Turn, Turn, Turn: The best Formula One corners

Corners matter. Yes, straight-line speed is important, but ultimately it is how quickly a car and driver can corner that dictates that all-important lap time. But what makes a great corner? It is, of course, a very subjective issue. The new Korea International Circuit threw up a few at the weekend, but it is a little too soon to dub them ‘classics’. For those, most drivers will refer you to the likes of Spa-Francorchamps, Suzuka and Istanbul Park…

Japanese Grand Prix - Suzuka’s 130R
The list had to include at least one corner from Suzuka, the famous figure-of-eight track that many drivers cite as their favourite on the calendar, and narrowing it down to the high-speed 130R proved tough, with the famous Spoon Curve a very close second. Named after the corner’s radius, the 130R is one of the fastest in Formula One racing. Although modifications made in 2003 mean taking it at full throttle is not quite the challenge it once was, jinking left in seventh gear at speeds in excess of 310 km/h remains a supreme test of both car and driver, with a lateral cornering force of up to 6G. 130R’s unforgiving nature is why the drivers love it. Precision is key, even when taken at relatively low speed, as Lucas di Grassi found to his cost recently when he trashed his Virgin there on his out-lap to the grid.
“130R is one of the fastest corners in Formula One and you really have to think about how you approach it.” McLaren’s Jenson Button.

Italian Grand Prix - Monza’s Parabolica
Monza may be known as the ‘temple of speed’, but sprinkled amongst its epically long straights are some equally legendary corners - including the majestic Parabolica. It’s the track’s final turn and at 180 degrees, cars can experience apex speeds in excess of 200km/h and lateral acceleration for close to 450 metres. It leads onto Monza’s 1.3-km main straight, so it’s paramount for drivers to make a good exit in order to maximise their top speed before they brake for Turn One, the Rettifilo chicane, which is the best spot on the circuit for overtaking. The challenge of Parabolica is to brake as late as possible but then also get back on the power before the apex. Guaranteed to sort the men from the boys.
“Parabolica, is quite special. It's a difficult one to get right. You can always go faster there than you actually do.” 1997 world champion, Jacques Villeneuve.

Turkish Grand Prix - Istanbul Park’s Turn Eight
It may be part of one of the newest tracks - Istanbul Park - but Turn Eight punches well above its weight, and is already challenging the establishment thanks to its fearsome reputation. It boasts top speeds of 270 km/h, four apices (though the drivers treat it as two), bumps, and is one of the longest on the calendar, meaning cars (and therefore drivers) pull up to 5G for over seven seconds through this left-hander, which makes it one of the most physical corners to race in the world. It seems they are a masochistic lot, Formula One drivers. If they get it right, they can make up a lot of ground, but thanks to the bumpy surface it’s very easy to get it wrong. A true test of driver skill and precision - Turn Eight’s name clearly doesn’t do this corner justice.
“It’s a real rollercoaster and is awesome.” Force India driver, Adrian Sutil.

Belgian Grand Prix - Spa-Francorchamps’ Eau Rouge
Arguably the most famous corner of them all. The whole Belgian track is dictated by its natural surroundings, and nowhere is this more apparent than at Eau Rouge. Drivers switch left to right and go up and down through this legendary stretch of tarmac. Even though modern downforce levels have made it easier to handle in recent years - it’s now pretty much flat-out for those in front-running cars - it remains just as thrilling and just as critical to a fast lap. Grip and a sympathetic suspension set-up are essential, as is nerve - the sheer scale and gradient of the thing (something television pictures struggle to convey) is enough to test even the most bold.
“The drivers love the fast sweeping corners, including the legendary Eau Rouge.” Mercedes GP team principal, Ross Brawn.

