Bottas vs Vettel

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The two traces here demonstrate two different approaches around this circuit, with Ferrari performing better in a straight line (mainly due to lower drag) and Mercedes performing better in the low to mid speed corners. From T9 absolute downforce at high speeds is not a problem for Ferrari, they may even have slightly more than Mercedes, but when it comes to low speed corners the grip just isn’t there during the mid-corner phase and traction on exit. This deficit may be exacerbated by Mercedes running a less efficient aero setup that performs better at lower speeds, and from the lap time this seems to have been the way to go around this circuit. Ferrari also appear to have set their gearing slightly longer (relative to Mercedes) to maximise their straightline speed advantage, whereas Mercedes may have anticipated the potential optimal setup leaning further towards corner performance in 2019 and shortened their gears as a result.

Vettel vs Verstappen

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Red Bull have approached the Catalunya circuit similar to Mercedes and with similar car philosophies it’s not surprising. Corner performance, like Mercedes, is superior to Ferrari in turns 4, 5, 7, 12, and 13, but not the same extent as Mercedes and with seemingly greater variance (e.g. close through T10 and T14-15 unlike Mercedes). The Honda PU is costing Red Bull a significant amount here, they aren’t able to keep up with Ferrari in any straight. Gearing is also shorter on the Red Bull helping acceleration, so there is definitely plenty of work to be done in Japan to close the gap to Ferrari on the PU side.

Verstappen vs Grosjean

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Haas and Red Bull are evenly matched on the straights, and with Haas having the stronger PU it’s clear that they’ve put plenty of downforce on their car to help in the corners. And it does help, especially in corners above 150kph, but like Ferrari, Haas lose out once again in the low speed corners. The traction in S3 doesn’t seem to be there, and out of T5 also. Haas does purchase components from Ferrari such as the gearbox and suspension, with the exception being that the aero development is done by themselves, so it’s interesting to note that both cars exhibit similar symptoms at low speeds.

Grosjean vs Kvyat

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The downforce on the Haas mentioned previously is also visible here. T9 is the most obvious, but in T1, 4, and 7 (medium speed corners) the Haas is faster; moving to low speed corners the trend reverses and now Toro Rosso is faster. Traction on the Toro Rosso is also better than the Haas’, T4 is likely an exception, perhaps driver error. Both Toro Rosso and Red Bull share similar gearing setups, shorter likely due to not expecting to need high top speeds. The fluctuations in RPM observed in previous posts on the Red Bull is also visible in the Toro Rosso suggesting this is something inherent to the Honda PU.

Kvyat vs Ricciardo

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You may have noticed that every car mentioned so far had taken T9 flat. Renault and Ricciardo did not in their best lap (driver mistake?). Their straightline speed is also comparable to Toro Rosso, often better, and corner speed at both low and medium types is also marginally better. So then why were Renault still slower? Their longer gearing may have hindered them slightly at higher gears, but aside from T9 it appears to be braking performance where Renault are losing out to Toro Rosso.

Ricciardo vs Norris

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McLaren have slower apex speeds than Renault in every turn bar T9, but what they lack in apex speed they make up in acceleration and straightline speed. Shorter gearing on the McLaren helps here, with perhaps McLaren also having a marginal edge in late phase traction. Throttle traces in corner exit are smoother for Norris than Ricciardo, and while Ricciardo does start to apply throttle earlier he does have to adjust it more. Combining this with shorter gearing on the McLaren suggests good traction. Braking performance is also stronger on the McLaren. Both teams may have the same PU but their approach to the season is visibly different, with it looking like McLaren targeting the circuits with lower top speeds.

Norris vs Raikkonen

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The Alfa is the second car in this post to not take turn 9 flat, likely due to not having the downforce to do so, which in turn helps their straightline speed due to lower drag, particularly with longer gearing than the McLaren. Corner performance is also not on par with McLaren, lower apex speeds and weaker traction, the clearest example being T12 throttle trace. The Alfa does however appear to be good on the brakes.

Raikkonen vs Perez

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Corner performance for Racing Point appears somewhat of a mixed bag relative to Alfa Romeo, with performance between the two teams reducing at lower speeds. Like Alfa, Racing Point and Perez did not take T9 flat, highlighting a high speed downforce deficit to faster teams. Traction is for the most part smooth on the Racing Point, but Perez often has to being applying throttle later than Raikkonen in the Alfa. Perez does have to lift momentarily on the exit of T2 however, indicating that Racing Point have plenty of performance to find in this area; the deficit between the two teams may only be 0.1s but there’s still 0.5s or so to find to reach the main midfield battle.

Perez vs Russell

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Williams were more than a second slower than the next fastest team ahead, Racing Point, and this lack of performance stems from multiple areas. From T9 downforce levels are similar, Russell even lifts less, but straightline performance for Williams is down suggesting greater drag levels. Poor corner exit exacerbates this further, throttle traces on corner exit on the Williams are less steep than on the Racing Point. Braking performance is also not on par with Racing Point, though apex speeds are often better which is something positive.