 17 or 22 races have the same element distribution.

Obviously, the fewer laps they have to make, the harder it is for them to be pushed. Last year, because the number of races was at the lowest end, PU was under a lot of pressure, and few drivers received engine penalties. This year, there have been many tactical penalties, and there will almost certainly be more penalties.

The specific preparations for the game are a bit difficult to judge. Usually, the upgrade path is planned at the beginning of the season and the car is improved at the ideal time of the year.

For example, there may be a maximum downforce escalation, which will take place at the same time as the Singapore Grand Prix. When the competition is cancelled, resources may be better deployed to improve performance elsewhere.

There is also the problem of unexpected venues. What does Losail look like for F1 cars? We really don't know-but between now and the end of November, there will be a lot of time in the simulator schedule to find out!

A: It's really like pressing a switch. After Monza, everyone enjoyed the victory. There was a clear rebound on Monday, but by Wednesday, the feet were firmly fixed on the ground. Few people talk about how good this car was at Monza, but more about how good it was at Zandvoort the previous week.

As Daniel’s racing engineer Tom Stallard said: “We didn’t upgrade Monza because it would suddenly make the car better everywhere. This is a track that fits the car we have... and never The Monza circuit..."

A: We hope you mean because he is a world champion rower, not just because he is tall! The previous skills were very useful and motivated us to win the Canadian Grand Prix raft race-we hope that nothing else is needed in the garage!

For fires, yes, there is training and planning. F1 has some very strict regulations on fire extinguishers in garages-several different types of fixed positions and sizes to deal with various types of fires (fuel, electrical, chemical, battery, etc.), and which and which highlight information What is the evacuation route.

There are also professional firefighters stationed at a fixed distance along the maintenance area in case of emergency. Each track also has a fire station. In Sochi, you can see it-at turn 15 shortly after crossing the bridge.

For floods, it is more to do whatever you want. Some pit lanes are far away from the race track, which means that in floods, they basically become a solid watershed designed to pour water into the garage. At this point, the pinnacle of flood protection is the squeegee mop, which our garage technicians use in shifts.

There are various things in the garage that do not respond well to underwater, so if the mop proves to be insufficient, the garage shutters are likely to fall.

Technically speaking, we are not allowed to do this during the race weekend-but if there is so much water, we are trying to stop it, the car will not go out anyway, common sense will prevail-but we've not faced anything like this this weekend The end of the world!

The last time the shutters had to be closed during the race weekend was when Super Typhoon Hibis hit Suzuka in 2019. We have enough advance warning to unload the pit gantry and pull all the equipment inside-without exaggeration-the hatches and shelters before being shot down.

A: All operating channels from the FIA ​​to the team (and other aspects) are team managers or sports directors-these titles are often interchangeable, although some teams have both. In our case, the information from Race Control will be sent to team manager Paul James and strategy and sports director Randeep Singh.

From there, it was spread to the team through the normal briefing process and reminded in the pre-meeting notes of Paul and the two racing engineers.

Usually, the information delivered by the FIA ​​on race weekends will be local rules: track restrictions; incremental time and start-up procedures for the driver; grid etiquette and access points for the crew; any special rules regarding the use of pit lanes, etc. .

The final message from the FIA ​​will be communicated to them by their racing engineers when their racing engineers enter the garage via radio inspection - although they may receive another reminder to enter the starting area in the cockpit - as well as Chief Cary. Kari Lammenranta (Kari Lammenranta) mechanic, to the crew shortly before 14:00.

We expect Friday to remain dry. In this case, there is one more question that needs to be answered on Saturday-but the rule of thumb is that you should not do any risk of damaging the tires during qualifying or competition during practice.

The standard allocation is three sets of wet balls and four sets of Inter-but if any Friday match is declared a wet ball and you play Inter, then you can have another set, also if there is a wet ball qualifying match. Therefore, when the weather is wet on Friday, we usually use at least one set because it is actually "free".

There is no similar rule for wet tires. Our idea is that if used under proper conditions, the complete Wet should not be damaged in any way.

This is correct to a certain extent. As long as the track is wet, the tires are fine. Problems arise when the track starts to dry out and there is not enough water to keep the tires in good condition. If there is a risk of damaging it, we may not run a complete wet process in practice.

Even if we don’t want the tyres to be damaged, we won’t use wet tyres completely on Saturday morning, just because it will lower the temperature and bring it back to temperature in the blanket is not a rush you can really do, if you want to be in qualifying Use it in the game, it's not particularly useful.

In order to refute all of this, the other side of the argument is that if drivers are looking forward to a wet qualifying or race, they really want to run in when wet. They want to find where the grip is-or not-to see what routes they can take and where they can push. It is better to do this in practice than when the clock is ticking.

A: This is a question for Monza-in order to answer this question, we have Lando's racing engineer Will Joseph in hand. In the weeks leading up to the Italian Grand Prix, he has been thinking of ways:

"Compared with the previous matches, this weekend’s schedule is very different, with the return of the sprint qualifying event format-but our plan is the same as what we did on the first sprint weekend at Silverstone. Very similar, so we know what we are going to do again.

"FP1 gave us an hour to do any setup or investigations that we wanted or needed to do. Finally, we had a few hours to prepare the car for qualifying, when it would be in a parc fermé state. , We can’t make further changes. So, it all happened very fast. Friday is a stressful day-even more stressful than usual!

"We will not split the plan between the two cars here, because only one hour before the car enters the parc fermé, we do not have any test items to view. You will go directly to the pure preparation phase, so both cars hope Do the same thing in terms of learning."

A: There is a little bit of both. The progress of the Silverstone Sprint Qualifying Tournament is about the same as expected, so the lessons learned from it are limited, but if this format becomes familiar, the process will naturally become more refined. There is always something to learn and some minor adjustments.

Silverstone sees that most of the starters like to use medium-sized tires, and a few people gamble on soft tires, which have an advantage over better overall race speed in the starting performance and the first few laps. Facts have proved that this is a good choice, Alonso, Ocon and Raikkonen have all made up.

The situation in Monza is different, because the degradation here is not as severe as Silverstone. It still mainly chooses between soft and medium tyres-but it may be more biased towards soft tyres than Silverstone.

A: In terms of data, the Silverstone Sprint is more helpful to strategy than anything else, because it can provide insight into whether other teams view strategy in the same way as we do. The first time you run it, you can always make assumptions that seemed obvious at the time, but in hindsight they are extreme!

For this weekend’s engineering choices and driving style, Monza’s historical data, plus everything we learned in FP1 and FP2, provide information for the setup and decisions the team will make today.

Another major source of information is historical data from earlier this season. Although Monza is really not like any other circuit, everything in Monza is like a section of the circuit elsewhere. It will be different if the Italian Grand Prix is ​​held in April or May, but at the end of summer, there is a lot of MCL35M information available.

A: It will have an impact, especially after two consecutive weekends on the "normal" schedule. These differences are both practical and psychological. Changing the training time is not important—everyone is used to moving a day anywhere in the world according to the game—but changing the interval between training sessions can have a major impact.

For example, F1 usually has a two-hour interval between the end of practice and the start of qualifying, and the team has been working on this for many years to develop an agreement to prepare for the car within this time frame. In this year's Italian Grand Prix, we have two and a half hours.

Usually, in a garage, work expands or shrinks to fit the available schedule. There are always more inspections that can be performed and more preparations can be done-but do you want to add additional complexity? This is a problem that the team had to solve when initially formulating the sprint qualifying format.

Psychologically, it’s also a bit disturbing to ask staff to change their daily lives. There are always some dislocations, and people think "what should I do now?" It's like the situation in the first game of the year. Opening the pit lane 30 minutes before the sprint qualifying, but opening the pit lane 40 minutes before the race is especially disturbing!

Answer: The banking business here is much steeper than that of Zandvoort. Most people who work on the track have to take a walk in the woods at least once to see it. There is a good place outside of the parabola, and another place is where the modern race track runs under it to Ascari. Reaching the top is very difficult, you need to run well!

With proper suspension adjustments, the tilt angle will not prevent F1 cars from using it. Whether F1 wants to compete against Talladega is another question altogether-the one-time race at Zandvoort is great, but they really weren't designed for it. If this happens more frequently, you will build a different car.

Answer: Yes. As with any circuit with only a few braking points, energy management is very important. On Friday, you might see the car complete a few laps if they made a mistake, instead of aborting, just to complete the charge.

The impact of this on the game largely depends on whether they are offensive, defensive or running in clear air. Drivers will have different ERS modes that can be used for how and where they use and recover energy, and they will also be able to make short-term manual changes based on the situation. This may be a big factor.

A: The first one does not agree, the second agrees. It will not affect the running plan, because the excursion to the weighbridge has been included in the plan-but losing a minute will surely make everyone scrambling-even if it is already taken into account. Essentially, this is when your comfort is gone.

The order and number of weighing scales are random, but every qualifying car will be called to the weighing scale: if you often appear in Q3, then there are very few races without any of your cars being weighed. With this in mind, when strategists and race engineers plan their qualifying plans, they will add potential compliance time to the running plan.

