Lucas Di Grassi: I think it ends up being on benefits because 90% of the buttons in the car that has the decision maker is the pilot. If you think during the race, the car needs some modification, can change.
Even within the technical aspect, DRS, KERS, you do not consider an anti-climax overcome a pilot who has no chance to defend his position? (Peter Chapman)
Lucas Di Grassi: I think the point is that we do not feel happy to be overcome. We're trying to win the race or in the best position and overtaking is a way to do that. Whether you go over the box or on the track, is a win for the team and for you.
As the F-1 is a laboratory of the auto industry, of what use to drive this car as mobile wing? the KERS has its reasons, fine. (Peter Chapman)
Lucas Di Grassi: Mobile Wing is a very old technology, is nothing new. But in the regulation of modern F-1, could have no moving aerodynamic part. The mobile wing already exists in commercial aircraft, in street cars who have the ability to raise and lower the spoiler. It's super common. It's just a gimmick to generate overdrive, but no new technology.
In the race of Belgium was clear that Massa had no full throttle at the exit of Eau Rouge. And now he says that the gear ratio was not adequate. Unable to move the gear ratios through the steering wheel? In trade gear is used during the race the clutch pedal or drive butterfly on the wheel triggers it? (Aguiar Ricardo Lopes).
Lucas Di Grassi: First that the gear ratio is a physical thing, like a bicycle. There's no way you change the size of the crown and pinion. That you decide before qualifying, inclusive. Sometimes, to improve the lap time, you do not optimize the speed.
For example, in Monza, the car is in a constant speed for about 500m on the line if you do not prioritize the acceleration and final velocity. That you get with a march a little shorter, then you accelerate more and for a time that is speed.
This happened with the Mass in Belgium. When he came on the line with Rosberg, had no speed to overcome, but in time he was back to best use that gear ratios than opting for a higher top speed. This happens most of the tracks, you get the so-called soft limiter, speed limiter the end of the car.
Why shifting outputs for curved and straight is not done automatically, without the interference of the pilot and in order to get the best engine performance? (Aguiar Ricardo Lopes)
Lucas Di Grassi: The F-1 does not use automatic transmission by a rule. We have come to use in the early 1990s, swappable far down, the up and was banned, not by technology but to leave the F-1 with the most expensive sport for the same reason they took control of traction to make it more difficult for the pilot and more susceptible to his ability to drive with the gears.
