Haas has introduced a new pitot sensor in its 2023 VF-23 Formula 1 car that will hopefully help understand the current problems with heavy tire wear during racing.
On several occasions this season, most recently at the Canadian Grand Prix, Haas has seen high starting positions translate to poor finishing positions due to his problem, which was exacerbated by driving in traffic in race situations.
Nico Hulkenberg qualified second in Montreal and then started fifth after receiving a penalty for speeding under the red flag in Q3, but finished 15th.
He then went on to say that “there’s really nothing we can do with the prep to fix that — it’s the bigger issues,” and urged Haas to implement a “longer-term strategy that we need to pursue to really get that much better.”
As part of this, Haas introduced a new pitot-static sensor in the central portion of the VF-23’s nose at this weekend’s Austrian GP.
The new part exhibits “less aerodynamic disturbance” and exhibits “improved functionality in operation and data analysis,” according to Haas’ explanation in the FIA document, which requires all teams to declare upgrades.
Technical details of the Haas VF-23
Photo by: Alex Kalinauckas
The team added that “the pitot-static sensor is a fundamental tool for wind tunnel work and for detecting aerodynamic parameters on a land vehicle.”
It went on to say: “In a racing car, and in particular an F1 model, accuracy in data collection and reliability for all conditions during a race are required.”
“We decided to improve the overall quality with a combination of the latest generation components and instruments.”
Motorsport.com understands Haas hopes the data collected by the new sensor will help solve the current race tire wear problem.
Before the on-track action at the Red Bull Ring began, Kevin Magnussen, who dropped from fourth on the grid to tenth in Miami, explained that Haas’ current problem “seems to be a more fundamental problem than just the setup”.
He added: “I think compared to 2019 [when Haas also had a record of qualifying well and then dropping back that was put down to an inherent aerodynamic imbalance]there are completely different rules.
“The regulations for the cars are very different this time. So we can’t point to the same spot on the car and say, “It’s that part again.”
“It’s the same problem when we can be fast on a lap and then over the course of a stint our tires wear out more and we’re having a harder time in traffic than our competitors.
“It is something like that. When we are alone in the open air, we are more or less where we are.
“When we hit traffic or when it’s hard on the tires, when it’s bumpy – things like that – the discrepancies are too big.”
Technical details of the Haas VF-23
Photo by: Alex Kalinauckas
Magnussen also suggested that the VF-23 has a narrow operating window, which contributes to its shape fluctuations.
“Generally on weekends you’re P8 one session, P18 the next and 10th the next time,” he said.
“The window in which it works well is very narrow. When it works well, it’s really good – we can qualify in the top five. And if not, we’re out in the first quarter. It’s a lot of ups and downs.
“[The tyre wear issue] gets worse in traffic. Much worse.
“There’s never a point on the weekend where we say, ‘Okay, we’re good enough here’.” It’s always the case that you want more performance in everything and everyone.
“But I think it’s an underlying problem that only gets worse in the race when you’re also running longer on the tyres, you’re following other cars and it’s also getting worse on bumpy tracks.
“Again, the window in which the car works well is too narrow.”
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