The question of how much a minute is lost on a weighbridge varies from track to track. Not only because the length of the lap time is different, but also because some circuits require a slower outer ring than others, and some require warm-up laps and so on.

If the driver misses the weighbridge signal and needs to slam on the brakes and be pushed back to the load cell, then real timing problems will arise. Now this is not a problem, because the garage also sees the demand, and the racing engineer will warn the driver.

The fleet will have several staff stationed in the FIA ​​garage, remove the car from the bridge, and then start it again with the starter stick. This has also caused problems in the past-but now the car can be started outside the MGU-K. The launcher is rarely used.

Answer: Very good question-the short answer is "critical" and "it depends." The team’s simulator drivers have been following the track for several months. Daniel and Lando did some work before closing, and then returned to the MTC between Spa and here.

The track model will be very good. It was made from the blueprint of the track, with GPS reference, and then LIDAR scan to provide bumps and bumps-but of course it is not as good as having a real reference circle. These will be entered immediately from FP1, and the team will have someone run a sim that continues to improve accuracy.

Of course, for a place where we have been racing, it won’t be as accurate as the simulator circle, but it’s enough to hone the baseline settings and get the car into the correct window. Equipped with suspension, body and cooling on the court, starting from The green light is for performance, rather than having to solve major problems.

After the game, one thing to be resolved in the report is the correlation between the simulation game and reality. It will study content such as the reference points used by the drivers in the actual circle and what they see in the simulation, as well as various other issues designed to make the simulation more faithful in future races.

A: Although many people from MTC have come here with McLaren before, this is a new track for all the teams in the garage-at least in the context of F1, many staff, and both. It's a new track. Drivers have been here to participate in the junior formula races.

Is it exciting to race in Zandvoort again? Absolutely! A new venue is always exciting-but when this "new" venue has a good history and a large number of knowledgeable people, it is an added benefit. It is a pleasure to be here.

Preparations for the new track include using offline simulation software to create baseline settings as much as possible, and then polishing them in the driver’s ring simulator. Once we get to the track, today’s plan is not to conduct any long-term testing, but to focus only on driver familiarity and settings.

A: All are challenging! But the most interesting corner is probably Turn Seven-Scheivlak. It was very, very fast, with an interesting compression when entering, and even let the driver pull 5.0-g before entering the quali sims. As everyone pushes to the limit, it will be very fast.

Answer: For the first question, simulation may be more useful for this game than anywhere else-even if the simulation may not be as accurate. However, for engineers and strategists, this may be more important than drivers. They will use offline simulation to develop baseline settings and find the first principles of the strategy.

Once the team has this, it will enter the driver-in-the-loop simulator, first the simulator driver, then Lando and Daniel who were there earlier this week. They will be able to master the track in a simulation game without having to waste any time learning the basics in the limited practice time.

Normally, you can combine simulation data with track-like performance-but there is no real Zandvoort track in F1. The new banking business makes it unique. Some other tracks have a bit of curvature and warping at the corners-but nothing like this. The last real bank F1 used was in Indy-but even then it didn't have such a sharp angle.

Ideally, everyone would take a long run in practice to solve all these problems-but this year’s shorter practice time, coupled with the serious qualifying bias on this track, and the time lost due to the red flag, means No one really does it. Today is a real journey of discovery!

A: After the race, the car needs to be at least partially disassembled for maintenance. This is correct regardless of whether it is transported or not-for example, it will be disassembled and rebuilt, and we will have another race or test on the track.

For a standard back-to-back like this, when it reaches Zandvoort, the car will be completely stripped and rebuilt. This is the main task of the mechanics on each track before the race, even if the car has been assembled and shipped from the factory.

This is an expansion to fill the available time. It may be carried out on Wednesday and Thursday-but then it will be carried out as standard every Friday night after FP2 before the curfew begins-but in Monaco, when Friday is "rested", reconstruction work will be carried out after FP2 It takes place on Thursday night, and then seven or eight hours on Friday.

Answer: Yes. It's definitely different. The load on the car changes significantly with sloping corners. It is more complicated to calculate the correct roll stiffness, but the biggest problem is the influence of the camber angle and track warpage on the front lock. This makes braking and flat tires very easy, so adjust the settings to reduce this possibility.

Drivers can also try different routes: high or low at the bank. This level of choice is relatively rare for F1 cars-this is something that drivers must absorb on weekends.

A: There is not so much compression at the bottom—despite some unusual negative g—but they will feel it over the crest at the top. The spa is not called a roller coaster!

A: You don’t think that two weeks of downtime is enough for anyone to notice-but the staff will definitely notice that it might feel a bit strange to come back the first morning-but usually by this time on the weekend, everyone Back to the routine.

There won’t be anything as formal as the adjusted routine-but the pit stop practice may be a bit different from the regular practice, maybe do some more standard stops back-to-back than when we enter the second weekend-but it may Just do 10 criteria instead of 8 in the exercise.

A: An aerodynamicist will tell you that everything will affect everything. We will hand this issue to Daniel’s performance engineer, Adrian Goodwin, who is also our former track aerodynamicist: “There will definitely be a small-scale impact, but more consideration is given to how the general gust interacts with the terrain, and then The following effects of driving cars, or other cars on the track to replace air.

"Therefore, for the large slope changes of the Spa, you are not really a consideration when you are not limited by your grip. You are just worried about getting good traction from the car in front through the Eau Rouge.

"Then, in corners where the slope of the track limits the grip (such as Rivage / T8), it pays more attention to general vehicle dynamics as the first order rather than aerodynamics. So, T8, you only need to manage at the apex The fact that the track drops more, so you need to try to keep the load on the inside front wheel.

"Of course, in terms of airflow, this is mainly dependent on the influence of wind and other cars, while aerodynamic loads are more affected by changes in car attitude under transient [ie, busy] conditions. For example, the compression in Eau Rouge In such places, you can effectively reduce the front driving height and reduce the ground clearance of the front wing, resulting in a higher lift coefficient at the front of the car."

So for those who have not read Daniel Bernoulli's Hydrodynamica during the summer, the answer is yes-gradients do affect aerodynamics. a little bit. '

A: You can look at it from two aspects. Fewer laps means fewer opportunities for engineers to make changes, and fewer opportunities for drivers to work on specific corners that may be difficult for them to figure out.

On the other hand, it does make it easier to analyze the data: in places like Austria, where cars come every 65 seconds, it can be tricky to provide useful advice to drivers on the next lap. When it is 105 seconds, there are more opportunities to provide good information-but the preparations are no different.

A: Both drivers have very good records in the rain, so there is absolutely no problem with the wetland race in this regard-but the real predictions this weekend are confusing. The mixed conditions we experienced in the three practice games are expected to continue.

If we encounter a mixed situation, it largely depends on which team is more flexible in strategic decision-making and sharper in the pit lane-but there is also a little luck! What kind of race we want may depend on the qualifying of the car: if you need to make way, chaos is useful-if you are in a good position, chaos is not so useful.

A: Both things are true to a certain extent. We have an embedded team from HPP responsible for managing our power unit on the track, and a dedicated PU engineer is in the ears of the race engineer during the race. These HPP engineers are supported by their own team of experts.

There will be a nominal plan for when a PU change will be made, but circumstances will often ensure that it is rarely fully complied with. Damages and malfunctions will obviously delay the plan, but the same lack of mileage—from Lando’s early exit in Hungary to a wet session where the car can’t run—can change the plan.

There is also a lot of monitoring and maintenance that can significantly change the picture. Sensor data and oil samples collected from the car after each training session may indicate excessive wear and tear, which may prompt the team to make early changes.

Likewise, the type of competition you participate in will vary. The engine life used to cruise alone in the second half of the game is less than the engine life used to go all out in a full-blood battle every weekend.

Both drivers have (mainly) new PUs in most of the races this weekend. Considering the load of the engine here, this is definitely a game, and you will want to introduce a new one-but some of them are early hangovers: in the modern era, the new PU does not really bring a clear advantage.

A: Actually, Spa's game preparations will begin a month ago. The simulator rider will start to run laps to establish a baseline. Engineers will mine data from previous years to help solve this problem, and then start the setup. As the race approaches, long-term weather forecasts are entered, indicating the range of cooling the car may need.

The racers will complete some work in the sim before the shutdown begins, and they return to it the moment the shutdown ends. They may also use some Friday exercises from previous games to prepare for this game-for example, trying to lower the pressure wing.

Sometimes, in the case of back-to-back and three-game winning streak, you may prepare all the matches in the simulation immediately before departure, but for this group of matches, given that they are not subject to travel restrictions, and it only takes a short time to return to the base. The drivers will return to the factory for simulation between the races.

A: The opinions may vary! For #TheFifthDriver, it would be better to go back to the beginning of the new season. After spending the gloomy months at home and in the cold test, it is always a pleasure to come to Melbourne and the blue sky-tribute to Sakhir. I am very happy to be at Spa this weekend, it is a wonderful circuit-but I don't think anyone will object to another week of rest!

