With the positions twelve (Romain Grosjean) and 14 (Kevin Magnussen), Haas has acquired a solid starting position in qualifying for the Brazilian Grand Prix, no more and no less. The young American team is still competing with Renault and Toro Rosso in the World Cup. Especially compared to the French workforce, there were bad cards recently. However, in the fight for World Championship, there are six, and therefore many millions of redemptions, still hope.
We are only one point behind Renault, only six meters away from Toro Rosso. In view of the Renault drive problems, I am not sure if the two teams will score any more points,”Magnussen explains to his lighting director in competition with the competition from Enstone. The Dane adds smiling: “At the same time, I am also anything but sure that we will get seven more meters in two races. You need a good pace to do that.”
And that’s exactly the pace Haas is missing.” We have taken a step forward, but it was still a hard piece of work today in Q1. It was so incredibly close together. At the end of the day, a tenth certificate for entry into Q3 was missing,”Grosjean says after qualifying. The Frenchman might have gotten the missing timetables in Q2 if his car had stayed intact. That was not the case. In the roll-in round, the right half of the T-wing flew off.
What doesn’t fit in front, can’t work in the back
“If I hadn’t seen it, I wouldn’t have noticed anything,” laughs Grosjean. “If I hadn’t seen it, I wouldn’t have noticed it at all.” Sometimes we lose the T-wing and the car suddenly feels completely different. Today wasn’t like that. It was only half gone, so the effects were half as wild. It made little difference.”And this very fact clearly illustrates where Haas has the largest construction site: aerodynamics. The overall concept offers limited possibilities. This hardly matters to delicacies such as T-wings or flaps.
“And it lacks drive. That is easy to identify as a weakness. But it is difficult to address the issue properly. So far, the car’s not really my thing. Especially when the rear becomes quite easy when you push it, not my case. But I’ve learned to deal with it halfway,”Magnussen describes the zigzag of the car. If there is proper fuel in the tank, it usually looks a little different than in qualifying. Then the car is more to my liking.”
The aerodynamics of a racing vehicle is usually determined in its bases at the front. What can’t go forward will never work in the back- such a popular phrase by the technicians. The elements in front of the front axle determine the air flow throughout the vehicle, thus also the important influx of components such as diffuser and rear wings or even the small T-wings on the rear fin.
Fragile Renault drives offer hope in the WM fight
“The front is our largest construction site”, confirmed by Grosjean.” We often have under-steering at the curve entrance, in other phases the rear comes suddenly. It’s gotten better already. For me to be really happy, it would have to be at least fifty percent better,”he says. The core problems can hardly be tackled efficiently during a season, at such a late stage of a year at all. The view is directed to 2018. Next year, you want to make a series of successes of your own accord.
“We must always hope that some of the big teams will fail with drive problems. We could never catch them otherwise. They’re in a different league– let’s call them formula 1+,”Grosjean jokes. Renault is clearly faster than us since Silverstone. You start at the top ten, we’ll take the back. They’re stronger on paper, but they don’t always make a difference. We hope that they have problems and that we can benefit from them. For example, Kevin made up for the four points in Mexico. “We have made progress, but I would not say that the team is now over the mountain,” the Frenchman says. “We have made progress, but I would not say that the team is over the mountain.” We learned from the first year. Nevertheless, we are now coming to a point where we have to decide between two directions in the vote. Then you’re right, but sometimes you’re wrong. The data from one year are important, but the data from two years are even more useful.”Based on these additional findings, it is possible to minimize the fluctuations in performance.