Singapore: Figures and Technical Data

After the Italian Grand Prix held at Monza, a circuit that requires little downforce on the cars, Formula 1 is heading this weekend to a completely different circuit, Marina Bay in Singapore, an urban track that demands a maximum downforce on the cars.

The teams will also have to be wary of the numerous bumps present in Singapore, even though the organizers have resurfaced several sections of the circuit for this year’s race. They have also decided to redesign the chicane known as ‘Singapore Sling,’ which was composed of high curbs and saw several drivers approach too quickly and end up in the wall upon exiting the turn. Now, this turn will be a simple left, which should significantly reduce lap times, by about a second according to initial estimates.

Who says city circuit says increased risks and therefore a greater chance of seeing the safety car come onto the track, and Singapore is no exception to the rule. Added to the F1 calendar in 2008, the Singapore Grand Prix has always seen at least one safety car intervention during each race. The Grand Prix is also one of the most challenging, taking place at night, with intense heat, humidity, and a long race duration. Typically, the Grand Prix approaches the 2-hour limit.

Who says city circuit also means difficulties for overtaking, and the FIA has decided to implement two DRS zones on the Marina Bay track, located on the pit straight and then on the ‘straight’ between turns 5 and 7, which includes a right turn. It is worth noting that Derek Warwick will be the FIA driver steward this weekend.

Last year, there was a risk of rain during the race weekend, but the Grand Prix took place in dry conditions – as it has every time since 2008 – and this weekend, although precipitation cannot be ruled out, the weather should remain favorable in this regard.

Singapore chassis side

Tom McCullough, Head of Track Engineering for the Sauber F1 Team:

« Singapore requires a completely different setup philosophy compared to Monza. The circuit’s efficiency sees a return to our maximum downforce level as in Monaco. The track is dominated by slow and tight corners, which is the area around which the mechanical and aerodynamic settings are optimized. Like Monza, the track is quite bumpy in places, so this places particular importance on ride height.

The nature of the circuit, acceleration/braking, makes things complicated for the brakes as there aren’t many opportunities during a lap to cool them. It’s imperative to qualify well on Saturday night, as overtaking is difficult on this track. The race tends to approach the two-hour limit and there is a chance of a safety car intervention at any time, keeping strategists alert throughout the race. The ambient conditions make things difficult for the drivers and the team throughout the weekend.

Singapore: The Engine Side

Rémi Taffin, Track Operations Director of Renault Sport F1:

After Spa and Monza, two circuits characterized by maximum power, Singapore offers a very different challenge. We encounter the unique features of an urban circuit, laid out around some of the city’s landmarks, with a series of corners negotiated at low speed and relatively low revs. The contrast with Belgium and Italy is extreme, as we spend less than 45% of the lap at full throttle. This figure is among the lowest on the calendar, just like the average speed of about 170 km/h. The new corner, T10, is now a left-hand curve instead of a chicane, which slightly increases the percentage of the lap taken at full throttle, but the character of the circuit remains unchanged. This means that top speed is not the most important data here. Instead, we focus on smoothing the power curve at low revs and on good engine response to exit the many corners effectively.

The on/off nature of this circuit and the short bursts of acceleration between corners make Singapore one of the least fuel-efficient tracks. We try to be as attentive as possible with engine settings to avoid carrying extra weight. To avoid ending up with too much fuel in the tank—which would negatively impact lap times—or conversely, too little, the drivers constantly adjust the different engine modes. They have to switch to achieve a richer or leaner mix. However, due to the low power requirements, we can use the leanest modes to reduce the amount of fuel loaded at the start. It’s a bit like managing ballast. Calculating the right amount of fuel is one of the big challenges of the weekend, especially since the engineers also have to consider the weather forecasts and the possibility of a safety car intervention.

The local climate means that we have never raced in the rain in Singapore. However, the humidity level can be over 80%. This factor also plays a role in engine configuration: the more moisture in the air, the less oxygen there is to burn. The power is noticeably affected, although this phenomenon is mitigated by the fact that we are near sea level and the circuit is not demanding in this regard. We must consider all these details when defining the mappings and other operational parameters of the engine.

We must also closely monitor the temperatures, especially since this race is one of the longest of the season. The ambient temperature of this street circuit remains significant despite the coolness of the night (5 to 6°C less than during the day). Moreover, the cars run relatively slowly and are often close to each other, which forces us to closely monitor the cooling systems. All of this contributes to slightly increasing the operating temperatures. Given all these parameters, we will tend to use engines at the end of their life.

Singapore on the tire side

The tires available for drivers in Singapore are as follows:

• Super-Soft (red sidewalls);
• Medium (white sidewalls);
• Intermediate (green sidewalls);
• Wet (blue sidewalls).

Paul Hembery’s opinion, director of Pirelli Motorsport:

« The tires we are supplying to Singapore this season represent a change from last year, where we chose the super soft and soft compounds. This choice is explained by the fact that our tires are overall softer in the sidewalls compared to last year, aiming to maximize performance and grip levels. The Singapore track is quite bumpy—which is common for a street circuit—and many urban elements can compromise grip and traction, such as white lines on the ground or manhole covers.

Furthermore, we race at night, which presents a unique set of parameters for the tires in terms of temperature changes on the track and in the air. Finally, it’s a long race, which allows teams to build interesting strategies. We are always extraordinarily welcomed in Singapore; it is probably the most attractive event for the public in terms of the spectacle offered. Our goal is, as always, to contribute to this spectacle by providing tires that offer the perfect compromise between performance and degradation levels, ensuring a close race.

Jean Alesi’s opinion, Pirelli ambassador:

I have never raced in Singapore, but I went there to attend the Grand Prix two years ago. I can only describe it as an extraordinary sight: what the organizers have achieved is breathtaking. It’s fantastic to watch on television as well from a purely visual spectacle standpoint. From what I have seen, it’s a challenging race for the drivers and the cars, but perhaps less so for the tires. The average speed is not very high and there are many acceleration/braking sections with quite low grip: conditions that generally do not punish the tires too much.

For the drivers, however, it’s a different story: the high temperatures, humidity, and length of the race are very demanding, physically speaking. The tracks at Spa and Monza, which are just behind us, are very tough on the tires. This weekend, we’re heading toward something completely different, and I think it will be interesting to see what strategies the teams adopt in Singapore. With the supersoft and medium tires, there are many opportunities to try different things. It’s a fascinating aspect of modern racing.

Singapore in Numbers

The 2012 Singapore Grand Prix

Pole position.

Lewis Hamilton (McLaren) in 1:46.362

Podium:

1 – Sebastian Vettel (Red Bull)

2 – Jenson Button (McLaren)

3 – Fernando Alonso (Ferrari)

Fastest lap in the race:

Nico Hülkenberg (Force India) in 1:51.033

[From the press releases published by the FIA, Pirelli, Renault Sport F1, and Sauber F1]