Istanbul From An Engine Perspective

Posted on Tuesday 25 May 2010

Istanbul Park has established itself as a firm driver favourite, mainly as a result of the now infamous multi-apex turn 8 which is arguably one of the most challenging corners of any race track on the Formula One calendar.

Cosworth power has been used at two of the five Turkish Grands Prixs to have been staged with a double points finish for Cosworth-powered cars in the inaugural event back in 2005. The circuit demands have not dissipated over time. It remains one of the most varied tracks with high-speed sections, including turn 8, and slow-speed parts like turn 12 which is the best overtaking opportunity. Unlike Monaco, where bottom end performance was critical, Turkey will give the engine a full workout, requiring effective power delivery from the bottom end of the rev range right up to peak power output.

Drivers will need a consistent response from the engine at high speed as they negotiate turn 8, but will equally need good traction exiting turn 12 to navigate the slow final section of the lap - particularly if trying to make an overtaking manoeuvre stick. The circuit is situated at 125m above sea level and has almost 46m of elevation changes over the 5.338km lap, putting the engine under even greater stress.

While the circuit poses set-up dilemmas for the engineers, the anti-clockwise nature of the Istanbul Park will also give drivers additional physical challenges. It is one of just five tracks of the year to run anti-clockwise, so drivers will be forced to acclimatise quickly to the extra strain on the left-hand side of their neck.

Fast Fact
At 309.396km in length, the Turkish Grand Prix is the second longest race of the year, just 1km shorter than the Malaysian Grand Prix, but 49km longer than the shortest race of the year which was a fortnight ago in Monaco.