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After two wet weekends in Britain and Germany, Pirelli is expecting a dry and warm weekend at the Hungaroring: the first circuit to be opened behind the former Iron Curtain in 1986. The tight and twisty track is a permanent facility but has some of the characteristics of a street circuit, with a low average speed and very little grip, which gradually evolves as the weekend goes on and more rubber is laid down.
Pirelli is bringing the P Zero White medium tyre and P Zero Yellow soft tyre to Hungary: the same nomination as the German Grand Prix. This combination is designed to provide the best compromise between the grip that is needed to effectively negotiate the twisty Hungaroring and the durability required to combat the high ambient temperatures close to 30 degrees centigrade that usually characterise the Hungarian Grand Prix.
Traction and braking are the two key areas that challenge the tyres in Hungary, often causing high tyre temperatures that can increase degradation if the drivers do not look after their rubber. With the high number of tight corners and significant steering inputs, the external edges of the tyres are particularly prone to temperature spikes and wear, emphasising the need for a smooth driving style.
Unlike Silverstone and Hockenheim, Pirelli will not bring any experimental tyres to free practice at the Hungaroring, meaning that each driver will have the usual allocation of six medium tyres and five soft tyres for the race weekend.
Paul Hembery: "Hungary will provide a very stark contrast to the circuits that we have just come from, being the slowest permanent track on the calendar. This does not make it any less demanding on the tyres though: in fact a twisty and slippery circuit will often put more heat through the tyre than a fast and flowing layout as the tyre is moving around more - particularly when the ambient temperatures are high. Having said that, in Hungary last year we saw some wet weather, so it's important not to make any assumptions. Consequently, we are still lacking some information about the performance of our slick tyres under race conditions at the Hungaroring. Balancing the demands of speed and durability will be key to getting the most out of the tyres in Hungary, in order to keep degradation under control. Overtaking is traditionally difficult, so the drivers have an opportunity to use strategy in order to gain track position. Because of this, the work done in free practice will be vital when it comes to preparing the race strategy: an opportunity that has been denied to the teams recently because of bad weather in the build-up to the last two grands prix."
The start-finish straight of just over 0.434 miles (700 metres) is the only real straight on the entire circuit, with the tyres constantly loaded in a sequence of 14 corners for the rest of the 2.722 mile lap. The cars are at full throttle for just 10 seconds or so during the lap.
The cars ride the kerbing in the chicane between turns six and seven as part of the racing line. The resulting impact generates a force on the tyre equivalent to 800 kilogrammes.
The cars run high downforce in Hungary to maximise grip and a soft suspension set-up to improve traction, just like Monaco. The cars also need accurate turn-in for all the rapid changes of direction, so they tend to run with a stiff front end to guarantee precise road-holding. However it's important for the car set-up not to accentuate tyre wear, which is a vital factor in Hungary.
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