Set-Up Guide - Korean Grand Prix

Korea set-up

Engine

Korea is not an all-out power circuit, however there are significant straights at the start of the lap. For the lower speed corners like turns 1, 4, and 6, good traction is essential so smooth power delivery from the engine is an advantage here.

Brakes

It's not a circuit with extreme braking demands, however there are three significant areas of speed retardation requirements: turn 1, turn 3 and turn 4; all at the end of long straights.

Suspension

Car set-up is a compromise between reasonably good change of direction at high speed (necessitating a stiffer set-up) and the slower speed corners like turns 1, 4, 6, which warrant a softer set-up. One of the features of the track is that it is incredibly smooth, and there are no significant kerbs. This means the car can run very low and close to the ground, especially as there are no notable bumps on the surface.

Rear Wing

Downforce levels are similar to Suzuka. Although Korea does have very long straight, the corners are sufficient to allow more wing to be carried than focusing purely on speed when pointing in one direction. It is closer to a Spa or Montreal type of track than a Monaco or Hungary set-up.

Tyres

Pirelli's soft and super soft tyres are allocated. These should not present any problem with the warm-up, which was an area of focus in the past. The challenge with the super soft will be making it last the whole lap in qualifying – there are a lot of stresses on the tyre from the high speed corners.

Front Wing

A 'reasonable' amount of front wing is needed to balance the car for the medium and high speed corners; slightly more than at a slower speed circuit, but not as much as at Silverstone or Suzuka.

Track annotations

• Turn 1: High braking demands at the end of turn one, which has the potential to be very difficult at the start of the race with cars at their heaviest and tyres at their coolest.
• Turn 3: Over 300 kph with heavy braking into turn 3. Higher speeds could be attained on this long straight, however wing levels required for the corners mean the maximum velocity is constrained by the drag and gearing.
• Turn 4: More heavy braking demands after a significant straight, leading into the slowest speed section of the track where both good low speed change of direction and mechanical grip are required.
• Turn 5: Good engine drivability and traction required.
• Turn 7: The sweeping corners of turns 7-13 are quite long, and rely on good downforce and balance from the car; these are quite satisfying turns for the drivers.
• Turn 8 is taken at almost 300 kph before heading to the slower turns 9 and 10.
• Turn 13: Good change of direction required from the car in these sections; the close walls punish any mistake. Turns 14-18 are similar to Valencia.
• Turn 17 involves quite high speeds, heading on to the first straight.

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