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Analysis: Lots of pointers for 2018 from on track decisions in Abu Dhabi 2017

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Analysis: Lots of pointers for 2018 from on track decisions in Abu Dhabi 2017
Nov 28, 2017, 12:18 PM

The 2017 season finale was not as high on drama and tension as last year’s edition, with the drivers and constructors’ championships both decid...

The 2017 season finale was not as high on drama and tension as last year’s edition, with the drivers and constructors’ championships both decided.

But there were some interesting cameos and decisions taken during the race in the duels at the front of the field, in the middle and at the back.

And it gave a counterpoint to what kind of racing we can expect next season with the new range of tyres unveiled by Pirelli.

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Pre Race Expectations

As has become the custom in 2017 - and which Pirelli has taken steps to avoid next year - the hardest of the three tyre compounds (Soft) did not get used in Abu Dhabi.

Instead it was possible to do the race on a single stop strategy from ultra soft to supersoft; or the other way around on a mirror strategy with the supersoft in the opening stint. Last year, in contrast, it was a two-stop strategy. For 2017 two stops was up to 8 seconds slower than a one-stop.

Overtaking is difficult at Yas Marina and although there was little passing at the front of the field, there was plenty of close racing in midfield and at the rear, using the two consecutive DRS zones on the lap.

Strategy-wise the alternative to overtaking was to try the undercut, which means pitting a lap before the car ahead and using the new tyre advantage to take the place when he stops. This weekend the gap required to achieve it was around 1.5 seconds, although in practice there were very few successful attempts as some teams that tried it suffered with a slow pit stop.

The overcut, whereby you stay out longer and build an offset, so you can attack at the end on fresher tyres, is a tactic we have seen many times this season and which has been effective in some places, was not effective here.

Esteban Ocon, for example, was locked in a battle with Sergio Perez and Nico Hulkenberg and built a huge offset of 15 laps, but lost too much time before the stop and was only able to close down the gap in the second stint from 11 seconds down to 6 seconds at the flag.

The tyres were very consistent and had low degradation, it was possible to stop anywhere from Lap 10 to Lap 30. Next year’s range of tyres will prevent this happening, as the tyres move a step softer and the steps between compounds and the range of compounds is improved.

Ferrari wasn’t able to compete with Mercedes in Yas Marina, which left a few people scratching their heads after their competitiveness in Brazil, but a disappointing performance on the ultrasoft tyres and then the need to manage the fuel in the second stint, despite Vettel feeling more competitive on the supersoft, led to a gap to Mercedes at the finish of 19 seconds.

On ultra soft he dropped five seconds in 22 laps, on the supersoft he dropped a further 15 seconds.

Max Verstappen tried the undercut on Kimi Raikkonen, but despite the fastest pit stop of the race, it didn’t come off.

Massa and Alonso - midfield thrills and spills

In the midfield there was more going on.

Alonso and Massa had another great battle over ninth place where Alonso attempted the undercut on Lap 21 after following Massa for the opening stint. He would have pulled it off most likely, had the McLaren team not had a slow stop, over one second slower than Massa’s a lap later.

Alonso came out behind Massa but was able to use the warm up slope advantage on the supersoft tyres to attack and pass on Massa’s out lap from the pits.

It was Massa's final Grand Prix and appropriate that he should spend it sparring with his former Ferrari team mate Alonso. The pair have battled often in 2017 and the point of note is how much better the McLaren Honda package seemed to be in the closing stages of the season, which Toro Rosso can take encouragement from in terms of engine supply next season and McLaren can take encouragement from in chassis terms.

Hulkenberg survives a penalty to still beat Force India

There was also a fascinating battle between the Renault of Nico Hulkenberg and the two Force India drivers Sergio Perez and Esteban Ocon.

Hulkenberg started ahead on the grid in 7th place, but after light contact at the start, he only retained the position a few turns later by cutting the corner. Perez was furious and felt Hulkenberg should have given the place back but he didn’t and the FIA Stewards gave him a five second time penalty at his pit stop.

He should really have been behind Perez and with the added complication of having to use strategy to get the place back.

Instead he was able to finish ahead in 6th place, which gave the Renault team the points to move ahead of Toro Ross into 6th place in the Constructors’ Championship.

It was also a tactical signal from Renault to Force India, a team it aims to be beating next season with greater resources.

Apart from a certain ruthlessness about the way they played the aftermath of the corner cutting, Renault’s result here also revealed a willingness to take risks. Hulkenberg had been given only six laps in the race on which he could maximise the engine modes, causing damage to the engine. Instead, to enforce their advantage and make it stick despite the five-second penalty, they allowed Hulkenberg double that number of “maximum attack” laps.

Force India were aggressive too; they pulled the trigger on the early stop on Lap 16, looking to undercut Hulkenberg, knowing that he would have to pit to cover the move and then serve his penalty.

He did so, but having hammered his engine in the run-up to this period in anticipation of the stop and on his in-lap, he had sufficient margin, despite the extra five seconds lost at the stop, to retain track position.

Force India tried the pincer mover, with one driver under cutting and the other one overcutting, but Ocon’s huge tyre offset didn’t bring any kind of competitive advantage, unlike other races we have seen this year where that tactic most certainly worked.

The UBS Race Strategy Report is written by James Allen with input and data from several of the leading teams’ strategists and from Pirelli.

Race History & Tyre Usage Charts - Courtesy Williams Martini Racing - Click to enlarge

Look at the gulf in pace between the top three teams and the midfield as 2017 comes to an end. That gap will be closely monitored at the start of 2017 to see if the midfield teams like Renault, Force India and McLaren in particular have been able to close the gap.

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