I think the nearer we get to the end of the season, the more difficult it will be to achieve top results. We need to stay united though, stay focused on our job and get both of our cars into the points. We also need to add performance to the E20 so we are not having to trade paint with Ferrari, but are well ahead of
them on the track instead.
YEONGAM IN NUMBERS
||3.5||Highest g-force experienced for 2 seconds at T7|
|14 %||of the lap spent braking|
|42||Total straight per lap (%)|
|55 %||of lap at full throttle|
|56||Gear changes per lap|
|70||Lowest apex speed (kmh) at T3|
|280||Highest apex speed (kmh) at T8|
|300||Distance in metres from start line to first corner|
|315||Top speed (kmh)|
|1000||Longest full throttle burst (metres) between T2 and T3|
High braking demands in the latter part of Turn 1 can potentially make life difficult for the drivers at the start of the race, when the cars are at their heaviest and tyres at their coolest.
Over 300kph is reached on the approach to Turn 3 before heavy braking into this tight right-hander. higher speeds could be attained on this long straight, however wing levels required for the remainder of the lap mean that maximum velocity is constrained by drag and gearing.
More heavy braking demands here after a significant straight leading into the slowest section of the track, where good low speed change of direction and mechanical grip are required.
Turns 7-13 are quite long, sweeping corners, relying on good downforce and balance from the car. Turn 8 is the fastest point – taken at almost 300kph – before heading to the slower turns 9 and 10. overall quite a satisfying section of race track for the drivers.
Good change of direction is again required from the car through this sequence – which bears a striking resemblance to Valencia – with the walls being close enough to punish any mistake. Turn 17 is particularly important, requiring good exit speed heading on to the start / finish straight.
Turn 17 is actually quite high speed heading on to the first straight.