Monaco GP: Time for the Most Unique Race of the Season

Monaco is undoubtedly the most atypical event on the Formula 1 calendar. But for engineers, the challenge remains the same: adapting the car to its environment to ensure optimal performance. The circuit is legendary and getting the best out of the cars will not be easy. At the start of the weekend, the track will be even more treacherous due to its lack of grip, a situation that tends to improve as the weekend progresses.

Height of the body:

The streets of the Principality may seem quite smooth when driving a touring car, but that is not the case when driving a single-seater. To address the various surface variations, engineers generally opt for a ride height that is 5 to 7 mm higher than normal. The streets are also slippery, especially around the road markings. This is a factor that drivers will need to keep in mind, especially if the track is damp or wet, over the course of the 78 laps of this Grand Prix.

Suspensions:

To maximize the car’s grip, we use softer suspensions. They particularly facilitate the car’s passage over curbs. To allow the suspensions to work almost independently over bumps, we also soften the anti-roll bars. Special attention is paid to camber. The goal is to give the driver a neutral car that inspires confidence at every point on the circuit, especially at the legendary Casino Square, as Fernando Alonso explains: « The Massenet corner and the Casino corner are among the fastest sections of the lap. The first left corner is very long and relatively bumpy. Therefore, it’s essential to find the right level of acceleration to avoid any onset of oversteer. One needs to be as close as possible to the rail to take the apex late and position well for the following right turn, which is blind. There’s a bump at the Casino exit, but it’s important to accelerate as early as possible to attack Mirabeau. »

Aerodynamics:

In Monaco, the team uses the highest aerodynamic support of the season. Contrary to popular belief, the main interest is not to facilitate cornering, which is negotiated here at relatively low speeds and where mechanical grip proves to be of primary importance. In reality, this significant downforce improves stability during braking and acceleration to maximize traction on corner exit.

Nelson Piquet stated: « Turns 10 and 11 are the circuit’s most demanding braking zones. At the tunnel exit, the fastest part of the lap negotiated in seventh gear, you have to brake hard and reach 70km/h for the chicane. It’s probably the best place to make an overtaking move. It is important that the car is very stable during this braking phase. »

Steering angle:

The famous hairpin at the Grand Hotel is the tightest corner of the season, along with the Rascasse. It requires a larger steering angle, nearly twice as large as in Barcelona. A front suspension is specially designed for the Monaco track to ensure the necessary steering angle.

Fernando Alonso provides additional details: « The Grand Hotel hairpin is the tightest and slowest corner of the season. It is taken at less than 50km/h and requires a significant steering angle. It’s a very technical corner. It’s essential to hit the apex perfectly to avoid losing time in this part of the lap. »

Tires:

Monaco is not a particularly demanding circuit for tires as it remains a relatively slow track. In this context, Bridgestone will provide teams with the two softest types in its range: the soft and ultra-soft tires, which should offer better traction when accelerating out of slow corners.

Engine:

On paper, Monaco appears to be the least demanding circuit of the season for the engine, with barely 45% of the lap at full throttle. But appearances can be deceiving. The bumpy surface can lead to over-revving when the wheels slightly lift off. The driver will therefore need to be cautious. A flexible engine with notably good response will be crucial in the winding streets of the Principality.

*According to a statement from the Renault F1 Team*