I. Istanbul Otodrom Layout


5.338km (3.317 miles) ; 58 laps; Counterclockwise, 14 Corners (8 Lefthanders); Medium Downforce, Smooth Surface;
Elevation changes with a mix of slow corner chicanes and hairpins with high speed corners and 2 long straights.







II. Learn the Corners


Follow along and listen to Fernando Alonso explain a lap at Istanbul park from 2006:

http://youtube.com/watch?v=V7cIzr-QEWg


Jarno explains the lap:

http://news.bbc.co.uk/sport2/hi/motorsport/formula_one/circuit_guide/4756552.stm


Here's Robert Kubica's version:

http://youtube.com/watch?v=SZmzN1Rdg-A


A nice on board view (of the ones available) with Ralf in 2006 to show you the drivers' eye level view of the corners and elevation changes:

http://youtube.com/watch?v=OiI9JsWNfvQ


This is my favorite Tilke-designed circuit. The circuit's charm comes from it's diversity of different corner characteristics and elevation changes. Car compromise setup must accommodate the turn 7 chicane, the twisty switchback complexes of turns 3-6 (where many cars go off roading in practice) and slow turn 13 chicane but still minimizing aero drag for the long straightaway runs to turn 1 and turn 12 .

The corner that gets all of the camera time and popular attention is the high speed, high G-force, quadruple-apex turn 8. Most of the teams get the setup right for this corner but it isn't the maker/breaker.

Look for the driver with the best sector 3 to challenge for pole because the very slow turn 13 chicane and turn 14 are where tenths of seconds are lost and where the tight competitive midfield will sort itself out.

The early season schedule slot for Istanbul will be a novelty in terms of temperature effects, since the race usually ran in the summer and was known for having high track temperatures.





III. Places to Pass On Track

There should be much more on track passing action at Istanbul Park compared to Catalunya.


1. Turn 12: the long run out of turn 10 to turn 12 will be where the draft , hard braking, and passing attempts are going to happen the most.


2. Turn 1: it'll be a drag race coming out of the slow turn 14 corner onto a downhill straightaway into the blind bumpy lefthander turn 1 which has a generous run off area. Remember the 2006 near photo finish between Schumi and Alonso on the last lap or when Schumi almost whiplashed Massa into turn 1 to protect against Alonso's attack ?








3. Turn 3-5 : a surprise corner for a passing opportunity as they just completed the twisty turn 3-4 section and prepare for the uphill run to the blind turn 7 hairpin. In past races, some sniping apex duels occurred here.

4. Turn 9: not a common passing corner but after they come out of turn 8, if close enough, an attempt can be made under braking into 9 but usually a re-pass happens later at turn 12.




IV. Setup Technical Notes (Renault)

Chassis

The 14-turn Istanbul Park circuit is typical of the modern layouts, typified by the circuits in Bahrain and Shanghai, in that it features an extremely long straight which means top speed is a critical performance factor in determining a good race set-up. Ideally, teams would run more downforce than they are able to, in order to gain time through the high- and medium-speed corners, but the long straight after turn 10 shifts the compromise towards a low-medium set-up in order to achieve competitive top speeds and to allow the drivers either to overtake, or defend their position against rivals.

The surface is generally smooth and the kerbs are not particularly aggressive. This allows the engineers to use relatively stiff suspension settings and low ride heights to optimise aerodynamic performance, to achieve a good change of direction in the technical portions and to give good stability in the high-speed corners. The only exception to this is in turn 8, where several large bumps can disrupt the car and cause oversteer. Generally, the drivers adjust their line to avoid the bumps, rather than compromising the car set-up to cope with them.

The braking demands of the circuit are not particularly severe in overall terms, but the braking zone into turn 12 is critical as this is the main overtaking opportunity. The drivers must be able to attack this braking event with confidence when battling wheel-to-wheel, while overshooting the corner can be very costly on a timed lap.

The overall energy put through the tyres in Istanbul is close to that seen in Silverstone, and Bridgestone will make available the combination of medium and hard compound tyres . We pay particular attention to the front tyres, and the right-front in particular, as they have a very hard time in the long, high-speed turn 8.



Engine

In common with the more modern circuits, Istanbul Park is a demanding and varied challenge for the engine. Approximately 67% of the lap is spent at full throttle, a figure that is well above average, and the circuit also includes a long period of around 16 seconds spent at full throttle, between turns 10 and 12. The engine must be tractable, pulling strongly from low revs all the way to its 19,000 rpm limit, while power delivery at high revs is also fine-tuned to avoid upsetting the car balance in turn 8.

It is important to ensure the power train is well-cooled, but we are familiar with the engine's needs at this stage of the season. The circuit features no prolonged, slow-speed sections which might cause overheating, and the long straights mean that the car is well cooled.

Despite the early season scheduling, Bridgestone has chosen to supply the same Hard & Medium compounds for their Prime and Option selections to the teams
again.

