Kimi heads to Montréal focused on getting right back in the fight, while after a weekend to forget in Monaco, our Frenchman heads to another French-speaking nation hopeful of very different fortunes.
Kimi, What are your feelings after Monaco?
We had a bad result on Sunday in Monaco; that was clear for anyone to see. It could have been even worse, but it could have been much better as well. We came out with one point so at least we got something back after losing the solid fifth place, but that’s not much consolation. The car felt good for qualifying and the race which is a positive as it was another circuit – and a difficult circuit – where we’ve been able to have the car pretty much as we wanted. We still lack just a little bit of speed in qualifying sometimes, but our race pace was good again; not that you can show that when you’re stuck behind slower cars like we saw in Monaco. We don’t know how the car will be in Montréal – we will have the answer to that question soon – but there’s no reason why we shouldn’t be competitive again.
It was quite some fightback you made at the end of the race...
Well, that was a bit different as I had fresh tyres and we should never have been in that position in the first place, but it was good to at least get a point at the end. In a way, it almost makes it more frustrating as when we had the clean air after the pit stop it was probably the first time you saw how quick our car really was.
You were pretty frustrated after the race?
No-one wants to lose so many points thanks to the actions of another driver, but that race is over; Monaco is just a distant memory and I’m all ready for Canada.
What's your opinion of Canada?
I have won there which was pretty good, but I have experienced some setbacks there as well. Many times the race has been quite a lottery as there seem to be different things which affect it. The weather can change a lot, sometimes the tyres or the track aren’t working very well, sometimes there are a lot of safety cars, or sometimes another driver runs into the back of you when you’re waiting at a red light. As for the place itself, I’ve always liked Montréal. It is one of the nicest cities we visit all year.
What do you need for a good result in Canada?
A good car. Like at every circuit you need to get the set-up exactly right. You need a well-balanced chassis in the medium downforce configuration and you don’t want to be too hard on brakes as there’s a lot of aggressive braking there. It’s something I quite enjoy, the stop and go style of the circuit.
Is Montréal another circuit where qualifying is crucial?
Qualifying is important at every circuit, but not as essential as it was in Monaco to get a good result. It’s not easy to get past, but there are one or two places to overtake.
What are your thoughts on the Championship after losing ground to Sebastian Vettel?
For sure we lost ground on the lead in Monaco, but it’s not over yet. It’s still early in the season and twenty-one points behind is not too much to catch up; especially if Sebastian has a bad weekend too at some point. The most important thing is that we return to our race level before Monaco to get things going our way as soon as possible.
It was an eventful weekend for you in Monaco, Romain... What are your thoughts now you've been able to reflect?
It was certainly a rollercoaster, and one where we could have achieved a lot more with the pace of the car. No-one wants to make contact with the barriers at Monaco and it’s a fine balance between going fast and going too fast; there’s such a tiny margin for error as I found out. The positives are that we significantly improved the car again to make it more predictable over the weekend and that helped me a lot. I think we had the pace to be in the top three, but unfortunately we didn’t get the qualifying position we wanted and it’s almost impossible to move up the order in Monaco. I got caught out behind Daniel [Ricciardo] and will have to suffer quite a harsh penalty of ten places on the Montréal grid, but we’ll be working hard to devise the best strategy to work back up the order.
You said you'd buy your crew some drinks for all the work they put in over the Monaco weekend; Have you had a chance to do this yet?
Not yet, but I’ll treat them to a special dinner later in the year; hopefully when we’ve got something good to celebrate.
Last year you went from seventh to second in Montréal; Can you repeat that kind of performance in 2013?
Yes, last year we had a fantastic result at this race and we’ll certainly be trying for a fantastic result once more. For sure it will be a bit more difficult with the penalty, but we’ll take the challenge and do the very best we can.
2012 was your first time racing in Montréal, but you learned the track pretty well?
The track is interesting; not an easy one to learn, but as we say most of the time if you have a good result then you like the track! I’d certainly like to finish this year’s race on the podium again; that would be a good record to maintain. The city’s great too. People speak French, the place is lively, there are some great restaurants and everybody is really welcoming.