British Grand Prix - Silverstone’s Becketts
If you’re looking for great corners, Silverstone provides a veritable smorgasbord, and Becketts is just one that has stood the test of time through the UK circuits various transitions. Midway through the lap, it’s a multi-turn complex, which boasts high speeds and demands skilful handling. Drivers try not to touch their brakes throughout this slalom ride, and instead simply lift the throttle as they swerve through. They can experience loads of about 4G as they progress. Quite a rollercoaster ride!
“I always liked the old track layout with the high-speed sections, particularly the Becketts complex that is a real challenge as you need to keep the momentum all the way through the corners.” Force India’s Vitantonio Liuzzi.

Brazilian Grand Prix - Interlagos’s Mergulho
Extremes rule at Interlagos, with one of the calendar’s longest straights, some of its slowest hairpins and multiple gradient changes just some of its unique features. One part that stands out is the fifth-gear left-hander of Mergulho. It’s the lowest part of the circuit, and is a thrilling ride on the limit, made all the more exciting by the characteristic bumps on its apex. Another firm favourite at the track, deserving an honourable mention, is the Curva Do Laranjinha.
“You need to have total confidence in your car and a good mechanical set-up with a high ride-height to manage the bumpy surface.” Williams’ Rubens Barrichello.

Monaco Grand Prix - Monte Carlo’s Grand Hotel Hairpin
It’s tough to single out just one corner on this legendary street track, but we’ve narrowed it down to Turn Six, more commonly known as the Grand Hotel Hairpin (formerly Loews). Although it must be the slowest (and is certainly the tightest) corner on the calendar, this hairpin presents its own unique challenge. Taken at under 50 km/h in first gear, before it sends you plunging downwards towards Portier and the tunnel, it requires full steering lock - some teams even have to modify their steering racks to make the corner - and as much concentration as a driver can muster. It distils the very essence of Monaco. And believe it or not, you even see overtaking here, especially on the opening lap when tyres, brakes (and brains) may not be quite up to temperature.
“It's quite a technical corner. It's important to hit the apex so you don't lose too much time through this part of the lap." Ferrari’s Fernando Alonso.

Canadian Grand Prix - Montreal’s ‘Wall of Champions’
Turn 12 in Montreal achieved legendary status in 1999 when a trio of former world champions - Damon Hill, Michael Schumacher and Jacques Villeneuve - all lost control on the exit and crashed into the Circuit Gilles-Villeneuve’s unforgiving concrete walls during the race. There’s no doubt the track’s fierce speed has something to do with it. After spending over 15 seconds flat out along its longest straight, drivers must then brake from well over 300km/h for this final, critical chicane. Of course it’s a case of the later the better, but because there’s such a slim margin for error, running ‘on the edge’ rarely means more than it does here.
“You have to be careful because things can go wrong very quickly. A small mistake and you'll be in the 'Wall of Champions' before you know it.” Former F1 driver, now FIA stewards’ advisor, Alex Wurz.

Source: Formula1.com

Lotus to confirm new Trulli contract before Korea

Confirmation of Jarno Trulli's extended stay at Lotus next year is due before the forthcoming Korean Grand Prix.

That is the claim of the Finnish newspaper Turun Sanomat, insisting that the Italian's current teammate Heikki Kovalainen has already penned a new deal for 2011.

It was reported from Suzuka that Trulli, 36, was bullish about the future, even though it had been expected that Lotus' 2011 lineup would have been confirmed by now.

Turun Sanomat said Finn Kovalainen - who is currently staying in Kuala Lumpur at team chief executive Riad Asmat's house - signed his new deal on the Sunday morning of the Italian Grand Prix last month, but that Trulli's salary talks were ongoing.

The report added that Trulli still hasn't signed a contract, but that news on the driver front is sure to be announced before Korea.

Lotus has been making many announcements recently, including the termination of its Cosworth contract, an altered name for 2011 and the Red Bull technical deal.

Confirmation of the Renault engine deal is still pending.

Lotus joked about the situation after qualifying was rained off at Suzuka last Saturday, revealing that the team "has nothing to announce for the first time in several weeks".