A: You can toss a coin on that. This is the natural question everyone is asking themselves now: Are we benefiting from the dampness of the 2021 Belgian Grand Prix? It can be messy, and if you wish to have a car that is more competitive than your direct competitors, it will not help-but if you are struggling for speed, then you will welcome it.

Our mood is complicated: Spar should have been suitable for this car to drive in a dry environment, but again, we have two excellent drivers driving in wet conditions. On Saturday in similar conditions, this car looks It looks very good. Starting from P4, Daniel may welcome the sun. Lando in P15 may prefer chaos.

Answer: It is often a practical mixture, not anything you voluntarily choose to absorb. It will contain some carbohydrates and some electrolytes, basically, no matter what the drivers may need to supplement in the long-distance race to maintain their performance.

As for keeping Even on such a day, it will get warmer quickly. A "beverage bottle" is actually a bag that is installed in a bag installed behind the seat or on the side of the cockpit. It faces very hot components such as energy storage and electronic boxes. The drivers called it "tea" rather sadly.

Answer: The tires are very hot. If you don't have work gloves, you definitely don't want to touch them. As they continue to travel, they are heated up to 80°C in the blanket (subject to regulations) and become hotter due to friction with the track and heat soak from the brakes to the wheels.

In practice, the drivers will cool the car in their laps to make it easier to work for the mechanics-unless they are practicing the car to stop. Of course, when the cars enter in the race, they become very red. It's a bit roasted even when wearing gloves.

A: Most of the work of racing engineers Tom Stallard and Will Joseph is done in the factory. They are at the center of the discussion about the baseline setting, interpreting historical data to determine where the weekend car should start. They will work with their drivers in the simulator to hone this.

They are also organizing operational plans. Many different departments are involved in this process. Strategy will list the questions they want to answer—everything from the time it takes to get through the pits to the degradation of tires in long-term use.

Aerodynamics may require a series of remote tests or acceptance of new parts. Electronics, gearboxes, engines, etc. will all have their own test items to be added. Drivers will have opinions, and the team manager will also participate in pit stops. The racing engineer as well as the chief engineer and racing director are working hard to coordinate this.

This basically continues until the last briefing on Friday morning-once the team reaches the track, track walks and weather forecasts will be included in the plan. After the conversation begins, they have other work to do!

This is the normal process of shutting down-basically it is regarded as non-existent for those two weeks. Before the shutdown begins, the trucks and kits will return to the UK as usual.

We will prepare the car in the factory in the normal way for a week, and then pick it up again at the beginning of the Belgian Grand Prix week. When the racing team closed, the factory was taken over by the maintenance team and decorators.

The team has a climate overview of each venue, and it has been refined based on the weather forecast for the weeks leading up to the race. The team hopes to go to the track and have a clear understanding of the temperature range we may face. This often tells us the level of cooling we will run: the tightness of the body, shoulder shutters, brake ducts, etc.

On the track, more directly is the way the temperature affects the balance of the car. The hot track makes the front end strong, and the cold track moves it to the rear end. Racing engineers will use aerodynamic and mechanical means to change their settings to solve this problem.

Although there is no longer a real "wet setting", if the team wants the race to be wet, they will do some preparations, such as adding a little downforce, requiring less downforce, brake cooling, and trimming the floor for larger tires. ——But generally speaking, unless you are sure, you will not preemptively.

Extreme cold is more difficult to deal with than extreme heat-because it is unusual. For the winter test-or the strange shock at the Nurburgring or COTA-when the car is in the garage, you may circulate warm water around the car to keep everything working properly, and you will also reduce the brake cooling to ensure that all heat penetrates Car rims.

As for the impact of the weather on the crew. There is nothing to do! There are more fans in the garage, as well as cold towels for extreme heat and regular instructions to keep hydrated-as well as attractive gloves, beanies and warmers for use in the cold.

When it's very humid, it's really bad-especially after the game. Packing your luggage in a humid environment is often a little harsh, because you know that everything that enters the flight case will appear the same way on the other end of the humid environment!

Of course not ideal. This is one of the test items the team checked through practice to check whether the drivers are satisfied with the direction of the pit lane and their visibility when approaching. If they feel that the escape angle is too sharp, they will re-mark the frame and adjust the gantry.

However, the method must be a priority. By stopping precisely on the marker without the need for maintenance personnel to adjust, you can get more (and lost) time instead of in a good escape-and depending on the track, hitting the marker has different difficulties.

It varies from track to track, because some pit complexes are much longer than others, so the boxes are spaced farther apart. The width of the maintenance area has also changed. Your neighbors help by pulling their hose out of your way-but this is still a difficult method-unless you are in the first garage.

In contrast, it is easier to escape. The driver's visualization time is longer, and considering that he has to light up the rear tires anyway, the angle is not a big issue-but there are limitations, so careful consideration is needed.

It is still very useful. For things like qualifying, unless you re-lay the asphalt, you know exactly how the lap time will evolve in qualifying-if you have enough time on the track, this is crucial for deciding whether to proceed. already.

For races, although different cars do affect the degree of degradation, and thus the strategy and pit stops you want to run, the old data is still useful, because by this time of the year, you can calculate the offset. In other words, if you know that the settings and performance of Imola are very similar to those of Portimão, then you can set an appropriate bias for the Portuguese GP by looking at what happened to the Emilia Romagna GP in 2021. The amount of migration, compare to 2020.

In addition to data related to the car itself, there are plenty of statistics to help you visualize the weekend. The possibility of a safety car or VSC, the importance of the starting position, the time lost in pit stops, the difficulty of overtaking, etc., and the possibility of running being interrupted by the flag when returning to qualifying.

The summer shutdown means that all operations will be suspended for two weeks. The door is locked, the server is closed, and work is not allowed at all. This is harsh-but it turns out that it is the only way to ensure that people in F1 will not work out of fear of falling behind, 365 days a year.

So yes, everyone operating in the F1 team will be on vacation for two weeks. It turns out that this is a very popular measure for people with families-some of the young members of the team now have to take vacations during the peak of school holidays, all of which is needed!

In preparing for Spa, the team did most of the work this week and then started where they left off when they returned to MTC during the Belgian Grand Prix week.

It varies from race to race-on some circuits, you know the car will come back, and it looks like an assault course. Bugs and rubber are not too scary, but scattered gravel tends to leave a lot of marks.

In the past, the staff would do their best to clean and repair the car body, and every three or four games would rotate a chassis for stripping and repainting. The downside-apart from time-is that the carbon composite panels will be scraped off a bit, and this will only happen many times.

It is much easier to use vinyl packaging. The packaging is not only faster than repainting, but also does not damage the panel. But in the last round of rotation before returning to the paint shop (still paint shop), although it did not appear on the TV, you can definitely see a car that has gone through several hard laps at close range.

A: Sprint competition preparation has a huge impact. Since the plan was announced, the team has been planning for this-longer if the consultation period is included-but the last few weeks have been very busy. Daniel’s race engineer Tom Starrard can reveal more information: “Friday’s plan is FP1, and then qualifying, using parc fermé from the beginning of qualifying. After that, you can’t really change anything in the car. Things-springs cannot be changed, cooling cannot be changed, etc. Therefore, you must confirm your settings in FP1.

"It will be a bit difficult because your main focus in FP1-as is usually the case in FP3-must be on the speed of qualifying. Obviously, you cannot exclude long-term practice. Do this, because if you make a fundamental mistake—such as cooling—it will ruin your entire weekend. So, this will be a busy meeting.

"Because the available practice time is very limited, we will not conduct any upgrade experiments. A new part must be absolutely stunning to justify spending your only practice session before qualifying, and figuring out it is absolutely exciting Amazed.

"So, the list of items we have to do is really diverse. We have to prepare as much as possible for qualifying-this is obviously a key part that drivers are familiar with. In addition, we are studying the settings and cooling configurations.

"The priority must be those parameters that will prevent you from completing the race, not those parameters that will change your qualifying results. If you have to burn the engine and cannot complete the race-it doesn't matter whether you can lead on the grid or not! We There is also no time to replace the rear wing in a qualifying match-but we are pretty sure of what we want downforce to reach."

Answer: It has a big impact-but compared to changes in schedule, the impact of wasting time is less. Losing the race due to bad weather or technical mobs is nothing new, but it is challenging to have only one hour on the track before the car must be prepared for the parc fermé.

A: A stand full of McLaren fans is simply amazing. Seeing it, everyone is working happily, and I feel very proud-this may indeed increase this intangible confidence. Does it constitute an extra edge? There are many teams calling the British Grand Prix a home race. This is problematic! Hope it's worth a bit more than Ferrari.

A: The drivers are very excited about the Silverstone circuit-rather than the polite version of the excitement, the cheers in the cockpit are a bit excited. They tend to do this wherever there are corners in sixth gear or higher-this is most of the time at Silverstone.

For the team in the garage, there are fans — and many McLaren fans — and people from the McLaren Technology Center in the stands. this is very good. As for the special, packing up on Sunday night means going out on Monday, which means one day off on Monday. Given the strength of the calendar, this is very popular.