You like street circuits and were quick in Monaco; Can we expect more of the same pace at the Circuit Gilles-Villeneuve?
I enjoy the sensation of being close to the walls; although as I learnt this year in Monaco… I don’t enjoy the sensation of being too close to the walls! Montréal is different from Monaco as there are some long straights and big braking moments. The track surface can also present challenges as we’ve seen in past seasons, so it will be interesting to see what the grip level is like this year. Finally, the weather in Montréal can be quite changeable as we’ve seen many times. I’m sure it’ll be a challenging and exciting Grand Prix.
Does the Canadian event present any particular challenges, being a long haul amidst the European season?
I arrive a little earlier to help beat the jet lag. Sometimes the challenge of beating the jet lag and getting a decent sleep can be as hard to solve as finding the right setup for the car! I’ll be getting plenty of exercise and hopefully getting some good sleep at the right time too!
It's been a mixed season for you so far; How would you assess it?
On paper it’s not as good as we would have wanted it to be, but I’m happy with all my performances so far except for Monaco. I have been doing my best every time, the pace is there and every time we manage to improve the car. I just have to keep doing my best and see where we go from there.
http://www.lotuscars.com/gb/racing/f1
http://www.lotusf1team.com/
In Numbers
0 – The time taken in seconds for the gearbox of the E21 to change gear (drive is never lost during the gearshift).
0.1 – How much faster in seconds the E21 goes each lap due to the reducing weight as the car burns fuel (not accounting for tyre degradation).
1.6 – The time in seconds for the E21 to decelerate from 100 km/h to standstill.
3.0 – The average time for the pit crew to change all four wheels and tyres during a pitstop.
4.9 – How many seconds it takes for the E21 to reach 200 km/h from standstill.
5 – The number of consecutive races each gearbox must survive before it can be changed without suffering a five-place grid penalty.
6 – How many hours it takes for a complete rebuild of the car at the track with 12 mechanics (assuming sub-assembly is already complete). From scratch at the factory it would take 150 people seven days.
6.67 – The number of seconds per lap that the KERS electric motor can be activated at full power.
7 – The number of gears in the E21’s gearbox.
8 – The number of engines allocated to each driver in 2013.
10.2 – The weight of a Pirelli rear tyre in kilograms (including rim).
18.5 – In psi, this is the average pressure for a Formula 1 tyre.
30 – The weight of a driver’s head and helmet in kilograms during maximum braking of 4.5G (the same as a heavy suitcase).
42 – The number of revolutions per second by a tyre when the E21 is travelling at 300 km/h.
60 – The amount of water dispersed in litres per second by a wet Pirelli tyre travelling at 300 km/h.
87.75 – The impact energy in kilojoules that must be withstood by the nose of the car when it is crash tested by the FIA. This is the same amount of energy as would be required to stop a 4 tonne elephant moving towards you at 25km/h.
90 – The operating temperature in degrees Celsius of each Pirelli tyre.
130 – Measured in decibels, this is how loud the RS27-2013 engine is at full revs.
400 – The amount of braking energy in kilojoules that the KERS generator can place into the KERS battery in a single lap.
500 – The temperature in degrees Celsius reached by the clutch during a race.
640 – The minimum weight of the car in kilograms
900 – The temperature in degrees Celsius of the exhaust gases when the car is on full throttle.
1,100 – In degrees Celsius, this is the temperature a brake disc can reach during the race.
1,500 – This is the total number of moving parts in each RS27-2013 V8 engine.
2,500 – The number of gear changes the drivers have to make during an average Grand Prix.
4,000 – The total number of parts that make up each RS27-2013 V8 engine.
10,000 – The number of aero parts tested annually in the wind tunnel.
11,000 – The number of technical drawings produced by the time of the E21 car build (28% more than any previous car).
30,000 – The number of individual parts that make up each E21.
