Tyres, tests and a new team

The Formula One season is now officially upon us with the first of the reduced number of official tests having commenced in Spain at the Circuit de Catalunya-Barcelona on Monday.

There is little that can be read into the results with the teams remaining ‘poker-faced’ while they ascertain the accuracy of the wind tunnel and simulator tests conducted behind closed doors over the winter months.

Of course, it is possible to tell if a team is struggling, with durability the main objective while engineers will also be checking the data produced from varying settings on different tyres. McLaren is a classic example as last year they completed a third of the testing laps of Mercedes and had a torrid season.

That is if the weather permits. The rationale behind the reduced number of tests is to lower the costs for teams. With so many of these outfits struggling financially that is laudable although it makes little sense when the test conditions (cold and wet) will bear little resemblance to those they experience in racing around the world and through the European summer.

If teams were permitted to test in the Middle East, as they have in the past, they would even have been able to test Pirelli’s new ultra soft tyre option in conditions realistic to those they will find in races.

Pirelli has already conducted a two-day test with three teams (Red Bull, McLaren and Ferrari) invited to test their wet weather tyres with the sprinklers turned on at the Paul Ricard circuit in France although again, with track temperatures at 11 Celsius, even the manufacturer was forced to admit that the results were ‘not representative’.

The introduction of the new ultra soft tyres for the forthcoming season will benefit those teams that run a lower down-force and produce less wear-and-tear, although this option of rubber will only be available at some races on the calendar.

Testing also gives teams the opportunity to assess the competition and look to see what changes they have made to their cars and how they have interpreted other new regulations.

That looks particularly relevant to Mercedes whose new larger single airbox with angled inlet subdivided into four is similar to a system used by Torro Rosso while the heavily-sculpted sidepods bear some resemblance to those used by Ferrari in later races last year.

These ‘mini revolutions’ have been designed to improve on weaknesses, particularly at races (Singapore is a notable example) at which they failed to win.

Ferrari re-established themselves last season and are itching to ensure they do not go 10 seasons without winning a championship. Three race wins last season gives them a platform and their new car brings two key strategies.

The Maranello engineers have ditched the long nose with the shorter variety allowing for more flexibility with aerodynamic structures while they have also changed to a pushrod-actuated front suspension. While this may be more obstructive to airflow it is easier on the mechanics required to make changes.

Ferrari also appear to have modified the packaging of their gearbox, engine and hybrid system with the SF16-H car noticeably narrower than its predecessor.

There has been great debate as to whether F1 should maintain the hybrid power units that saw Honda agree to return to the sport. Bernie Ecclestone had been promoting a return to an earlier formula based on V8s or even V10s, although FIA president, Jean Todt, has won a minor victory in maintaining the current systems, promising to maintain the current regulations until 2020 provided the manufacturers make them available to the smaller teams at a cost of 12 million euros.

The concession to the lack of noise emanating from these engines is a requirement for teams to separate the ‘wastegate gases’ exiting the turbine of the turbocharger that previously acted as a muffler.

All teams have also been forced to increase the head protection for the drivers by 20mm while also strengthening the area by 300 per cent as a reaction to the incident involving Jules Bianchi. The FIA will also be gathering data through special high-speed cameras fitted to all cars while forcing drivers to wear in-ear accelerometers that will measure the forces they are subjected to.

Much of the intrigue for the season centres around whether Nico Rosberg can maintain his winning run or whether this was made possible as a result of a lack of motivation from Lewis Hamilton who had already wrapped up the honours.

Personally, I will be looking at another battle, that between Red Bull and their ‘little brother’, Torro Rosso.

Despite efforts to secure a more competitive power unit, they were unsuccessful and are left with a Renault engine now supplied by a competitor following the latter’s acquisition of Lotus/Caterham. Despite harmonious noises emanating from Red Bull, as reported in this week’s issue, this may not last if Renault, as they have stated, focus on developing the structure of their new team.

Conversely, Torro Rosso switch to Ferrari, albeit the 2015 model, which should represent an upgrade in both power output and reliability, although with the decision being taken late in the year they have had less time to prepare.

The teams supplied by Mercedes should again be competitive at the circuits that reward higher speeds although Williams has focused on correcting the low-speed cornering that was a weakness last season.

Another team that could spring a surprise is Manor following their purchase of the Mercedes engine (along with gearbox and suspension). While they may not reach the level of Williams or Force India, they may leap ahead of Honda and Renault, depending on the progress each of these teams make.

F1 also welcomes its first new team since 2010. Backed by its partner, Ferrari, Haas will be hoping to be more successful than US F1 and HRT.

They come with racing pedigree as owner Gene Haas, best known for his presence in NASCAR, is one of a select group of owners to have won all three US national touring series. It also helps that he owns a wind tunnel that has been used to produce the ‘best evolution of an F1 car’.

The most intriguing race of the year may be the newest in Baku, Azerbaijan. It is a fascinating street circuit incorporating several World Heritage sites that at 6km will be the longest although it will also feature the narrowest section with Aziz Aliyev Street measuring just 7.6m, just over half of the recommended width. It is also expected to feature one of the fastest straights of the year although the 20 corners should result in one of the slowest average speeds.

The start time has been set at 6pm local time which has brought some controversy as it ignores recommendations made following Bianchi’s accident in Japan that a guideline be established that prevents a race from starting within four hours of either sunset or dusk.

However, this has been done to avoid conflict with the finish of the 24-hour race at Le Mans. This is the first time in five years that a grand prix has been held on the same weekend as the French endurance classic with some suggesting this is a deliberate ploy to prevent F1 drivers from seeking a seat.

Daniel Ricciardo admitted that he had been looking while Fernando Alonso has made no secret of his desire to win this race. His appetite will have been boosted by Nico Hulkenburg who will now be unable to repeat his victory last year in the Porsche 919.

Haas Formula One drivers Esteban Gutierrez and Romain Grosjean were all smiles on Monday as they posed next to the new VF-16 F1 car before the first testing session ahead of the upcoming season at the Circuit Catalunya-Barcelona in Montmelo, Spain.

The new US-owned team, who have a European base at Banbury in central England, race with Ferrari-powered cars designed by Dallara in Italy and will boost the grid to 11 teams.

The debutant’s signing of experienced Frenchman Grosjean from Lotus, who boasts podium finishes in Bahrain, and Mexican Gutierrez, who raced for Sauber before a year as Ferrari reserve, as their two drivers which should help their cause, motor racing analysts believe.