A: This may be more risk-averse than standard qualifying. From the third quarter collapse, you will give up a few places to start P10; sprint qualifying out, you will be at the end, so you will not be as eager to put everything on the line as in the last game of the third quarter .

The preparations are quite different. In such a short race, the start will be crucial, so clutch practice has always been an expensive project-because in one-third of the race distance fuel, this is really different. There was no pit exit to launch at Silverstone, but both drivers did start practice and some out of the box.

Another thing is to study tires. For Friday’s qualifying, the team did the usual sprint qualifying preparations in the morning, checking the outer ring speed to get the tires into the correct window-Silverstone is more direct in this respect than other circuits-for this time Meeting, however, the race preparation in FP2 is more meaningful for long-distance running.

This is called a "sprint", but the 17th lap of the Silverstone circuit is a long time, of course it is not a complete light up. Tire management will be crucial-much more important than if this experiment were carried out on another low-deterioration track: Silverstone has strict requirements on rubber!

Answer: Thank you very much! The hospitality unit is installed on a truck and arrives with the other equipment of the team. Each team has a dedicated staff to complete the work, usually separate from the staff who built the garage—although there is a lot of interaction.

The goal is to be able to assemble them within 48 hours, which makes it possible (albeit trivial) to set up every weekend, even for back-to-back matches, although sometimes the distance involved means that the team will choose to use smaller ones in some matches The unit.

Usually, when the last member of the racing team arrives, the construction crew will complete the work and then return on Sunday night after everyone leaves. This is a part of the team that the rest of the team rarely see!

A: This is a very interesting question. The team has a lot of social activities outside the track, they are fun, and they may indeed have an impact on the team unity of the entire organization. For the staff on the track, although it is good, it may not be that important.

Working in a closely-knit racing team will naturally establish connections. You have half a year to travel and work together, and have a very simple common goal. This is not utopian idyllic-there are many moments of crossover or irritability! But there is never a lack of unity. But this is not unique to McLaren, it is often the case with F1 teams.

Back-to-back races are usually crazy, but having them on the same track will definitely spend a lot of energy in the process, without construction operations and travel time. There is still some time to relax.

Many crew members rested for at least half a day on Monday. Hiking is very popular-Daniel goes hiking, but Lando plays golf.

The focus of the next game was almost all on the checkered flag. The Sunday night report will begin the process, but the team returning to MTC will work on Sunday night and Monday morning to analyze the game and make recommendations.

Our chief mechanic for the past few years is Kari Lammenranta. Kari has been with the team for 18 years and became the first person to work in the garage at the same time as Finn Kimi Räikkönen-even though Kari worked for Juan Pablo Montoya's car. Before becoming the chief mechanic, he was the first (ie leading) mechanic (seeking) in the left hand area of ​​Lewis, Checo and Kevin.

He succeeded Paul James, now our team manager. Paul has been working at McLaren since 1997 and has followed the same route, after serving as Lewis Hamilton's first mechanic, chief mechanic. His former chief mechanic was Jono Brooks. He joined the test team in 2000. He is also the former No. 1 mechanic. Now we are the F1 construction director at MTC.

Today, the work of the chief mechanic is multifaceted. They are the link between all mechanical pits and racing engineers. They act as pit bosses on the ground during parking and supervise the work of all other mechanics-but you will rarely see them working on cars, and Usually only used in emergency situations.

A Grand Prix was completed here last weekend, and more exploratory races were conducted on FP1-FP3 before the Austrian Grand Prix. Most of the setup work was completed last week, which allowed the team to study areas they would not consider There is not necessarily time to explore other aspects-but also look forward to future games.

They can do both jobs at the same time, but usually only in emergency situations. Generally, this may be similar to repairing collision damage after shutting down in FP3. They will prepare their own car for qualifying and then transfer to another car to help.

Of course, there is only so much space around the car to work. More commonly, when catching up in a hurry, anyone who is available will start helping their teammates with work further away in the garage: preparing spare parts, transporting tools, organizing. Happily, there is no such thing this weekend!

They are centered on different pit stops, as long as there are reasonable strategies to consider, there will be as many plans as possible. It is rare to hear the discussion under "Plan C" during the game-but there will be more discussion in the briefing. If the racing engineers discuss Plan D on the radio, then we are having a very strange grand prix.

There are of course different arrangements in various plans. There will be a target number of laps for the pit stop, and the driver will be told to reach the target number of laps or x laps plus or minus this, so that he can plan to make the best use of his tires. He may also be told to extend or overtake without changing the overall plan.

This happens frequently during the long season, from injuries to food poisoning to paternity leave. When it happens, it really determines how the team responds. If there are enough warnings, substitutes will appear on the track; however, if something goes wrong over the weekend, everyone will reshuffle the cards and make do.

Everyone has a plan, and anyone can be absent. The crew will cross-train on various roles, and everyone will have a shadow. You might use tests—even things like public demonstrations—to train people in different roles, but usually the replacement will be someone who used to work on a racing team but now returns to work at MTC.

For example, last year, when Lando's racing engineer Will Joseph missed three races due to paternity leave, his car's predecessor, Mark Temple-when it was Fernando Alonso's car-rejoined. When problems arise, this becomes more difficult, however, on weekends.

The problem everyone is training is the accident during the pit stop-another pit stop is due. Someone is assigned to any role-fortunately, this doesn't happen very often. When a wider problem arises-food poisoning swept the entire paddock-anyone still stands in place, doing whatever needs to be done!

And one more thing. We do not have a rotation policy-but it is not uncommon to bring out some veterans from the factory in a situation similar to three consecutive championships. Although there is a limit to the number of people allowed in the paddock, they can carry some weight before the race weekend, such as packing up their luggage or building a car.

A: Wearable biometric technology is one of the core skills of McLaren applications; they cooperate with many elite athletes. Our riders use many of these tools in their fitness programs, but not many of them during race weekends. For safety reasons, like all drivers, they have an in-ear accelerometer to measure gravity, and biometric gloves to transmit pulse oximetry.

The latter was invented by Dr. Ian Roberts and Alan van der Merwe-F1 medical rescue coordinator and medical vehicle driver respectively. If you want to know what they will do when they sit at the end of the pit lane all day long, strapped to the medical car and ready to respond, this is how it is.

Answer: This is a configurable display, just like everyone else in the garage-back to MTC-is in use. Depending on preferences, drivers usually open six to seven windows. They will have the same TV shows that everyone in the home is watching, various timing screens, possibly wind profiles, divided sector times, and so on. Crucially, they will also cover different laps. Their laps overlap each other, or the best laps and the best laps from another car. Usually down to the micro level focusing on specific corners.

A: In the past, after a particularly high-intensity weekend, the garage might smell a bit like a wet hound-but now we use a series of high-quality products from CleanKit. They are designed to keep these technical fabrics in good condition. We will let Lando’s performance coach Jon Malvern explain (drivers also use it on their racing suits): “We often use CleanKit sportswear cleaner because it really helps keep fire-resistant Nomex clean. Ideally, you Hope to wash it at a fairly high temperature because it will absorb a lot of sweat, but this will cause it to shrink-there is no real leeway, because this type of clothing is tailor-made. Use CleanKit sportswear detergent , You can wash at 30°C to prevent Nomex from shrinking.

"To answer broader questions, yes, the crew has several sets of kits, and all of them go back to the McLaren Technical Center for cleaning, because this is a very professional process. CleanKit also has sprays and a series of wipes: We will use them on boots and helmets, and they will also sweat. These days we are really a very good team!"

A: Everything is in the garage-it extends farther than the "front desk" part shown on the TV. Behind the panel, we built many studios. We have several sets of large mobile storage shelves, and everyone has a box on one of them. It is usually stuffed into a set of work clothes, mobile phones, suitcases, etc.

The other odds and ends of the kit are on hand. Personal tools are located in drawers built into the garage wall. The helmet and radio are kept within easy reach. Nothing will be thrown in the corner! When everyone is in step, the danger of tripping can be dangerous, and it can be costly—and we don’t like mess.

Answer: The weather forecast is very detailed, because F1 provides its own weather service for each race, and the radar can usually accurately depict the weather conditions of 50 kilometers around the track. On a track like the Red Bull Ring, you will indeed see "invisible" showers hidden behind the hills.

On more global issues, you build cars for what you expect to see. Ideally, you want your car to have more downforce on wet ground than on dry ground. But this is not something you can get in and out quickly. If you must choose between wet and dry, you need to consider many factors: the possibility of rain, the possibility of damage when it rains, and so on.

Once the car is in parc fermé conditions, it becomes more difficult if you expect a qualifying that is completely different from the race. In this case, the priority is usually which one is more important. A track with a strong quality deviation means that the car has a qualifying setting; a track with a strong racial bias will make the car get a race-centric setting. Sometimes there are compromises-but usually it's either one or the other.