Bridgestone 2007 Notes on the Istanbul Otodrom:

The track has a mix of every type of corner and the majority of the track is either uphill or downhill, with only the start-finish straight and most of turn eight being flat. Although it is mainly level, turn eight is one of the track's real tests. A triple-apex left-hander, the corner starts with a downhill entry and keeps on turning left until it has helped generate some of the highest g-forces of the year, putting the tyres under high loads.

The final combination of corners before heading on to the start-finish straight will also give teams plenty to think about. The left-right-left of turns 12 to 14 are the lowest speed areas of the track and come straight after the highest-speed straight. This combination is a breeding ground for tyre graining so teams and drivers will have to pay particular attention here to minimise this.

High speeds, heavy braking and hot temperatures all conspire to mean a lot of energy is being put through the tyres in Turkey so watching wear and degradation will be a consideration for teams.


Kees van de Grint, Bridgestone Motorsport Head of Track Engineering Operations :

Istanbul is a very nice circuit because of its natural layout with both uphill and downhill sections. Hard braking into many corners over the course of the lap creates a lot of heat in the tyres. This adds to the ambient heat we usually experience there.

Turn eight is a very challenging corner for the tyres because it creates a lot of g-forces. This corner is particularly significant as, were it not for the forces exerted on the tyre at turn eight, we could run with a softer compound in Turkey. Unlike Hungary, it is not as important to be on the front row in Turkey, as the layout creates more overtaking opportunities.


Bridgestone 2008 Notes on the Istanbul Otodrom:

Hirohide Hamashima, Bridgestone Motorsport Tyre Development Director :

" Istanbul has a wide range of different corner types and is a very difficult circuit to master in terms of car set-up and maximising tyre potential. In Istanbul we face the highest G forces we see all season so we are bringing the hardest tyres in our range for this race.

Historically, we have seen hot temperatures in Turkey, and the change to May should mean slightly lower temperatures. Last year we did see some drivers experience problems with their use of our tyres, so we have made changes to the tyre construction to minimise the chances of this happening again. This circuit is not only a challenge for our tyres, drivers face a tough race too as the circuit is not clockwise like most of the tracks on the calendar.

This is a high speed circuit suited to the F2008's strengths.




V. Pit Strategies


http://www.formula1.com/results/season/2007/781/6436/pit_stop_summary.html

http://www.autosport.com/news/report.php/id/61833


2007 Top 5

1. Massa Fuel windows - 2 stopper: 19, 23, 16 laps
Tyre strategy - Medium, Medium , Hard



2. Raikkonen Fuel windows - 2 stopper : 18, 13, 17 laps
Tyre strategy - Medium, Medium, Hard



3. Alonso Fuel windows - 2 stopper : 18, 25, 15 laps
Tyre strategy - Hard, Hard , Medium



4. Heidfeld Fuel windows - 2 stopper: 17, 24 , 17 laps
Tyre strategy - Hard, Hard, Medium



5. Hamilton Fuel windows - 2 stopper: 20, 23, 15 laps
Tyre strategy - Hard, Hard, Medium




Last yr. the Ferraris were able to run on 2 stints with the softer medium Option compound; whereas their rivals could only do 1 stint suggesting
that the Ferrari long wheelbased F2007 was easier on the tyres with a smooth track surface, despite the high G loads of turn 8.

The Ferraris were able to push the Medium compound up to 18-23 laps whereas BMW and McLaren only ran 15-17 laps max on them.


Once again, this yr. the Ferraris have been tipped to be easier on the softer compound degradation with a heavy fuel load compared to their nearest rivals. It remains to be seen whether BMW and McLaren have caught on .


In 2007, Kubica ran a 2 stopper (12, 25, 21 laps) and 2 stints on the softer Medium compound (tyre strategy Medium, Hard, Medium) without success.
We'll see if BMW has changed its chassis design to going easier on the softer compound for 2 stints .






VI. Times to Know




A. Single Best Lap Time


1. 2007 Best Low Fuel Q2: Massa 1 min. 27.039

2. 2007 Pole Q3 : Massa 1 min. 27.329


3. 2007 Fastest Race Lap: Raikkonen 1 min. 27.295 (on lap 57 of 58 total) ; Massa 1 min. 27.922 ( on lap 18, pitted on lap 19)







B. 2007 Long Run Race Pace Opening Fuel Window Ranges (laps 7 to first pit stop):

1. Massa : 1 min. 28.323 to 1 min. 29.063 (best in laps - 1 min. 27.923 - 1min. 27.972 )

2. Alonso: 1 min. 28.680 to 1 min. 29.900 (in lap - 1 min. 28.664 - 1 min. 28.680 }




Look for single best times to be in the low 27's whereas best long run race pace with fuel on board will be in the low 28's.
Each lap of fuel looks to be about 0.025-0.035 sec. in time penalty.


