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Formula 1
returns to North America after two European rounds in Imola and Monaco. The
Canadian Grand Prix therefore means a change of continent but it’s a case of
status quo when it comes to tyre compound choice for the ninth round of the
season, because the race in Montreal will be the third in a row to feature
the three softest compounds in the 2024 range, namely the C3 as Hard, C4 as
Medium and C5 as Soft and also the trio’s second consecutive appearance at
the Canadian track, a semi-permanent circuit built on the manmade island of
Notre-Dame, originally created for Expo ’67.
The 4.361 kilometre track is named in honour of Gilles Villeneuve and
features six lefthand corners and eight to the right and it has one of the
lowest average speeds of the season. Stability under braking and traction
coming out of the chicanes and the slowest corners, which include the
hairpin leading onto a very long straight, are the keys to being
competitive, as is a car that can change direction quickly. Unlike the
previous stop on the calendar in Monaco, overtaking is possible here,
especially at the end of the straight leading to the final chicane, the exit
to which features the “Wall of Champions,” thus named after three world
champions, Damon Hill, Michael Schumacher and Jacques Villeneuve, all ended
their races there in 1999, crashing into the wall on the outside of the
turn.
The entire track has been resurfaced for this year and the kerbs have been
replaced. On paper, the track’s existing characteristics of low abrasiveness
and therefore reduced grip should remain the same, but the real indications
will have to wait until the Pirelli engineers carry out their first
measurement tests on Wednesday. For most of the year, the track is only used
by people on foot or cyclists and so lap times generally drop significantly
as the cars rubber-in the surface. Graining might also occur, especially on
Friday and particularly with the softer compounds. The tyres are subjected
to very low lateral forces, although the longitudinal ones are greater, but
overall, Montreal is one of the easiest tracks of the season on tyres.
While we’re not looking at Monaco levels of proximity, here in Montreal,
setting a quick time in qualifying involves getting very close to the
barriers and walls, while making best use of the kerbs, so it’s also
important for the driver to do as many laps as possible to gain confidence.
Obviously, the slightest error is severely punished. That’s especially the
case this year at the turn 4/5 chicane, where the old tarmac run-off area
has been replaced with grass.
In last year’s race, all three dry compounds came into play with a mix of
strategies with some drivers, including the three who finished on the
podium, going for a two-stop while others pitted just the once, trying to
lengthen the opening stint as much as possible. One has to take into
consideration that the Safety Car is a frequent visitor and that a longer
first stint therefore offers the best chance of minimising time lost
changing tyres.
The weather, always very changeable in June, generally plays its part in the
Quebec event. A cold, rainy, windy day, can be followed by sunshine and
warmth, but temperatures can even vary considerably in the space of one day.
The Canadian Grand Prix first appeared on the Formula 1 World Championship
calendar in 1967 and three circuits have hosted it. Apart from the current
venue, the race was held at Mosport in Ontario eight times and twice at
Mont-Tremblant, also in Quebec, just under 150 kilometres to the north of
Montreal. There have been 52 editions and the most successful drivers are
Michael Schumacher and Lewis Hamilton, who have both won it seven times and
they also share the pole award with six apiece. McLaren rules the roost
among the Constructors’ with 13 wins and 11 poles, while Ferrari has the
most (37) podium finishes. |