Answer: Absolutely. We like a good program. There is an OP for everything we anticipate that may happen, as well as anything that happened unexpectedly and analyzed in the past. On Sunday, during the preparation phase of the race, the team will check the checklist, similar to the crew preparing to set off.

Many of the items on the list stem from things that went wrong in the past. Not necessarily to our team. For example, the race engineer instructs the mechanic to check whether the rubber cloth string is clamped between the wheel and the hub, or to perform the final test on the grid trolley wheel gun at the set point in the running sequence.

If something goes wrong, there will usually be a new checklist of possible occurrences. Such as delays in the start, red flags in the race, problems with cars appearing late and so on. Of course, you can't plan for everything... F1 always has the ability to introduce something novel: thinking with your feet is always a useful ability.

Answer: This is a very good question. This is a combination of multiple factors. The first is the natural evolution of the track. Unless it rains, when everyone uses soft tires and increases braking force, more rubber will fall off, which will naturally make the track faster. The second reason is that the power unit is running at its maximum potential. At the end of the training, everything becomes 11 laps in order to get the final energy from ERS ​​.

On Saturday afternoon, the combat weight of this vehicle also dropped. In practice, the fastest lap may occur at the beginning of the seven laps when the car has enough fuel to complete it. In qualifying, this is the minimum to complete the running plan-but the running plan may involve more extra laps in the first quarter than in the third quarter.

We also have less protection for cars. This is especially important on circuits like the Red Bull Ring, where curb damage is a real threat. You may ask drivers to stay away from those drivers during practice, even at the beginning of qualifying-but in the later stages of the race, there is no choice but to run the fastest route possible.

Finally, yes, as the meeting progressed, the drivers did gain confidence. They drive cars in extreme situations, and every time they succeed in doing this, they then redefine where the limit is.

Answer: Ricard is mainly a test track, so it has runoff rather than gravel traps. Runoff is an abrasive asphalt with higher grip on the race track itself, which makes it easier to regain control of the car. The blue-painted section—near the edge of the track—is very grippy, but the further red section has a strong grip and can help drivers who are really lost. There is a price to use it. More abrasive asphalt is accompanied by higher tire wear, while the red part is severely worn.

Will they distract the driver? In all respects, seeing it from the cockpit is not as easy as seeing it from the camera position, or even when walking around, because the track is usually flat. The painted white line is more of a problem-when there are so many different configurations, it is difficult to choose your deceleration bend point.

Answer: Absolutely during practice, in places like Ricard, like in Baku or Monaco, a car that runs very wide will not be penalized. Even on a street circuit, there is almost no difference in qualifying. Although you may still prefer ultimate performance rather than driver confidence.

In other words, Ricard does not have unlimited freedom to run. The runoff is deliberately very rough. The extra grip makes it easier to regain control of the car-but excessive tire wear comes at a price. It is not recommended to run wide too frequently.

A: To be honest, for most people in F1, other circuits are very distant memories-although in the last few years of the Magnycourt race, many teams have worked in F1. In general, Ricard is a very tricky circuit because the first half of the lap is very different from the second half. The former is a high-speed straight, the latter is a high-speed long bend. This will pull the settings in different directions. Finding a compromise is a difficult job.

A: Our catering staff have done a great job in sourcing fresh local food. Not necessarily strict, but definitely nutritious. As for the local cuisine...Currently, what the staff can and cannot do outside the paddock is still very limited, but in a normal year, imagine having a drink of Bandol or visiting a pastry shop in the evening will not be too ridiculous when entering the track On the way!

A: The team has very old tires that can be used for pit stops, which are not within the distribution range of the race weekend. They can also be used for practical engineering issues such as rolling a car to a floor scale, taking photos, and providing templates to trim floor scratches around the rear wheels.

A: This is a factor-especially because Red Bull Circuit (Austria) is known for destroying the front wings, floor and diffuser. It keeps composite technicians busy using quick glue and hot air guns in the workshop behind the garage-but we will give this to Lando's performance engineer Jose Manuel López: "We are always a little careful to run in free practice. In In qualifying and the race, we cannot ask drivers to be particularly careful-they need to make the most of everything.

"Obviously, Austria is a track that will ruin the car, but the team knows this and plans in advance to have as many options as possible. Even if you don’t have the same specifications you need, you will have a very close option. , In case there is a little drama. The important thing is to put the best car on the track as much as possible."

A: It's not a real bottle, it's more like a bag. They are stored in a small bag in the cockpit and can be placed on the side or behind the seat. The driver will have water or some electrolyte, up to 1.5 liters. It is always there-but sometimes the driver will choose not to fill it-especially if it is a cool venue.

Of course, the team wants the fluid to be as low as possible to help the center of gravity-the disadvantage is that it is very close to the PU and tends to get hot quickly. It can still hydrate the driver-but it is not the best blend.

Another use of water bottles is to temporarily fasten ballast devices. If the weight of the driver jumping off the scale is several hundred grams lighter than expected, and if the team does not want to waste time installing new ballast blocks, adding water to the water bottle will quickly increase the weight.

Answer: This is the six-point seat belt in F1 racing. Considering the location of several of the seat belts, yes, the close relationship between the driver and the mechanic is related to the territory.

Jokingly, it is the job of the mechanic to fasten the belt-because it is a mechanical part-and there are certain personal factors, especially on the grid, allowing the driver to get on the car comfortably eight or nine minutes before the start of the race. At that time, some drivers wanted to chat; some people really, really didn't know, and for others, it was a situation where they understood their mood and reacted accordingly. In the garage or on the grid, for Richard (Lando) and Ben (Daniel), this is one of the pre-conference work lists.

A: Yes, the pit crew has an exercise plan. They will stretch and warm up with the resistance band before pitting. They will be done by professionals at their pace.

In addition, it is more a matter of personal choice. The McLaren Technology Center has a great gym, and many staff will be spotted running on the track at night or in the hotel gym in the morning. There are indeed a few international-level athletes in our garage-but there are also some who claim that their construction focuses more on comfort than speed!

Does fitness help performance when pitting? Yes-but depending on the job, it may be an overall benefit. Upper body strength is a big deal for Jack-for others, good condition means less physical fatigue and better mental concentration. The race comes at the end of the long week-so the more alert the crew, the fewer mistakes they make.

A: The excellent Hawkeye! Most crew members this year wear blue helmets, except for front and rear jacks and release controllers with orange lids. Since they are located at the front and rear of the pit lane, they provide a useful reference point for the driver. Many teams have similar arrangements, usually with some scary overalls for the front and rear jacks. In the past, we provided papaya kits for those members of the maintenance staff and black for everyone else.

A: We will ask Lando’s performance coach, Jon Malvern, to answer this question: “There are 10 sun visors in a pack. They are all going on. We really can’t wear more because they They won’t stay tight-and they must be tight so that they don’t affect eyesight, and they won’t let sand or rain seep in and cause them to foam.

"We use the same packaging for every race-although how much the driver uses depends on the conditions. It may be a race in clear air, or whether they are on a train-and then who do they follow, because some cars are better than others Spray more fuel. In some races, the drivers may use four or five races, and in other races, they will come back to use all the races!"

Answer: Good question-and a difficult question to answer. Racing Engineering Director Hiroshi Imai is our ultimate authority on tires-you will occasionally see him standing in the garage at the end of Engineer Island on TV shows. Hiroshi has been with McLaren for 13 seasons and previously worked at Bridgestone. On the other side of the coin is Randeep Singh, Director of Strategy and Sports, who is the final voice of the checkered flag that decides which tire combination will get us to the highest position. Usually in between these two.

Of course, there are many other voices that will influence the debate-but it is the driver who really needs to listen the most. If the driver is going to pit and clearly express his preference, it is difficult to ignore this and tie up other things. In other words, if there is a disagreement, the final decision maker and arbitrator will be the team leader Andreas Seidl. This is why he sits in a big chair!

A: There are strict restrictions on the staff allowed to enter the track, so many teams must work at MTC-but over the years, it has become the first choice for certain roles. It obviously saves costs-but for many engineering tasks, the calm atmosphere of MTC is actually beneficial.

Improvements in the ability to transmit high-bandwidth real-time data and communications back to the factory means that people working at Mission Control can access data and communications as if they were behind a garage or on a racing truck.

Mission control, as the name suggests, is a NASA-style control room (although much larger than the real thing), with a video wall and a layered group of workstations, with its own set of monitors and communication panels. Most competition engineering and strategy teams work there on weekends.

Therefore, although the racing and performance engineers will be the front desk in the garage, and the system engineers will also be in the garage, but the support engineers of each car will be responsible for tire performance, braking performance, vehicle dynamics and other aspects of the work and air in the MTC. Kinetic and individual car strategist.

A: The short answer is: very different, mainly because we replaced the maximum downforce car with a low downforce car.

A: It should be T1. It's not so much the outline of the corner, it's the setting. A long straight is a car driving a long distance at super high speed. The tires are cold, the brakes are cold, and—just like a street track—the braking zone is very bumpy.