250,000 – The amount of man hours that have gone into the design of the E21.
We had a bad result on Sunday in Monaco; that was clear for anyone to see. It could have been even worse, but it could have been much better as well. We came out with one point so at least we got something back after losing the solid fifth place, but that’s not much consolation. The car felt good for qualifying and the race which is a positive as it was another circuit – and a difficult circuit – where we’ve been able to have the car pretty much as we wanted. We still lack just a little bit of speed in qualifying sometimes, but our race pace was good again; not that you can show that when you’re stuck behind slower cars like we saw in Monaco. We don’t know how the car will be in Montréal – we will have the answer to that question soon – but there’s no reason why we shouldn’t be competitive again.
It was quite some fightback you made at the end of the race...
Well, that was a bit different as I had fresh tyres and we should never have been in that position in the first place, but it was good to at least get a point at the end. In a way, it almost makes it more frustrating as when we had the clean air after the pit stop it was probably the first time you saw how quick our car really was.
You were pretty frustrated after the race?
No-one wants to lose so many points thanks to the actions of another driver, but that race is over; Monaco is just a distant memory and I’m all ready for Canada.
What's your opinion of Canada?
I have won there which was pretty good, but I have experienced some setbacks there as well. Many times the race has been quite a lottery as there seem to be different things which affect it. The weather can change a lot, sometimes the tyres or the track aren’t working very well, sometimes there are a lot of safety cars, or sometimes another driver runs into the back of you when you’re waiting at a red light. As for the place itself, I’ve always liked Montréal. It is one of the nicest cities we visit all year.
What do you need for a good result in Canada?
A good car. Like at every circuit you need to get the set-up exactly right. You need a well-balanced chassis in the medium downforce configuration and you don’t want to be too hard on brakes as there’s a lot of aggressive braking there. It’s something I quite enjoy, the stop and go style of the circuit.
Is Montréal another circuit where qualifying is crucial?
Qualifying is important at every circuit, but not as essential as it was in Monaco to get a good result. It’s not easy to get past, but there are one or two places to overtake.
What are your thoughts on the Championship after losing ground to Sebastian Vettel?
For sure we lost ground on the lead in Monaco, but it’s not over yet. It’s still early in the season and twenty-one points behind is not too much to catch up; especially if Sebastian has a bad weekend too at some point. The most important thing is that we return to our race level before Monaco to get things going our way as soon as possible.
It was certainly a rollercoaster, and one where we could have achieved a lot more with the pace of the car. No-one wants to make contact with the barriers at Monaco and it’s a fine balance between going fast and going too fast; there’s such a tiny margin for error as I found out. The positives are that we significantly improved the car again to make it more predictable over the weekend and that helped me a lot. I think we had the pace to be in the top three, but unfortunately we didn’t get the qualifying position we wanted and it’s almost impossible to move up the order in Monaco. I got caught out behind Daniel [Ricciardo] and will have to suffer quite a harsh penalty of ten places on the Montréal grid, but we’ll be working hard to devise the best strategy to work back up the order.
You said you'd buy your crew some drinks for all the work they put in over the Monaco weekend; Have you had a chance to do this yet?
Not yet, but I’ll treat them to a special dinner later in the year; hopefully when we’ve got something good to celebrate.
Last year you went from seventh to second in Montréal; Can you repeat that kind of performance in 2013?
Yes, last year we had a fantastic result at this race and we’ll certainly be trying for a fantastic result once more. For sure it will be a bit more difficult with the penalty, but we’ll take the challenge and do the very best we can.
2012 was your first time racing in Montréal, but you learned the track pretty well?
The track is interesting; not an easy one to learn, but as we say most of the time if you have a good result then you like the track! I’d certainly like to finish this year’s race on the podium again; that would be a good record to maintain. The city’s great too. People speak French, the place is lively, there are some great restaurants and everybody is really welcoming.
Have you raced the circuit in any other form?
It’s true that it’s my favourite circuit on the Xbox, though it’s certainly bumpier in real life than sat at home on your sofa!
