![]() Though he meets with traffic again, by this point he is no longer in a pack of cars, and thus is able to fight his way back into clean air with little fuss on each occasion. A pit stop on lap eight gives him free air however, and his score rapidly increases as a result. ![]() This is probably reflective of traffic: for the first nine laps the German had to fight his way through from the rear of the grid, and his score suffers as a result of the compromises he has to make on corner exit. It is worth noting that, in comparison to Raikkonen, Vettel’s score is initially far lower. ![]() But when Raikkonen pits for a second time on lap 41, Bottas is able to gradually ease off, leading to the slight fall we can see in his score over the remaining 20 laps. The dynamic between the pair does not change notably however - Raikkonen keeps the pressure on Bottas, meaning neither can afford to back off. The Finn’s throttle score plummets as a result, and he also cedes third to Bottas. The key moment comes on lap 28, when Raikkonen spun at the hairpin. The Ferrari driver also started the race with a very high score as he sought to keep pace with the Mercedes - and at this point he was also able to ease away from Bottas. While top speed is a factor in this calculation, the high score is more reflective of the Finn’s ability to get on the power very early out of each corner - which unsurprisingly ties in with the fact this was one of Williams’ most competitive races so far this year.īottas’ main competition in this race, of course, was Raikkonen. In Canada, where he claimed his first podium of 2015, the dynamic was reversed.Īs the graph above shows, Bottas in fact posted the highest score of the entire field for the majority of the race. Over the four Grands Prix prior to Canada, Williams’ Valtteri Bottas had always scored lower than either Sebastian Vettel or Kimi Raikkonen in the throttle rankings. This score is then indexed against the scores for the entire field, to produce the values accessible in the Race Performance Rankings.īy nature of the maths, acceleration out of corners - the speed and magnitude with which drivers are able to open up the throttle - has a markedly greater influence on the total score than top speed. These two variables are multiplied together to give an individual score for each driver, meaning that every input from the driver - be it a small change of pressure on the accelerator, or easing off slightly before each corner - is tracked and reflected in their individual total. The throttle score is calculated primarily from two parameters: throttle engagement and overall top speed. The individual scores for each of the five categories - which update every five seconds throughout the race - are averaged to give an overall Race Performance Rating, which can be tracked live during each race in 2015. Each category is determined by the raw telemetry from each driver, but given the sensitive nature of that data the Ratings are expressed as an indexed score, with each driver ranked on a scale of 1-10 based on how they compare to their competitors. Five key parameters are measured: Aggression, Braking, Cornering, Steering and Throttle.
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