Asphalt 61 degrees hot, pilot and car suffer / Formula 1 SPEEDWEEK

Formula 1

After Mathias Brunner – 28.07.2018 20:30

61 degrees temperatures were measured at the Hungaroring before the rain fell . What does this mean for the GP and where this should be clbadified in terms of a heat record in the history of Formula 1.

Rain was a little confused in the final training session for the Hungarian GP. But for sunday another 34 degrees and good summer weather are expected. Johnny Herbert, three-time Grand Prix winner, said: "When I see how hot the asphalt is in Hungary, the race is scheduled. At the front, there are riders who prevent as much as possible the overheating of their tires, especially the rear tires that suffer here. The Grand Prix is ​​dominated by the handling of Pirelli rollers. "In fact, up to 61 degrees were measured in free practice at the Hungarian Grand Prix on the track, no wonder, the drivers, especially the ultra-tender tires of Pirelli melt almost

So many fans ask the question: 61 degrees, is this a record for the Formula 1. Perhaps this question can never be solved because at the beginning of the history of Formula 1, no precise measure n & # 39; 39 was made and newspapers or even books immortalized different values ​​

At that time 40 degrees in the shadow, according to other reports, the temperature in Buenos Aires was 37 degrees The track temperature was 52 degrees, but the fact is that in times when pilot changes were still allowed, many pilots were moved by several pilots because most of the pilots could not stand the pilots. huge heat – only the two Argentineans Juan Manuel Fangio (winner) and Roberto Mieres he without detachment on arrival. They were better used to these temperatures in their home country.

Reims in France was as sure as Heat-GP as in the new formula of Formula 1 citing the races in Malaysia or on the Hungaroring. In July 1959, the mark of 40 degrees was at least tickled in Reims, the American Masten Gregory suffered a heat stroke. It was so hot that the runway surface began to melt – an effect I personally saw happening in Phoenix (Arizona) in the late '80s. There should always be a sneaker print of me immortalized today …

I do not remember who for the first Dallas GP in 1984, the crazy idea, went off in July just to Texas. All we know is that even at temperatures of about 40 degrees, the runway began to dissolve and had to be repaired quickly and with a makeshift repair. Fast curing concrete was only partially the solution. Goodyear's tire technicians barely believed their eyes when they reached the track temperature – 66 degrees! Keke Rosberg braved the heat and won. It was the race that stopped Nigel Mansell 's Lotus shortly before the end, the British pushed his car to the finish line and collapsed next to his car.

For years, the Malaysian GP was the "Hottest Grand Prix of the Year" high humidity has strengthened the impression. "It took three to four days for your body to get used to the heat," Valtteri said. "You start exercising on the outside so that your body sweats in. We can not resist the heat like locals, but these days of acclimatization make the difference."

Over the years 39, a typical Malaysian GP, ​​the pilot's heart rate reached 200 beats per minute. The loss of three to four liters of body fluid was normal.

In July 2014, it was as hot as a stove in Hockenheim: the blood of Formula 1 sweats at 34 degrees the air temperature, the track warmed up in the second free practice session at 58 degrees, if we believe the official measure of the FIA ​​

The record of heat in terms of heat is likely to hit Bahrain 2005: The temperature has not reached never dropped below 41.9 degrees during the entire race! Fernando Alonso won in the Renault, at a track temperature of 56 degrees.

Heat in Hungary: Even the car suffers

Hungary is due to high ambient temperatures – in the last six years 32 degrees with a maximum of 35 degrees -. the characteristic of the track is another challenge: the angular and tight race is not the most difficult race for the engine. But the absence of long straight lines, combined with the dense traffic created by the lack of overtaking opportunities, means that cars do not get the clean air they need to cool down.

Formula 1 cars have a main work window, in which their cooling capacities can be adapted to the ambient temperature. If they come out of this area, problems accumulate quickly. Liquids become critical, brakes shine, and engine and transmission are loaded

On the surface, the solution to overheating is simple. Open the panel and increase the flow of clean air through the cooling inlets. On average, Formula 1 cars suck five cubic meters of air through radiators every second at a speed of 300 km / h. Any attempt to influence refrigeration requires sacrificing aerodynamic performance.

The opening of the fairing costs about 300 milliseconds per 0.5 cubic meter of cooling air – when air enters the radiator rather than the rear wing or under the car. is led to the broadcaster. Teams must find the right balance between cooling and aerodynamic performance, particularly with a performance loss of up to one second per lap on a sensitive aerodynamic track.

Cooling needs come early in a new life. Set of cars. The design of the radiator – both in terms of shape and size – is firmly integrated into the chbadis design. Anyone who underestimates the task will soon have to use angle grinders during a winter test morning in Barcelona to further open the car's bodywork.

Teams perform complex simulations before each race weekend to focus on the different To set the cooling requirements of the 21 different routes in the race calendar. For example, the narrow and mid-way course of the Hungaroring imposes other cooling requirements than, for example, Monza and its long straight lines.

In the fight against overheating, the teams bring with them an arsenal of coins at each race to cover potential difficulties, such as those caused by a bad adjustment of the ambient temperature. Many cars have a series of louvers along the rim of the badpit. These can be interchanged to provide different levels of cooling. In addition, there is a rear body specially designed for particularly demanding races.

At the beginning of the first practice session, the teams should already have an idea of ​​what to expect. Then they can give drivers already a feedback on possible problems – for example, when the brakes are hotter than expected. Here, drivers can make a difference by changing engine parameters or controlling temperatures by "up and down". When a vehicle comes out of the wake of another car, this indicates that the driver is struggling with a vehicle or brakes that are overheating.

Temperature management is an art in itself. The teams distribute the cooling to various key components, including fluids in the vehicle such as engine water, transmission oil and brakes. F1 teams go with the brakes up to the limit of 1200 ° C. Therefore, it is not uncommon for drivers to complain that their brakes are boiling.

The air boost – the compressed air of the turbo – must also be cooled before being redirected through the engine. This optimizes power and prevents components from being damaged. Since the introduction of KERS in 2009 (and even more since the beginning of the hybrid era in 2014), another factor must also be taken into account: the control of the battery temperature.