It’s true that it’s my favourite circuit on the Xbox, though it’s certainly bumpier in real life than sat at home on your sofa!
You like street circuits and were quick in Monaco; Can we expect more of the same pace at the Circuit Gilles-Villeneuve?
I enjoy the sensation of being close to the walls; although as I learnt this year in Monaco… I don’t enjoy the sensation of being too close to the walls! Montréal is different from Monaco as there are some long straights and big braking moments. The track surface can also present challenges as we’ve seen in past seasons, so it will be interesting to see what the grip level is like this year. Finally, the weather in Montréal can be quite changeable as we’ve seen many times. I’m sure it’ll be a challenging and exciting Grand Prix.
Does the Canadian event present any particular challenges, being a long haul amidst the European season?
I arrive a little earlier to help beat the jet lag. Sometimes the challenge of beating the jet lag and getting a decent sleep can be as hard to solve as finding the right setup for the car! I’ll be getting plenty of exercise and hopefully getting some good sleep at the right time too!
It's been a mixed season for you so far; How would you assess it?
On paper it’s not as good as we would have wanted it to be, but I’m happy with all my performances so far except for Monaco. I have been doing my best every time, the pace is there and every time we manage to improve the car. I just have to keep doing my best and see where we go from there.
http://www.lotusf1team.com/
In Numbers
0 – The time taken in seconds for the gearbox of the E21 to change gear (drive is never lost during the gearshift).
0.1 – How much faster in seconds the E21 goes each lap due to the reducing weight as the car burns fuel (not accounting for tyre degradation).
1.6 – The time in seconds for the E21 to decelerate from 100 km/h to standstill.
3.0 – The average time for the pit crew to change all four wheels and tyres during a pitstop.
4.9 – How many seconds it takes for the E21 to reach 200 km/h from standstill.
5 – The number of consecutive races each gearbox must survive before it can be changed without suffering a five-place grid penalty.
6 – How many hours it takes for a complete rebuild of the car at the track with 12 mechanics (assuming sub-assembly is already complete). From scratch at the factory it would take 150 people seven days.
6.67 – The number of seconds per lap that the KERS electric motor can be activated at full power.
7 – The number of gears in the E21’s gearbox.
8 – The number of engines allocated to each driver in 2013.
10.2 – The weight of a Pirelli rear tyre in kilograms (including rim).
18.5 – In psi, this is the average pressure for a Formula 1 tyre.
30 – The weight of a driver’s head and helmet in kilograms during maximum braking of 4.5G (the same as a heavy suitcase).
42 – The number of revolutions per second by a tyre when the E21 is travelling at 300 km/h.
60 – The amount of water dispersed in litres per second by a wet Pirelli tyre travelling at 300 km/h.
87.75 – The impact energy in kilojoules that must be withstood by the nose of the car when it is crash tested by the FIA. This is the same amount of energy as would be required to stop a 4 tonne elephant moving towards you at 25km/h.
90 – The operating temperature in degrees Celsius of each Pirelli tyre.
130 – Measured in decibels, this is how loud the RS27-2013 engine is at full revs.
400 – The amount of braking energy in kilojoules that the KERS generator can place into the KERS battery in a single lap.
500 – The temperature in degrees Celsius reached by the clutch during a race.
640 – The minimum weight of the car in kilograms
900 – The temperature in degrees Celsius of the exhaust gases when the car is on full throttle.
1,100 – In degrees Celsius, this is the temperature a brake disc can reach during the race.
1,500 – This is the total number of moving parts in each RS27-2013 V8 engine.
2,500 – The number of gear changes the drivers have to make during an average Grand Prix.
4,000 – The total number of parts that make up each RS27-2013 V8 engine.
10,000 – The number of aero parts tested annually in the wind tunnel.
11,000 – The number of technical drawings produced by the time of the E21 car build (28% more than any previous car).
30,000 – The number of individual parts that make up each E21.
250,000 – The amount of man hours that have gone into the design of the E21.
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