Source: Motorsport.com

Jenson Button Q&A: Korea will be better for McLaren

McLaren’s Jenson Button took a gamble on tyre strategy in Japan. It didn’t really work out, but he still finished fourth - the best result he thinks he could have realistically hoped for. Whether that fourth place signals the end of his title hopes remains to be seen. For now he just has to rely on the MP4-25’s competitiveness improving at the next round in Korea…

Q: Jenson, do feel that your tyre strategy worked out today?
Jenson Button: Not really. People on the option didn’t struggle at all at the beginning of the race. So no, the strategy didn’t really pay off. Disappointing, really. I think we stayed out too long. I think as soon as we saw that people were quick on their options at the start of the race and I was not able to pull a gap or pressure anyone - especially Alonso - maybe we should have pitted. But you never know. Probably we should have pitted to put the options on but we stayed on the prime. I am a little bit disappointed and we have to look at the reason why we didn’t do it earlier.

Q You started fifth and finished fourth. That sounds reasonable - and yet still there is no happy face…
JB: At first glance that might not look too bad, but we are in the fight for the championship and then you should cover the people that you are racing. We didn’t do that. We have to look at the data and look at the reasons for that. At the end of the race we put the options on and I had a lot of grip and the car was very fast. But still we haven’t been quick enough today - not compared to the Red Bulls and the Ferrari.

Q: Does that suggest that with a different strategy you probably would have been on the podium?
JB: No. I was just wondering… Again, we have to look at the data. In fact it was a pretty tough race and it was really run when we had the options on. I don’t mean that we would have finished further up - it is just useful information for the future.

Q: After today’s race it seems that the championship battle has become a bit more difficult. You are in P5 at the moment, 31 points behind Mark Webber…
JB: I am in the same position I was in before I came into the race, but it is definitely becoming more difficult. The two Red Bulls were unbeatable today and Fernando (Alonso) was very quick in the Ferrari, so we just can hope that if we put a package on the car in Korea that we will get the best out of it. We came here with a lot of different new parts and some of them worked out well while others still need a bit of work. Hopefully when we get to Korea we will have the advantage that we hoped we would have here.

Q: How do you see the championship battle and being able to defend your title?
JB: After today it has become very difficult and if we are not more competitive in Korea it looks pretty tough. Overall I would say that whatever strategy we would have played today, fourth place probably was the maximum for us today. My hope is that the new parts for Korea will put us ahead of the Red Bulls, but we have to wait and see.

Q: Three races to go: do you think that your car will become competitive enough to still be a serious contender?
JB: I don’t know. We are working as hard as we can and bringing as many improvements as we can. We should be competitive and probably have an advantage in Korea. Then we should be in good shape.

Q: Isn’t it true that this sport has always been a constructor’s sport?
JB: Of course it is important to be in a good car, to be in a competitive car, but then it boils down to the driver as you build the team around you and develop the car with the team. We win as a team and we lose as a team - and that’s the way this sport is!

Source: Formula1.com

[Photos] Red Bull exhibition in Korea with Karun Chandhok

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Ecclestone admits 'problems' with new Korea track

Bernie Ecclestone on Sunday sounded defiant amid reports Korea is not ready to welcome Formula One.

Yeongam, about a four hour drive from Seoul, is scheduled to host its inaugural Grand Prix late next month.

Karun Chandhok did the first demonstration laps of the track on Saturday in a Red Bull, admitting that the venue is not yet complete.

Photos showed some buildings and grandstands are half built, fences missing, run-off areas unpaved and the track with only an initial layer of asphalt.

"How can a Grand Prix take place here?" wondered the German newspaper Bild am Sonntag, captioning a photo of a construction worker carrying materials against the backdrop of a half-built building.

The newspaper said even a full supply of water and electricity is not yet present.

Additionally, many seats in the main grandstand are not installed, while parking lots are not ready to accommodate cars.

"There are problems," admitted F1 chief executive Ecclestone, "but we assume that the race can take place.

"The circuit is definitely ready, but as for all the buildings, perhaps not," admitted the Briton.

"So we may have to put up some tents," Ecclestone joked.

Source: Motorsport