It brings the experience of the popular Trading Card Game to the digital age. Yu-Gi-Oh! Duel Links is the latest mobile card game developed by Konami. That matters less in Mexico than at most other venues.What Kind of Game is Yu-Gi-Oh! Duel Links? Game Information Priceįree to Play (In-Game Purchases Available)Ī new mobile card game based on the popular franchise That car would be the Red Bull, with a high-rake aero concept that is intrinsically less aerodynamically efficient in this trade-off. There is less drag penalty than usual in loading the car up with as much downforce as possible, thereby helping any car which usually has a less efficient trade-off.
So the downforce/drag efficiency trade-off is at a completely different place to usual. The drag is also reduced a lot by the thinner air. But there is also the drag associated with the downforce to be considered. With less difference than usual in downforce levels between the two cars, it might be assumed this would help Mercedes. READ MORE: Is Mercedes’ improved straight-line speed down to some clever ride-height engineering? The Red Bull RB16B, with its higher-rake design, is recognised as having a higher downforce ceiling than the lower-rake Mercedes W12. Even with full Monaco-style wing levels they have less downforce than at Monza where they run the skinniest wings of the season. So all the cars generate less downforce at Mexico – a lot less. The thinner air means there is less of a pressure differential between the ambient and the air passing over the wings and the car’s underfloor. Historically Red Bull, whether Renault or Honda-powered, has been much more competitive on power here than at any other venues during the season. So traditionally, Mercedes have been at a power disadvantage here. If it runs too hot it will not meet its boost targets. The thinner air in Mexico gives an appropriately lesser cooling effect and so as the Mercedes turbo spins up trying to compensate for the air’s lower oxygen content it tends to suffer a greater temperature increase than those of rival power units.
READ MORE: Honda reveal 'final major development' to power unit as they go all out to beat Mercedes in final year in F1 But the bigger the turbo, the more heat is generated for a given speed. In lower altitudes they tend not to run as fast as that, but that limit is the ceiling for the turbo’s ability to compensate for the thinner air.īecause the ERS-H can electrically spin up the turbo to negate lag, the single turbos prescribed in the regulations tend to be as big as can be justified by the energy efficiencies in the system. The F1 turbo shaft speeds are limited by regulation to a maximum of 125,000rpm. But it’s actually more complex than that.
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