April 16, 2002. Copyright, 2002, Graphic News. All rights reserved

Winning the race in the pit lane
By Elisabeth Ribbans

LONDON, April 16, Graphic News:  The pit lane might almost be renamed the Òovertaking laneÓ -- producing, as it does in the aerodynamically enhanced world of modern F1, just about the best chance any driver will get of overhauling his rivals. Perfecting the pit stop has therefore become a highly funded pursuit; an art akin to bomb-disposal, in which the slightest delay, the smallest mistake can prove fatal -- if only, in this case, to multi-million dollar reputations. The more processional the race -- SpainÕs Circuit de Catalunya, on which teams train and test, being the most motorcade-like of the seasonÕs meets -- the less willing the technical crews to waste that race-determining fraction of a second.

Drivers of the everyday saloon, who have learned to wait hours, even days for their tyres to be replaced at the garage, can only marvel at the speed with which a set of Bridgestones is transposed -- typically in around seven seconds.

But the mechanics in the pit can, and often do, pull off more than a wheel change and a refuel.

ÒIn addition to the standard tyre change, everyone is prepared for the possibility of replacing the nose cone,Ó explains Willy Rampf, technical director at Swiss-based Sauber Petronas. ÒThis also takes only seven to eight seconds, depending on the mechanism used.Ó Teams are also ready to change the steering wheel if necessary -- a task that should take no more than two seconds -- and are prepped to change the electronic control unit (ECU), for example, if it has become loose -- though this may take up to a minute to complete.

Switching the engine cover might also be on the mechanicsÕ to-do list. ÒWe did this twice in Monza last year, due to an accident at the start,Ó says Rampf. ÒAnd we didnÕt even lose a lap!Ó Rear wings are also repaired in the pits but, as Rampf points out, ÒitÕs not something you really want to doÓ. Not only is it time consuming -- costing the driver at least a lap -- but it can also be risky. ÒIf the rear wing is damaged, there may be other, structural damage that you canÕt see,Ó explains Rampf. ÒSo one must be extremely careful.Ó In Malaysia this season, Giancarlo Fisichella returned to the race two laps down on the field after his Jordan Honda mechanics held him to replace a rear wing section.

One thing there isnÕt time for in the pits is deliberation. The technical director, who determines if and when repairs will be carried out, must have made his decision before the car enters the pit lane. ÒWe know about damage to the car from the data that the driver canÕt see,Ó says Rampf. ÒSo we have decided on the course of action even before he arrives.Ó A major part of that decision will be based on the clock. Rampf explains that if repairs will cost more than 10 percent of the race distance, they would not be considered. ÒFor example, the Spanish Grand Prix is 65 laps -- and if we had to hold the car in the pits for more than 6 laps, we wouldnÕt bother.Ó Of course, the best-laid plans donÕt always run to course. There was the memorably embarrassing occasion in 1999 when Eddie Irvine entered the pits at the European Grand Prix in Germany, to find the Ferrari mechanics had only three new tyres lined up. In 1996, a technical failure led ArrowsÕ Jos Verstappen to roar out of the pits with the refueling gear -- and hapless refuel mechanic -- still attached to the car. As fuel spewed into the pit lane, the man fell down clutching a dislocated shoulder.

But major repairs proved no impediment to Kimi Raikkonen in Melbourne this year. Forced to pit for a new nose cone and repairs to the rear wing after being caught in a scuffle between Ralf Schumacher and Rubens Barrichello, he went on to win third place -- and his first ever F1 podium finish.
/ENDS