There are more difficult corners around the track-there are many corners that can get the driver out, but for those drivers, the car is in better condition and the driver will be more confident. It is the unknown factors in Turn One that make this difficult-although being a street circuit means that if you get off the line at any corner, you will be in trouble.

A: The wind is pretty good this year. However, the coast here is very windy. There was a strong wind when we raced in Baku in 2019-but it was April, not June. There are two winds in Baku: the cold northerly wind is called the Khazli wind, which is common in winter; in summer, the warmer southerly wind blows from Jilava.

The wind direction on the straights will have a major impact on the top speed-although gusts of wind at the entrance to the bend can cause greater headaches. Another effect is that the buildings around the track tend to guide it. With the complete field, there is also a very powerful "pump" effect that pushes/pulls cars around the track.

Of course, legumes and other legumes are indeed an important part of a healthy diet, and drivers will eat a lot. The correlation between this and track performance has not yet been fully determined. There are only so many places where we can put Pitot tubes...

A: It is not in the short-term to choose tires for a specific race, but absolutely in the long-term. Pirelli released tire models and invited the team to provide feedback. They also wanted to understand our expectations for downforce in the coming year.

The development and release of car tires that exist only as drawings is a particularly small moving target-the more information we can provide to Pirelli, the more suitable the tires will be. They will also get feedback from the team and drivers after the race-and check the used tires.

Of course, we already have a pre-determined list of tyres for this season-but as the race is withdrawn and replaced, the feedback Pirelli has received so far will help determine which tyres are nominated for replacement.

A: It is definitely the end of qualifying. If the car passes smoothly, a few seconds before the Q2 and Q3 finals will be the pressure point. This is where the drama is in the garage. It was a great experience-after that!

A: For the garage staff, no, this will not affect the preparations-although when they learned that their favorite corned beef sandwich was not available in Montreal, there were a few sad faces around the team. Other than that, with a few notable exceptions, a group of garages are similar to other garages.

For the engineering team, the competition was cancelled and rescheduled so early that they had not yet begun preparations. Last year was a bit complicated, because there were not many ways to set up data, track scans, and history to use new-or at least not the most recent-tracks. We will not expect such a surprise this year.

More anxious to earn points? Not in the grand plan, because the team did not actually take any measures to kill any available points. Fewer competitions, or competitions in different places, may see the production plan shift slightly.

In addition, if we think there may be fewer competitions this year, it might make us work harder to push the power unit-but so far, our assumption is that we will more or less participate in all competitions-just not necessarily where. Suggested original calendar.

A: Sticking tape on the panel joints can create a smoother surface, but it can also prevent dirt or debris from sticking to the car body. It may be only a few thousandths of a second-but sometimes this is the difference between passing a session and not passing a session.

For the same reason, the mechanic polishes the car every time it returns to the garage during qualifying. In terms of time, Lando is five thousandths of a second behind Carlos Sainz in the FP3 of the Azerbaijan Grand Prix-this is how a piece of rubber sandwiched between the hood and the side box will make you pay What a price!

We often mention this because race engineers always ask polishing issues in their qualifier records for the teams. In any case, the staff will do this, but it is more like a mental trigger that cheers everyone up: thousands of seconds will have an impact.

A: It really doesn’t matter much-although a lot of rubber may be dropped in the busy support program, when we come back on Saturday morning, the track may have amazing extra grip-or the situation may be the other way around If the weather changes!

In terms of preparation, cars are usually disassembled and rebuilt before the curfew on Friday night-taking out all installed kits for testing, changing gearboxes, etc. In one more day, you can complete this work in more depth and check the additions further. No one asked for leave!

Answer: A lot! The maintenance access itself is tricky because it is short and convex. If the driver decides to pack the box late, he has little time to react. It is also difficult to see around the bend in a busy maintenance lane, and there are several other boxes nearby, so the risk of unsafe release-due to anyone's fault-is high.

To put it more simply, the shortness of the pit lane makes pit stops very difficult to practice. It can be said that there must be a lot of cooperation and coordination between adjacent teams-but this is the case anyway. Outside of the game, this is a very relaxed environment. The pit-box gantry outside the garage is also a bit tricky. Mark Cox, Lando's first mechanic, must take care to avoid when he retreats, lest his head hit the boom.

Answer: Yes. The front of the house is pulled inward to its smallest pattern size. There is only room for the necessities: cars, fuel tanks, tool boxes, mechanics. The only other things downstairs are tires and a spare body, and there is a small space behind it for the service station signalman and his equipment. This may be a third of the normal kit you see in the garage. 

We don't have an observation deck in Monaco. All the spare parts are stored upstairs, above the garage, and there are things like data racks, engineer desks, pit kits-refrigerators and so on! - etc. Although we also have "pit walls" there. The key is to try to avoid conflicts and make room for urgent tasks. Lando's racing engineer Will Joseph mentioned this in an earlier briefing: "It's very nervous, try to stay away from everyone-this may apply to Jose and myself more than anyone!"

A: The concept of "free time" is not a concept that really resonates with garage staff! There is always another job to do. Friday in Monaco is a good example. In the fine weather between FP2 and FP3, the team used this opportunity to dismantle and rebuild the car more thoroughly throughout Friday, instead of the usual quick version to complete the work and allow the team to leave on Friday night/curfew The previous Saturday morning.

It is important for the crew to take as much rest as possible, so things like curfews and parc fermé regs between qualifying and races are very useful-but around these events, weekend plans plan to use every second to prepare the car, Component inspection and system testing. When everything is done, this is always a good opportunity to polish the car, sweep the floor, tidy up tools, check factory emails-analyze old repair stations, perform kit maintenance, etc.

The only real downtime is when the car is ready and no one wants to touch it. When there is a long-looking red flag, if the garage has been spotlessly clean, team manager Paul James might suggest that everyone drink coffee and sandwiches.

A: Not as much as we want! There are several hard limits to consider. The first is that we only participated in the fifth game, so there are not so many old floors and wings that can adapt to the latest specifications that we may have later this year. 

Another consideration is that we really don't have room. The garage is small and storage space is very precious. Although we usually have all the spare parts on the track, in Monaco we can actually only have a small truck nearby (although it may run there for 20 minutes and then run back), and everything else is outside the city .

There are many bites and abrasions on any rugged street track—or any place with considerable curbs. But those can usually be repaired quickly in the garage by composite technicians, who are magicians of hot glue.

Answer: The strategy team will study every potential strategy in the past two weeks-and various emergencies that may lead to strategic changes. However, if the game goes smoothly, Monaco will not have a lot of changes to choose from. Overtaking on the track is not a high percentage option, and track location is very important, no one will voluntarily stop more than once. This left an opportunity for the strategic cannon: a good grasp of the pit stop time.

A: In most venues, drivers usually walk on the track with their engineers and physical therapists-but Monaco relies more on video and simulation. Lando’s physiotherapist Jon Malvern can explain: “We don’t do it here because you can’t really make the most of it. Usually, Lando wants to study the details of the surface up close. Here, we spend most of our time avoiding road traffic— Lando will stop and chat with everyone so that we can never go back! So we use the onboard lens and computer instead." 

Answer: At the technical level, it is indeed more difficult to communicate in built-up areas. A lot of concrete and ceramic tiles do affect the propagation of radio waves, and there is also a lot of electronic noise stuffing into a small space, especially in this circuit. However, this has not been a problem in recent years. Communication has always been strong in the modern era-the days of pit wall picking up pizza delivery instructions are long gone! Technical failures still occur from time to time, microphones falling off, etc., but street racing is no longer an inherent problem.

As for not talking to the driver, yes, sometimes the driver needs to concentrate on driving. Normally, the racing engineer will leave non-urgent information before the GPS shows that the car is on the straight-unless it is difficult for the driver to hear, in which case the information will be transmitted in the most direct corners, when the speed is very low. In general, racing engineers will leave the drivers alone when they are involved in a fight-for example, they are rarely heard on the first lap. Sometimes, when drivers have to pump water in a series of qualified laps, they will ask for a radio blackout-Lando often does this-although engineers don't always have a choice.

In Monaco, there are no straight roads to convey information, and there are very few places where drivers are not stuck in traffic, so it is more difficult. On the other hand, there are fewer strategic choices to make—usually—and unless a pit stop is imminent, the urgency of passing the time gap is reduced—so communication may be reduced.

A: We don't! But this year we were next to Red Bull and they tuned it loud enough to suit everyone. Moreover, in Monaco, this is not a real factor. We found Rascasse at the entrance to the pit a few meters away, where the party overwhelmed everything else. One way or another is the motivation to complete the packaging quickly...

A: We need to restore the body panels to their normal papaya state in future races, but the F1 team has a culture of a group of rats and nothing has been disposed of. Usually, when the chassis (usually four in the modern era) are retired at the end of the year, each of them has slightly different preparations to fully illustrate the season. Usually, this takes into account the drivers and different downforce configurations-but there may be a gorgeous Monaco Grand Prix Gulf car that will wow fans in future events-or just on the boulevard of the McLaren Technology Center from time to time Show everyone a smile.

