Tech Talk: USA GP at the Circuit of Americas on 18 Nov 2012
[caption id="attachment_1351" align="alignright" width="150" caption="Tech Talk. Logo courtesy Lotus F1 team"][/caption]

1. REAR WING
   This will be at a similar level to that used in Abu Dhabi. Maximum speed reached is around
   315kph, so it has a long straight, but it’s intermingled with a diverse mix of corners, both high
   speed and low speed.

2. BRAKES
   We need a suitable brake cooling level to maintain enough heat at the end of the long
   straight, yet not offer so little cooling that they overheat in the technical section. Balancing
   temperatures will be the name of the game. No problems are expected in terms of wear.

3. SUSPENSION
   Kerbs are an area which will not be known until the team arrives at the circuit, when a track
   walk will highlight any areas needing further contemplation. As a starting point, the Abu
   Dhabi set-up will be used as it’s a recent circuit with reasonable kerbs. As a counter point,
   India has very flat kerbs.

4. TYRES
   The most conservative allocation of the hard and medium compounds will be in use. The
   new layout and track surface will make trying to unlock maximum tyre performance quite
   challenging, and the hardest two tyres mean that degradation is unlikely to be too much of a
   factor in the race.

5. FRONT WING
   A relatively high level of front wing is required to counter understeer in turns 16-18 where the
   car would otherwise push through the turn, killing speed and wearing the front tyres.

6. ENGINE
   Renault Sport F1 has conducted computer simulations and engine dyno running in
   preparation for this new circuit. More than double the time is spent testing engine maps on
   the dyno than would otherwise be the case for a ‘normal race’; so approximately four days of
   dyno running and simulations.
   Track Guide: Circuit of the Americas
   TURN 1
   There is a sizeable elevation change here where the circuit rises steeply and drops away.
   TURNS 2 – 3
   Two very high speed corners which look to be flat out.
   TURN 11
   A potential overtaking opportunity following what looks like being a third gear corner at Turn
   9, followed immediately by Turn 10 which will be taken flat before heavy braking into this
   hairpin.
   TURN 12
   Brakes need to be set-up so they are not too cool at the end of the long straight in
   preparation for heavy braking into this corner
   TURNS 13 – 15
   This is a combination of fairly low speed second gear corners. The way it is driven will
   depend on the kerbs.
   TURNS 16 – 18
   Front wing levels are tailored to counter understeer in this continuous double apex
   sequence.
   ends