Set-Up Guide - Indian Grand Prix

Engine

The circuit incorporates a number of decent straights and an assortment of corner types, meaning strong top-end power allied with responsive and smooth power delivery are required.

Brakes

There are significant braking demands at turns one, four and five but overall it does not appear to be a hard circuit for brakes. There is certainly a long straight for the brakes to cool before turn 4, and they will not be unduly stressed heading into turn 1.

Suspension

With a new circuit the exact kerb location and severity are not known, nor are the bumps of the track. This makes it difficult to predict spring and anti-roll bar rates. As a result, the first days at the circuit are crucial for data collection. The circuit will be visually inspected, and then extra data logging is used on the car on Friday.

Rear Wing

Downforce level simulations show that the Buddh International Circuit is comparable to a Suzuka or Barcelona level of downforce; similar to that used in Korea which is a couple of steps away from maximum load.

Tyres

Pirelli are taking their hard and soft tyres which appears to be a rightly conservative choice for what is a new circuit. The ambient weather predictions are around 36ºC so, with very hot track temperatures, we will be on the lookout for blistering.

Front Wing

Front wing downforce needs to be sufficient to eradicate understeer, particularly for the turn 10 to 11 high speed corners where it would lose a lot of lap time.

Track annotations

• Turn 3 is extra wide to promote overtaking. It is also one of the slowest corners, leading on to the longest straight, so overtaking opportunities should be evident going into the corner, and then on the following straight.
  
• The longest straight should see the highest speeds – predicted to be around 320 kph.
  
• Track surface analysis from Pirelli shows a surface around middle ground for roughness – neither very smooth nor very abrasive. Analysis of the surface and bumps will take place once the team arrives at the track.
  
• Turn 4 at the end of the longest straight is another corner which is wide in order to assist with overtaking. It’s also the heaviest braking point on the circuit - another aspect which should assist with passing.
  
• Turns 8-9 should require a quick change of direction from the car. How the kerbs can be tackled won’t be known until the team’s arrival at the track.
  
• Turn 10 is uphill and heads straight into turn 11, offering one of the most exciting parts of the circuit. This section is overlooked by a grandstand with a capacity of 13,000. On this long corner, understeer is the enemy and car setup is designed to counter this here.
  
• Turns 13-14 require good change of direction from the car. Here, the car needs to be stiff to ensure a receptive response.
  
• Turn 16 is another wider section of track, aimed at promoting overtaking.
  

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