US Grand Prix 2023: Formula 1 arrives in America for the United States Grand Prix. The race will take place at the Austin, Texas track, preceding four events to be held across North and South America. The Circuit of the Americas (COTA) is one of the most comprehensive tracks in the entire championship. The layout was designed by German track designer Hermann Tilke, combining the best features of circuits like Silverstone, Hockenheim, and Istanbul.
The total length is 5,513 meters, and the direction is counterclockwise. There are a total of 20 corners: 12 left turns and 8 right turns with three different sectors, each requiring a good aero-mechanical setup. The tires will experience significant wear due to the asphalt and the longitudinal and lateral forces, the latter induced by the numerous high-speed corners.
Source: FUnoanalisitecnica
The cars will hit the track with a medium-to-high aerodynamic setup. Suspension setups, on the other hand, will tend to be focused on the front to ensure the right corner entry precision. After outlining the technical aspects of the American circuit, let’s dive into the car and explore the most crucial technical aspects of the track.
F1, US Grand Prix 2023/Telemetric Analysis S1: Fast Corners Require Precise Front End, Wind Is a Threat
At the green lights, the drivers will climb a hill with a 14% incline towards turn 1. The distance between the grid and the braking point is about 400 meters. In this case, a good start is essential because the uphill section requires a less abrupt increase in speed, penalizing a less-than-perfect start. The track’s width allows different braking points, making use of the wide exit of turn 1 to complete overtaking maneuvers.
In a flying lap, the first section of the track is reached using the DRS system, achieving a speed of about 310 km/h before hitting the brakes. The braking point is later than usual due to the uphill section’s benefits. After turn 1, there is a downhill stretch that leads immediately to turn 2. Next is a sequence of medium to high-speed corners in rapid succession.
Source: US Grand Prix 2023/Telemetric Analysis S1. Source: FUnoanalisitecnica
This sequence resembles Silverstone: Maggotts, Becketts, and Chapel to be precise. From turn 3 to turn 9, there is only one ideal racing line that drivers can follow. Deviating from it means losing time in lap times. In this section, the cars are subjected to continuous load transfers due to roll, imposing significant stress on the suspension components. Therefore, having a responsive car for corner entry and a stable, non-oversteering rear end is crucial.
As seen in the telemetry graph, the corners from 5 to 8 require a combined use of brakes, steering, and throttle, increasing the car’s instability. Downforce generated by the wings is used to prevent excessive tire wear due to high slipping. The wind, which is always present in these southern U.S. regions, could be an additional disturbance during corners and braking.
F1, US Grand Prix 2023/Telemetric Analysis S2: Efficiency Is Key on the Long Straight
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In turn 7, the first segment of the circuit concludes, and the middle part of the track opens with turns 8 and 9. The latter is taken with a partial lift off the throttle pedal to control the negative banking on the outside, leading to the straight that goes to turn 11. Braking is done at the 80m board, with the goal of maximizing the exit while sacrificing the entry. The minimum speed at the center of the corner is 75 km/h, the lowest of the entire lap.
The acceleration phase at this point is crucial. The objective is to unload the suspension as soon as possible, benefiting from the maximum available power. This straight is the longest on the track, approximately 1,200 meters. The car’s aerodynamic efficiency is highlighted here, evaluating its ability to penetrate the air and the power of the DRS (Drag Reduction System) device.
Source: US Grand Prix 2023/Telemetric Analysis S2. Source: FUnoanalisitecnica
The top speed of the circuit is reached just before braking, reaching around 325 km/h. Braking is done at the 100m board, requiring the car to decelerate by more than 5g, almost reaching a minimum speed of 90 km/h. The braking phase is made more complex by the downhill track, which is why a car that is slightly understeering and precise in entry will make things easier for the drivers.
F1, US Grand Prix 2023/Telemetric Analysis S3: Mechanical Grip Favored by Camber Gain, High-speed Corners Cause Tire Wear
In the short stretch between turn 12 and 13, the third sector begins. The final section of the track can be further divided into two smaller parts. The first consists of turns 13, 14, and 15, where mechanical grip and traction are critical. Turn 15 requires a specific combination of braking and steering, where load transfer towards the right side of the car, caused by roll due to lateral acceleration, leads to a reduction in grip on the left front tire.
This is a limiting condition that, if not managed properly, can lead to detrimental lock-ups and significant understeer, especially for those without front suspension geometry that allows for adequate camber recovery. Turns 16, 17, and 18 have been designed following the same philosophy as the iconic number 8 of the Istanbul circuit. It’s a section that’s taken flat out, requiring good smoothness in cornering, resulting in increased energy on the tires.
Source: US Grand Prix 2023/Telemetric Analysis S3. Source: FUnoanalisitecnica
This is an aspect not to be underestimated, especially with a full tank of fuel, as it exponentially increases tire wear. The reason is simple: the tires “work” at a higher temperature than their ideal operating window. Finally, turns 19 and 20 are tackled differently: the penultimate turn, turn 19, requires a speed of about 190 km/h and, at the same time, a smoothly handling car at the center of the corner, utilizing the load.
As for the last turn, it is faced at about 100 km/h, partly sacrificing entry for a good exit to launch into the final straight while fully exploiting the mechanical grip of the suspension.
Source: Leonardo Pasqual and Alessandro Arcari for FUnoanalisitecnica
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