The Italian GP follows just one week after the Belgian GP. The site of the Italian GP was the Autodromo Nazionale di Monza, a historic circuit built in 1922. The average speed of 250km/h around Monza is the fastest of the 18 races this season–an ultra–high–speed circuit that always offers exciting overtaking episodes. While the Italian GP has been blessed with clear weather for the past several decades, this year was a rare affair, with rain on all three days of the race weekend. Without further ado, here is my report from the last race of the European Round, the Italian Grand Prix.

Monza is an ultra–high–speed circuit, with top speeds reaching 350km/h. The most significant aero changes were to the front and rear wings. The bridge wing was removed from the front, exposing the front end of the nose that had been hidden from view in the past.

Preparing a specially designed aerodynamics package for an ultra–high-speed circuit

As an ultra–high–speed circuit, Monza emphasizes straight–line speed rather than downforce. As such, we brought an aero package very unlike the ones we use at other circuits. The most notable difference is in the front and rear wings. We took the bridge wing off of the front wing, and adopted a low–resistance setup for the rear wing. The various small aero parts normally attached to the side pontoons and the chimney were also removed. We tested this aero package at the joint testing session held at Monza the week prior to the Belgian GP. Accordingly, we predicted a much smoother process for setting up our car than we experienced at last week’s Belgian GP, where we arrived without testing any of the aero parts for that circuit.

At the Belgian GP, we weren’t able to get the most out of either the hard or medium Bridgestone compounds available. With the same tire specification slated for the Italian GP, we planned to make a detailed analysis of the data we collected in Belgium to prepare us for Italy. More specifically, we weren’t able to warm up our tires effectively at Spa, and that was the focus of our improvement efforts. The weather reports indicated deteriorating weather and cooler temperatures for the weekend of the Italian GP, which meant that we would have to be ready with some very effective countermeasures. More of the same would only mean more of the same results, so we came to the Italian GP with a different approach than the race last week.

Aero parts of various complex shapes had been attached to the side pontoons of the car in the past–the Monza spec looks very sleek by comparison. The parts were removed to reduce air drag and to help increase top speeds in the straights.

Red flags and rain prevent us from completing our practice program

The weather reports called for worsening conditions, but we were very surprised that it rained on the first day of the weekend. The rain tapered off Friday afternoon, but the track was still wet during the first part of the practice session, limiting what we were able to do out on the course. On a high–speed circuit like Monza, going out on a half–wet track using wet weather tires quickly tears up the rubber, so we limited the number of laps we were willing to run on the standard wet (shallow groove) tires. Since the chance of rain on both Saturday and Sunday was very high, we were forced to make do on the wet tires. Accordingly, we were unable to complete our planned program, making for a very frustrating first day of the weekend. We had planned to test several measures to improve the tire warming issues we experienced during the Belgian GP, but were unable to do so given the big changes in track conditions throughout Friday.

Our position on the time charts was less than inspiring, with Timo Glock and Jarno Trulli at P17 and P19, respectively. Not being able to complete a full program was a stinging blow for the team. Under the current regulations, teams have to fix their gear ratios by Friday evening, so we were extremely busy after the end of Friday’s afternoon practice session, including some back–and–forth with TMG.

The Italian GP was held under rainy conditions for the first time in a very long while. While the leading teams struggled with the weather during qualifying, everyone at Panasonic Toyota Racing came together to successfully qualify both cars in the top 10.

The entire team pulls together to secure a top–ten qualifying, despite torrential rains

Official qualifying for the Italian GP was conducted under very difficult conditions, with intermittent heavy rain. In these tough conditions, every staff member at every position performed flawlessly. Of course, it almost goes without mentioning that the tenacious performance of our two drivers was a major factor in our qualifying result. In any event, that everyone performed their job as they should was the biggest factor in having both cars qualifying within the top ten for Sunday’s race.

Under wet conditions, the timing for sending drivers out onto the track for their attack runs becomes very important. In the first and second qualifying periods, we were fairly aggressive in sending our drivers out onto the circuit. I think this allowed the drivers to take their out lap at their own pace, letting them make their attack run under the most favorable conditions. In addition, the team staff made some detailed changes to tire pressure and other areas. Under wet conditions, where it is more difficult to get heat into the tires than under dry conditions, tire air pressure becomes much more important than normal, and I think we were able to effectively manage this aspect of our cars at the Italian GP.

Naturally, I think there were certain minor areas in which we could have performed better to improve our qualifying results. However, I think we accomplished quite a bit by getting both cars in the top 10 under such difficult circumstances.

At the mercy of the weather, the team was unable to take advantage of a one-stop strategy, finishing out of the points. Still, Jarno and Timo both fought the challenging conditions, driving aggressively throughout the entire race, and demonstrating dynamic overtaking skills.

Results determined by pit stop timing and changing in track conditions

After the safety car pulled off the course, our drivers skillfully avoided the post-start confusion, and demonstrated a relatively fast pace under wet conditions throughout the first part of the race. I do not think that our one-stop strategy for the race was a mistake. Unfortunately, the track conditions started to change immediately after our first stop. Even though we had plenty of fuel on board, we were forced to bring in both cars to change over to the standard wets to match the conditions of a track that started to dry out.

Needless to say, we were checking the surface conditions with the drivers via radio as we drew nearer to our pit time, as well as checking the latest weather reports. All of this information played into our decision. Considering the fact that the other drivers who pitted before and after us went on extreme wet tires (deep grooves), I don’t think there was much more that we could have done in that instance.

Unfortunately, we found ourselves just out of the points in both the Belgian and Italian GP races, the two final races of the European Round. But we expected both to be very challenging races for us, and we learned some very valuable lessons. The next race is the Singapore Grand Prix, which will be the first–ever night race for F1. Please cheer us on as Panasonic Toyota Racing prepares to use this race to generate momentum going into the Japanese Grand Prix.