Suzuka transformed as F1 drivers barely brake through the Esses
The new cars have changed the way drivers tackle the first sector at Suzuka: aside from having less downforce, which reduces lap speeds, drivers now hardly use the brake pedal at all, because the hybrid system decelerates the car during the transitions to maximize energy recovery on this key stretch.
Motorsport photo The new-generation of Formula 1 cars have changed how Suzuka’s first sector is tackled: beyond the reduced downforce, which lowers cornering speeds, drivers now barely touch the brake pedal, because the hybrid system decelerates the car through transitions to maximise energy recovery in a key section. Over the years, Suzuka has fascinated thanks to the beauty of its layout, with medium- and high-speed corners capable of taking the breath away from both drivers and fans watching from home. However, with the arrival of the new power units, the challenges have changed radically compared to the past—and, as a result, so has the driving style at Suzuka, perhaps more noticeably than at other circuits.
The first factor is that the Japanese track does not feature many heavy braking zones, which limits opportunities to consistently recharge the battery in order to manage the many acceleration phases—some of which, moreover, cannot even benefit from DRS for safety reasons. For this reason, at least for qualifying, the FIA has decided to reduce the maximum recoverable energy from 9 MJ to 8 MJ. This should reduce the amount of lift-and-coast and super-clipping, but it is clear that teams must still maximise the available 8 MJ, identifying where and how to harvest it.
So where is this energy recovered? The most interesting point lies in understanding what happens in the first sector. Already last year, following resurfacing, grip levels had increased, allowing drivers to push with higher cornering speeds.
This year, however, the situation has partly reversed. Firstly, these new cars generate less aerodynamic downforce, so maintaining the same pace—especially through medium- to high-speed corners where ground-effect cars previously excelled—is more difficult. But there is also a second factor: how the new power units have changed the way this section is approached, something already anticipated when discussing the impact of having only two active aero zones.
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