A: We will definitely pass it on to the brand team-once we discover that they have overlooked a sales opportunity shock. It does raise the question of whether the crew will be well equipped. They are very interested in this concept, but not sure how to monitor compliance!

A: Team leader and support staff Tom Briggs said: "The best fan logo is always in Japan-they put in too much effort and created the most amazing things."

The most interesting... It's always good when someone other than the driver has their own little fan club opposite the garage or pit wall. The FOM photography team has a sixth sense and knows what makes us laugh, so they often appear on the garage monitor and often hang on the opposite stand.

A: We are now playing a lot of back-to-back matches. It feels like this is a normal routine, while the independent matches are strange. However it is different. One big change is that this car was not manufactured in the factory by the car manufacturing team, but was disassembled and rebuilt in the garage by the racing team mechanics.

As far as the racing team is concerned, the garage experience is no different. When the racing team is in Portugal, the advance team will build a garage in Spain, so when the team arrives on Tuesday, there will be a garage available. The standard plan is that half of the team will participate on Tuesday and the rest will take a break.

There is also a bit of misplacement: people are wandering around and thinking, "Surely it’s not only Friday?" In addition, because the garage is almost the same, sometimes you walk into the paddock or pit area and realize no, you are no longer in Portimão, this sometimes It will be a little surprised!

A: Yes, the new corner is in the simulator, and GPS data has been around for a while. What new challenges does it bring? It's faster, the apex speed is higher, and more lateral energy enters the tires-this may have a knock-on effect on the grip of the last decelerating corner during qualifying.

The purpose is to help overtaking, but the consensus of the paddock is that it is more aimed at MotoGP, and it will be here a month later. We don't want it to have a major impact on the Grand Prix-although it may do some interesting things in supporting the game.

A: This varies from job to job. This is very important for team manager Paul James, because it allows him to see the pit lane, pit lane and both sides of the garage (usually-not at Silverstone or Monaco). When there is a bit of drama, this view is absolutely crucial.

For game engineers, they only go to the pit wall during the game. For the rest of the weekend, they are in the center of the garage, right next to the car, in the driver's sight. They don't have to stay on the wall of the repair area — sometimes not if there is an IT problem in the repair station — but they find it useful to stay outside.

Although there is a very good weather service, race engineers like to be able to reach out and check, yes, it actually started to rain, or to be able to look at the flags on the stands to see how strong the wind is blowing. This is also a better place to see and hear cars.

Usually, if the car is slightly damaged, they like to keep it close to the pit wall so they can take a good look at it the next time they pass—or, as in the case of Lando in Imola, on the track in the distance , So the view will not be obscured by the spray.

These physical factors also have an impact on the other people on the wall: the team leader; the racing and strategy director. They can see the garage and maintenance areas, as well as what is happening in the nearby garage, which is not always the case when they watch it on a monitor. Of course, some people sitting on the wall of the pit lane accept that this is a bit anachronistic-some of them will also say that the real value is that it allows them to escape from the feet of other members of the garage team!

A: Andrea Stella, executive director of the racing department, usually speaks on behalf of the team. If Zak and Andreas share a bad paella, he may be responsible for making any major decisions. 

A: This year, for the first time since 2014, we did not conduct a pre-season test at the Barcelona-Catalonia circuit. In addition, last year's race was held in August, and the track temperature was abnormally high. Therefore, the best reference point is the 2019 race... But since then, the car has changed a lot. There is also a reconfigured turn 10, which has been changed to help overtaking. However, the consensus is that although it may do some interesting things for MotoGP, it will not have a huge impact on F1. In fact, we look forward to the usually difficult Spanish Grand Prix. Overtaking is difficult and the tires are hard.

A: Usually, there will be ice cream after the game, or-in a warm venue-ice cream and ice towels, but if there is a trophy, there may also be a cold thing instead of ice cream. The McLaren Technology Center team does not make ice cream-but if there is a podium celebration, they will not miss the celebration drink. Pizza sounds like a brilliant idea, but when the team dismantled the garage and loaded the kit into the flight case, it was usually midnight, so dinner was served on the track as usual.

A: In fact, the most interesting thing is the previous year's data, all other things remain the same-although racing engineers will definitely study their setup tables and review the current generation of car life cycle reporting records. They may not go beyond this point-unless they want to revisit a particular test project. For example, we go to Turkey and the Nürburgring in 2020 to study the V8 events in 2011 and 2013, respectively, and there is not much value.

On the other hand, strategists will look at as many years of data as possible. If the track has not changed drastically, they will mine past race data to see the possibility of a safety car, the speed at which the surface is dry after the rain, the pit-stop time for parking, and so on.

A: The physical and mental health of the team is interrelated. We have done a lot of work to ensure the health of everyone in the team, especially during the stressful period of the season. It has many aspects-from good nutrition to ensuring that everyone has good work and rest facilities.

It may be very busy. The back-to-back plan is to complete the packing in Portimão six or seven hours after the checkered flag. Monday will be the day of travel to Barcelona. Half of the team will go to the track to set up the garage on Tuesday, starting from where the crew stopped early on Sunday. At this point in the season, everyone is quite fresh. By the time of the back-to-back race in November or December, the team may get some help from the factory to make sure everyone is in good condition.

A: It is still at an early stage, and considerable adjustments have been made and are still being adjusted. So far, everything is missing, rather than cutting any aspect of the running plan-because in the end, we still have two sets of tires to return after each training, which makes our ideas full of color.

Our long-distance running with heavy fuel load at the end of training was not that long. We hope that many of the back-to-back setup experiments that were conducted during meetings are now split between meetings or in two vehicles-but it is still ongoing. Of course, there are a lot of things to squeeze in!

Answer: This is a separate team-but in qualifying or practice, you may see a streamlined "qualified racing team", that is, one side of the garage is busy with their cars in the garage, unable to Work in the pit lane. Pit-stopping with the qualified staff is one of the things to practice. It is very unlikely that we need it to use it during the game-but not completely beyond the scope of possibility.

A: Radio problems come in all sizes, some of which are beyond the control of the team, so there are always backup options. The most basic-but usually the most effective-is the pit board. If the communication fails, the team can display more information through the dashboard. The most important thing is whether the fault is two-way, or whether they can hear the driver's voice.

Sometimes this is a specific problem of a specific communication channel. In Bahrain, the problem with the Lando side garage was limited to pit wall communication, so Will Joseph left the garage and used a set of replicated screens on Engineer Island. In Portugal, engineers spent time testing pit wall communications during practice.

If it is a problem with the car, the team sometimes changes the steering wheel when pitting-this can sometimes solve the problem, which is a change in practice. Sometimes it's just the driver's microphone being damaged-and there is no solution during the race.

A: Not this year-but usually it will. Logistics is a dark art, so we will give it to the McLaren Technology Center F1 Build Director Jono Brookes: "As far as our air freight business is concerned, apart from time and aircraft, there is almost no change, because in any case, Canada It's a racing game-just like Turkey.

"For our ocean shipping, these containers have not left Canada and are still in the port, so they will now be diverted to Turkey. Canada is already an independent ocean freight this year. Normally, shipping from Australia to Canada across the Pacific Ocean-but with The Australian Grand Prix was postponed and moved to the end of the season, which forced Canada’s independence."

Answer: It varies by race. The standard load is a total of six wings-perhaps not all of the latest specifications. If there is an upgrade experiment to do, or if we are going to a well-known front wing circuit breaker, there may be more.

Answer: Most of the time after FP3, they have been in briefings. First is the report after FP3, and then the briefing of qualifying. They will wear headphones in the truck office, talk to their engineers and staff distributed on the track, and then return to MTC. Their opinions are very important in the decision-making process.

In addition to homework, they also have a printed timetable that can fill every minute of their available time during the race weekend. Due to empty tracks and blocked cities, they had less time to meet with fans. Their media appearances are still very active-although often via video links. They will take a track and field walk at the beginning of the weekend, work with their engineers to study curbs and any interesting bumps and bumps on the surface, and do a lot of preparation work in the garage-checking seat accessories, rearview mirror positions, etc. Wait.

They must also work with their trainers. It's not necessarily a fitness class—because driving takes care of this—but a recovery class, massage, etc. They will also have quite strict nutrition and hydration procedures. Not only what they eat and drink, but also when they eat or drink. Before getting into the car for qualifying, they may want to throw the ball or similar exercises to increase their heart rate and improve their reactions.

A: On a global scale, absolutely dry! The grip of the pit lane may be low on the race track-either because of the different tarmac, or the concrete apron, and lots of slippery paint lines. On rainy days, the risk of the driver losing control is much greater.

In a broader sense, wetland race day also means wetland cleaning up-absolutely no one likes this. This is also a gift that is constantly given, because anything that gets wet will get wet on the other end, which is not how you want to start a weekend game. In other words, if the team might benefit from an interrupted race, everyone would be more than happy to reach the track on Sunday morning in the dark clouds.

