![]() Sooner or later, you’re bound to miss an apex, if you manage to keep it out of the wall, and your rivals are going to get past you.Īlso, there would be absolutely no reason for the pole sitter to stay out on the track when the cars behind him start pitting. That might work for a time, but as the tread wears thin, keeping temperature in the tyres gets increasingly difficult, and the car starts to slide. I personally doubt it’d be a sensible strategy to stay out on the track and try to defend for the rest of the race against cars that are 2 seconds faster or more. The only difference the mandatory compound rule makes in Monaco, is the fact that the teams would pit for fresh HS instead of the the pole sitter wouldnt pit, i doubt you could overtake him with whatever strategy. Mathematically, this could happen as late as lap 70 (15 laps later than required), and therefore too late to compensate for the time lost in the pits, not to mention overtaking another car.Įven if the HS is durable enough to last 77 laps, not pitting at all wouldn’t be the best strategy. However, this strategy would be impractical, as it’d be difficult to create enough of a gap for an additional pit stop early enough in the race. HS-US-HS) would be even quicker, 28 seconds quicker than a non-stopper, over a minute quicker than a non-stopper, with lap times 2.7 seconds quicker at the end of the race. Not pitting would be a huge gamble in this scenario, as you’d end up getting caught by much quicker cars, whose pace advantage would keep growing with every lap, 30 laps from the end. – 20 laps scenario: 35 seconds over the race distance, lap times about 1.5 seconds quicker at the end of the race. Not pitting would be a bit of a gamble in this scenario. Doesn’t sound like much, but making a pit stop if you’re less than 5 seconds behind the car ahead of you at the end of the first stint would still greatly improve your chances of gaining a place, as the pace advantage would put you right on that car’s tail before the end of the race. – 25 laps scenario: 13 seconds over the race distance, lap times about a second quicker at the end of the race. Hardly any benefit from changing tyres, but it’d still make sense if there is enough of a gap to keep the track position when pitting, as the fresher tyres reduce the risk of crashing, and the pace advantage can be a game changer if the race situation changes. the final stint would be 22 seconds quicker than a non-stopper, the lap times about 0.9 seconds quicker at the end of the race. – 30 laps scenario: 2 seconds over the race distance (including 20 seconds for a pit stop, in reality it’s 18-19 seconds), i.e. If we assume that the tyre degradation translates to a linear increase of lap times (in reality, this tends to be exponential, but I’m trying to make a point with a very conservative estimation, that would be even more valid under realistic conditions), and that this degradation is half as fast for the US, the three scenarios (the HS loses a second by lap 20, 25, or 30) translate to the following time gains by switching tyres at the crossover point: Depending on factors such as the track temperature on race day, this advantage could last for anything between 20 and 30 laps, at which stage a fresh set of US would match those lap times. They say the HS has a lap time advantage of a second over the US. >The fact that a tyre is theoretically able to do an entire race distance does NOT mean it won’t get significantly slower over the course of the race. we wouldnt even have a one stop race if the rules didnt make it mandatory. “The softest choice is the one everyone wants to take as long as possible.”Īdvert | Become a RaceFans supporter and go not only do we not have two stop races. “In Monaco it is always the same,” said Isola. Some teams have selected 11 sets of hyper-soft tyres for the weekend, the maximum number of sets they can choose, meaning they have just one set of the super-soft and ultra-soft. “We’ll probably see something more in Montreal about the hyper-soft. I am not sure we can see the real potential of the hyper-soft in Monaco. “The point is that Monaco is also a unique circuit. “While super-soft and ultra-soft are quite close, the hyper is a step,” he said. Isola said the hyper-soft is “a clear step softer compared to the ultra-soft” and will be around one second per lap quicker. “I’m sure that, comparing the numbers what we saw in Abu Dhabi, you can run a decent speed in Monaco with the hyper-soft,” he added. “For sure the hyper-soft is not a ‘qualifying tyre’ in Monaco,” said Isola, “it’s a tyre also for the race.”
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