In theory, a one stop strategy is quickest here, the effect of fuel weight is minimised by the relative absence ofhard braking or acceleration. In practice, the quicker drivers plump for two stop strategies because they don’twant to compromise their qualifying performance (and, therefore, their grid position). The difference between oneand two stops is also amplified by the high speeds: refuelling typically takes about 28 seconds, including timespent driving along the pit apron, and you cover a lot more ground during half a minute at Monza, where driversaverage 150mph-plus, than you do elsewhere.
Talking technical
Car dynamicsAverage turn angle indicates the average angle of a circuit’s corners expressed in degrees. The higher theaverage turn angle, the more acute the corners in the circuit’s configuration and the greater propensity forundersteer to compromise lap time. Average turn angle at Monza is 800 which is the 2nd lowest for theChampionship and is indicative of the presence of 3 chicanes out of only 7 turns.The end of straight (EOS) speed at Monza was 343kp/h in 2008. The Italian track ranks as having the highestEOS speed on the 2009 calendar, and this is one indicator of the wing level typically selected to optimise thedownforce/drag ratio. Meanwhile, Monza also has the highest average lap speed of any of the tracks on thecalendar.
Pitlane & refuelling strategyThe pitlane length and profile contribute to the determination of the optimum fuel strategy. The pitlane loss atMonza is approximately 25.0 seconds, which is the most penalising pitlane in the Championship. To complete anormalised distance of 5km around Monza requires 2.18kg of fuel against an average of 2.42kg per 5km acrossall circuits this season, ranking the circuit as the least demanding in terms of fuel consumption.
Safety carAnother key contributor to the determination of race strategy is the likelihood of safety car deployments, whichare influenced by weather considerations, the availability of clear run-off areas that allow racing to continue whilerecovery takes place and the circuit profile, especially the character of the entry and exit into turn one at the startof the race. There have been 3 safety car deployments in the last 9 years at Monza, which means that there is a33% chance that the circuit’s character will induce a safety car period.
Temperature, pressure & humidityAs an example, it is a long observed tradition that drivers arriving at Interlagos complain about a lack of grip andan absence of engine power. Having become acquainted with a baseline of engine and aerodynamicperformance during the season, the climb to 750 metres above sea level for one of the final races can, courtesyof the reduction in air density, rob a Formula One car of engine power, aerodynamic performance and cooling.The losses can come close to double digit percentages and thus have a very real impact on car performance. Airdensity is a factor of the prevailing ambient temperature, which varies most significantly by season, air pressurewhich is closely linked to altitude and, to a much smaller degree, by humidity. Thus if races are run at the sametime each year, the factor that tends to have the greatest bearing on air density is elevation. Monza is 160mabove sea level and has the 5th lowest average pressure (997 mbar) of any race venue in the 2009championship. As a consequence, the circuit’s ambient characteristics will result in a slight reduction in enginepower.
What the drivers say
Watching the Oris-sponsored Army Air Corps helicopter display team at SilverstoneNico “I did a feature with RTL in Belgium playing the part of a TV stuntman and did a reverse bungee as partof a fight sequence. I won’t do anything though, risk is something to be controlled and I am really impressed withthe pilots flying the helicopters here at Silverstone today. I’d go for a ride, but flying upside down in ahelicopter….that would take some nerve.”
Kazuki “I’d rather watch those guys from the ground, I reckon….”On driving his father’s Championship-winning FW08 at SilverstoneNico “Now that’s a real racing car. I pushed quite hard out there, struggled a little bit with the gear-shifting,but the way it feels to drive is great and something I would love to have raced. With a bit more safety and a bitmore engine power, it would be amazing. It was quite emotional, it was the car after all that kicked off my Dad’scareer, so it was a great opportunity to drive it.”
Nico’s Italian connectionNico “Yeah, I have quite few Italian friends and some of them are coming to the race. In terms of ourprospects, of course the drag levels are similar to Spa and we had a tough time there, so there is a bit of aquestion mark, but I know they have been working hard at the factory - since the end of first practice in Belgiumin fact!”
Why are the Italians so good at motor racing?Nico “I think as a nation they were inspired by Enzo Ferrari. Every bar and restaurant has a TV showing theraces and bizarrely I am better known in Italy than I am at home. It just is an enormous sport in Italy, everyone isvery enthusiastic about racing.”
Kazuki “You can’t help but notice the passion, that’s what makes it different. It will be a really good weekend, italways is and I can safely say that I return home having been well fed!”
On the Autodromo
Nico “For sure, it is in the top five tracks in the world.”Kazuki “It’s a track that stands out all on its own, exciting and challenging to drive, but remember that althoughit is low drag like Spa, the circuit has suited our car mechanically in the pas few years, so I am pretty hopeful wewill go better than in Belgium.”