A: That's great—especially back-to-back. We will pass to the team leader and support staff Tom Briggs to answer: "Ask for leave? Not a lot! We arrived the day before we started work, and then left early on Monday after the game. We encountered strange things. At night, but most of the time is the airport-hotel-track. When we are free at night, we do like to do some turbo sightseeing! We are good at getting into the sights in a very small time!"

Answer: Having data is very useful-but the more the better! Only one practice session last year meant that we did not perform the usual setup tests. Coupled with this year's reduced downforce, longer DRS area and brand new power units, there is still a lot to do.

Answer: It takes about six hours to pack your luggage on Sunday night-but it takes longer to set up the garage because it takes longer to prepare for the floor and other tasks. Support team leader Tom Briggs can add more details: "We let the ESO (Event Support Operations) team travel a few days earlier than us. This is a team of three or four people. In Europe, they have a car with all the garage panels And the main FOH (front of the house) truck, they were set up before we arrived. During the flight race, they handled all the sea cargo, now three 40-foot containers."

A: After a season without fans in the stands, it doesn't look as strange as last summer. It's a bit like a test-although a very fierce championship battle is great to ensure that it still has the proper urgency for the weekend. It is very likely that fans will compete in the stands this year-hope that as the season progresses, it is possible to safely play more games behind closed doors.

Everyone will have their own preferences, but for #TheFifthDriver, the biggest difference between full and empty cars will appear on the track where the stands opposite the pits are almost in contact with the grid. Places like Interlagos, Montreal and Suzuka can cause huge sensations when they are overcrowded.

A: There are not many lucky charms around the garage, but everyone has their own special way of preparing, no matter how they arrange their equipment in the garage, or where they like to sit for lunch. The pre-match procedures on the checklist also have a sense of ritual. This is the same call at the same time. Although everyone knows what they are doing, if there is a communication problem or other interruption, which means they did not receive it, it can be very disturbing. It interrupted the rhythm.

A: In many ways, this is contrary to the usual problem at the beginning of the season. We have been testing in Barcelona in cold conditions and then heading to a warm climate at the beginning of the season. Colder tracks usually increase the likelihood of understeer, and degradation should be lower.

A: The riders walk with their race engineers, performance engineers and physical therapists. Sometimes, other engineers in their car team may also follow. In most cases, they are looking at corners rather than straights-although the driver will look for visual cues at his braking point. They are studying everything that you can really understand only by seeing it with your own eyes: new asphalt and joints; the feel of individual curbs, the thickness of the painted lines, runoff, culverts and gutter patterns, etc.

There are some professional tasks on the track: for example, performance engineers and drivers will discuss brake and differential settings-fine-tune their plans to give full play to the car’s performance, but at the same time don’t overload the drivers with push buttons. It is also useful to ensure that everyone has the same mental image of the track and can use the same references and terminology. For example, Lando's racing engineer Will Joseph missed the race last year, so it is useful for him to spend an hour on the track with his team.

Answer: This is the crux of the problem. This is absolutely crucial here. If anything, last year’s race confirmed what the Sims and track history implied: overtaking is very difficult, and track location is crucial. This year may be different because the single DRS area has been extended by 145 m-which makes it as long as possible. So overtaking may be easier. But it is assumed that qualifying position and a good start are still the key to good results.

Another factor is strategy. The track’s requirements for tires are not harsh-as is the case in Bahrain-and the pit-stop time is very long. People expect to have a one-stop race, which limits the ability to make up positions through strategy. All in all, this means that a lot of attention is focused on making the car suitable for qualifying.

A: On race day, there will be team manager Paul James, racing executive director Andrea Stella, strategy and sports director Randip Singh on the wall of the pit lane. Team leader Andreas Seidl, and racing engineers Tom Stallard (Daniel) and Will Joseph (Lando).

The competition engineer usually goes to the pit wall just for the competition. For qualifying and practice sessions, they will be on the Engineer Island in the middle of the garage, about one meter away from their car. They are still talking to the driver and Mechanic One on the radio-but they also have eye contact and can communicate with gestures. Joining them on Engineer Island are performance engineers Jose Manuel López (Lando) and Adrian Goodwin (Daniel) and Hiroshi Imai, the director of racing engineering at the end of the island, next to a terminal used by a track aerodynamicist or anyone else Senior engineer on the track.

In garages, transport vehicles, or other places where the team is building-it will be different-there will be an engineering desk where the system and control engineers for each car sits, and we come from the Mercedes-AMG HPP Powerplant team. There is also a large part of the engineering team working in the McLaren Technology Center, responsible for task control. Chief Automotive Performance Engineer Mark Temple (Mark Temple) was present, delivering insights to the two racing engineers. Each vehicle is monitored by a team there, covering vehicle dynamics, aerodynamics, strategy, etc.

During the game, everyone is supporting the game engineers, passing on information and helping them make wise decisions. Some of this information will be passed to the driver by the racing engineer—he is the only person who usually talks to the driver—other information is just to help the engineer understand the state of the car and the state of the race.

Answer: We like this question! There is a serious answer. If the driver eats a snack in the garage, it is something the physiotherapist gives them to improve their energy levels. Sometimes it may be a drink or gel, sometimes it is a snack.

As for the others, yes, there will be some snacks at the back of the garage, behind the front paneling. Sandwiches, salads and wraps, nuts, fruits and cereal bars in the refrigerator. It is important to put it there. Sometimes the staff don't have time to walk to the RV to eat hot meals, so they will eat snacks when they are free. Sometimes it is under the insistence of team management. Sometimes, catering staff will also deliver hot food to the garage. However, it usually does not appear in the front-everyone needs a few minutes to eat ice cream except after qualifying and competition.

A: This year, our Friday class is 60 minutes instead of 90 minutes. This will definitely change our thinking. What you will see throughout the season will be different from what we have done in the past and involve some more conscious trades: we can't do everything we did in the past. For example, in the past, we might have a plan in which we plan to conduct a specific test that involves removing the floor between runs and changing it between runs, before we also plan to use some high-fuel continuous In the end of the running session. Now, you may need to choose between the two.

In 2021, more split configuration tests may be required between the two vehicles, or between FP1 and FP2. We will try to make a faster turnaround in the garage between runs, and are unwilling to perform tests that require 20-30 minutes of downtime in the garage. Ideally, by making these compromises and rebalancing our plan, we can get as many laps in a 60-minute race as we have in the past 90 minutes-but in reality, we might do fewer laps and It will be limited by time, not by tires or mileage.

Answer: The 2021 tires are the same as the 2020 tires, but the structure is slightly different. They are designed to be stronger, but therefore seem to give up a bit of front grip. They expected it to be slower-but the starting pressure set by Pirelli would be lower.

A: Inevitably, there will be a bit of editing for the length of the long run, which may mean that the data set for our particular installation is not complete, and there is less understanding of the cumulative effects of factors such as vibration and cooling. There is nothing to do-everyone is the same.

On the other hand, there are eight cars running the same Mercedes powerplant, which means that the overall data set is broader. Our mileage will decrease-but maybe not too much. The condition is that a Friday's program is not a large enough data set to really understand, there are some early statistics available for viewing.

Last year, in the FP2 of the Bahrain Grand Prix, McLaren completed 30 laps and 33 laps. This is higher than usual because we have an additional set of test tires. Take them out, they are 25 laps and 23 laps. The long-distance race at the end of the meeting was 17 laps per person. In this year's FP2, the number of laps was similar: 22 laps and 25 laps, but the long-distance running was cut to 12 laps and 13 laps.

Answer: It will never end. Each session on the track will provide another set of real-world data, which will be compared with the model and then used to improve them. The simulator has now reached a high level of complexity, but the relevance always needs to be improved-especially for a new car.

A: Frankly, Pete, if anyone in the pit lane is not worried, then they may be doing something wrong! The first qualifying match was one of the most exciting moments of the season, and everyone was prepared for the first opportunity to see a real and thorough rhythm. This is very exciting.

A: A lot of work has been done in the factory to restore sharpness, but in fact, only in the garage, in the test and in the current competition, can everyone recover to "competition health". But even now, things that feel completely natural require more time to think. That will disappear soon.

A: There are many answers in the team, most of which involve the word "hot"-but now it is: release, strategy and tires. We saw everyone's true lap speed in qualifying-but long-distance running is another matter.

In the race, the position after the first lap will play a big role in determining the strategy, and then making the strategy work will depend on the relative unknowns of making full use of the tires under these conditions. Although we ran a game simulation in the test and on Friday, the situation is not exactly the same.

A: In the past few years, new drivers have inherited any side of the garage for free. When Lando and Carlos Sainz set off at the same time, they stood on the side where their racing engineers Tom Starard and Will Joseph were already working.

There have been other ways in the past: there was a time when the top driver in the championship the previous year got the closest gear to the pit entrance. This leads to a very strange situation where Lewis and Jenson switch sides regularly, depending on whether they turn right or left to the pit exit.

The system disappeared about ten years ago, and then repaired at the beginning of the season. (When Jenson changed in Monaco, everyone thought it was weird that he was on Fernando's usual side instead of "his".) Daniel inherited the right from Carlos (looked at), engineer and most The staff have been working there before.

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