Look for them to run around 17 to 19 laps of fuel on the opening stint for Q3 final fuel load.

In 2006 (V8 era), the earliest that they pitted was on lap 14.


C. 2007 Total Time in Pit Lane (Gap needed to prevent being leapfrogged during a pit stop)


Massa 27.164 to 29.150 seconds

Raikkonen 27.006 to 29.075 sec.

Alonso 26.802 to 29.495 sec.

Hamilton 29.570 to 31.079 sec.

Heidfeld 27.411 to 28.993 sec.


It looks like you'll need about a 26-28 sec. gap to the driver behind you in order to keep track position before pitting.

VII. Weather Forecast

http://www.weather.com/outlook/travel/businesstraveler/tenday/IST:9

May 7th Prediction:

Friday Practice: 30% chance of precipitation (PM showers), Partly Cloudy 58 F

Sat. Qualifying: 10% chance of precipitation, Sunny 63 F

Sunday Race Day: 10% chance of precipitation, Sunny 63 F

The earlier forecast of possible rain during friday practice has been updated to a dry weekend and dry weather tyres only for qualies and race day.
Rubber laid down after Friday practice may get washed off resulting in a "green" track for Saturday AM practice and qualies. Look out Turn 8 !


VIII. 2008 Drivers & Tech Directors Comments on the Circuit


http://www.formula1.com/news/headlines/2008/5/7720.html



Heikki Kovalainen :

"Turn Eight is made up of four corners, one corner after another just turning left, left, left and left, with four apexes. To get it right you have to hit one apex, then just lift a little bit at the right point and then you can go full throttle again for the next. It is not easily flat out, but it is almost flat out and the line is so crucial, that is one reason why it is so challenging and drivers like big challenges so I guess that is why we enjoy it so much.


It is definitely one of the circuits that has more up hills and down hills, also there are some apexes that are on the brown of the hill and are blind. There are also parts of the circuit that are very flat, so it doesn’t have a big effect on the set-up as it would be too much of a compromise. It does mean you pay attention more to your driving lines and trying to maximise when you go on the power over these hills, trying to maximise your own technique. Going over the crest of hills is the same as in a road car, you get that sensation with your stomach, but you get used to it as you do more laps over the course of the weekend."


Nick Heidfeld:

" I'm looking forward to the race in Istanbul, particularly to Turn Eight, the main feature of the track. It earned its fame in the very first grand prix because it is so tricky and causes plenty of spins and action. It's a very long, very fast corner with several apexes. Then you need a good top speed for the long back straight with its right-hand kink. But apart from the race track,"

Jenson Button

"The track layout is excellent with the changes in elevation making it a tough but enjoyable circuit for the drivers. There are some really good overtaking opportunities at turn one and turn three, with a chance of passing into turns nine and twelve if you get it right."


Willy Rampf, BMW Technical Director :

"Drivers race in an anti-clockwise direction at the Istanbul Park, which apart from that also provides plenty of variety. It has slow sections where good traction is called for, but then there’s also the spectacular Turn Eight, which comprises four sections that are taken in one go at around 250 km/h. Because of the long, often uphill straights, the car.s aerodynamic drag must be kept within limits. That’s why for Istanbul we select a downforce setting a notch lower than in Barcelona."



Sam Michael, Williams Technical Director:

" The Turkish Grand Prix normally takes place in August, when it's always really hot. With the race falling earlier this year, though, the temperatures are likely to be much cooler which will have an impact on bodywork configuration and tyre selection. Downforce is some way off the maximum level because of the long straights, so car set-up is arranged around that. Bridgestone will bring the harder compound tyres to Turkey, mainly due to the long and heavily-loaded left hander of Turn Eight, a corner which sees the cars and drivers experience the longest period at such a high lateral load of any track on the calendar. The majority of the teams will most likely opt for a two stop strategy in Turkey."


Pascal Vasselon , Toyota F1 Senior General Manager Chassis


" Turkey is an average circuit for most of the parameters - brakes, downforce and so on. But the special factor you have in Turkey is turn eight, the long left-hander. This is a key corner and simply the most demanding of the season, which means it has a lot of consequences in terms of car balance and tyre usage.

You can really say that Turkey is all about turn eight; it is one of the very few circuits where one corner is so significant. You have to make sure your package can handle turn eight and this drives tyre selection for example.

...the temperatures will be a bit lower than in previous years, when it was particularly hot, but we can expect conditions nevertheless to be similar to those in Barcelona so it is not likely to have much of an impact. Two areas where it will be noticeable are tyre internal temperatures and engine cooling because Turkey was one of the demanding races of the season in that sense when the race was held in August."

Here is the link to the FIA press site for the Grand Prix of Turkey featuring circuit information, stewards' decisions, technical reports, scoring, and complete timing information as it becomes available.

http://www.fia.com/turkeygp/index.html