55

NUMBER OF LAPS

ABU DHABI
GRAND PRIX

21/22/23 NOVEMBER 2014

YAS MARINA

5.554 305.355
CIRCUIT LENGTH (KM)

RACE DISTANCE (KM)

FRIDAY 21ST NOVEMBER

SATURDAY 22ND NOVEMBER

SUNDAY 23RD NOVEMBER

FREE PRACTICE 1 13:00 - 14:30

FREE PRACTICE 3 14:00 - 15:00

RACE START

FREE PRACTICE 2 17:00 - 18:30

QUALIFYING

17:00

YAS MARINA AN ENGINEERS VIEW

TELEMETRY

FRONT WING Turn 2 is the crucial corner for determining

how much front wing is used. More front wing is required
here than for any other corner, so you need sufficient front
wing to prevent excessive understeer at Turn 2 without
causing too much detriment elsewhere.

BRAKES There are reasonable braking demands, especially

into Turns 5, 8, 11 which have quite high speed approaches
to the low speed corners. Temperatures will need to be
monitored as will wear; these are not likely to be an issue,
but more attention is paid to them here than at other tracks.

REAR WING Essentially a high-medium downforce level with

particular attention to the need to maintain good speed on the
long straights while maximising grip in the low-speed final
sector.

TYRES A softer allocation than in 2013, with the soft and

super soft compounds employed for Abu Dhabi in 2014. Will
be the first time the super soft has been seen since
Singapore and the sixth time this combination has been seen
this season.

Arriving at the end of one of the

longest straights in Formula 1
T8
with maximum speeds of around
320kph heavy braking down 2 77 2.0
T9
to second gear and around 80kph
is required for T urns 8 9. T he
kerbs are used aggressively
T10
through this combination, so a
soft car is beneficial.
T20
Another long straight
with top speeds in
excess of 300kph
leads into a second
heavy braking zone for
T urn 11. T he T urn 11
13 sequence requires
good change of direction
from the car.

T16

T3

T2

T1

7 255 3.7

3 145 2.5

8 325 0.1
T12

3 120 2.2
GEAR

5 234 3.2

G-FORCE

T14

3 109 2.2

T4

8 295 1.0

T15

0.20

sec/10kg

FUEL CONSUMPTION

1.82

kg/lap

T5

One of the bigger braking

demands on the circuit; down
from around 300kph.

A defining corner for setup. You need

sufficient front wing to eradicate high-speed
understeer here, which defines how much front
wing is used overall as the remaining corners
around the track can all use less than that
required for this corner.

FULL THROTTLE

57.00

% of lap

TYRE USAGE

HARD

EASY

BRAKE WEAR

T he first corner is medium speed taken at around

130kph leading into the high speed T urns 2 + 3; both
of which should be flat out in qualifying and only giving
the drivers something to think about when they are on
heavy fuel loads.

EASY

HARD

DOWNFORCE

DRS ZONES

SPEED (km/h)

LOW

2009 1m40.279s 41
F1 DEBUT

FUEL EFFECT

T7

T6

T21

T18

ENGINE Final race of the season so no need to consider

component life beyond the chequered flag. The day to night
schedule makes ambient conditions vary significantly and
grip levels, tyre warm up and air pressure will change. The
engine needs to respond to this new set of parameters, so
careful engine management and flexibility is crucial.

3 125 2.6

T19

T11

SUSPENSION The kerbs are more pronounced than seen at

some other tracks, in particular Turns 8,9 and through the
last sector. A soft car which rides the kerbs well helps here,
but its a trade off between having a soft car which will ride
over the kerbs and one which is stiff enough for the driver to
have a sharp change of direction which is necessary for the
chicanes 8-9 and 11-13.

A second gear corner taken at around 70kph, strong engine pickup is vital
out of T urn 7 for a good entry onto the circuits longest straight.

8 330 0.1

T17

17:00

LAP RECORD (SEBASTIAN VETTEL, 2009)

NO. OF PITSTOPS (2013)

32

NO. OF OVERTAKES (2013)

40%

SAFETY CAR PROBABILITY

HIGH

WINNERS FROM POLE