Breaking point! These races REALLY push drivers beyond the limit!

When Mexico returned to the F1 schedule in 2015, one of the more interesting focal points was whether the unusually high altitude – 2,200 metres above sea level - would take its toll on the V6 Hybrid engines. In theory the thinner air, very noticeable even if you just run up a flight of stairs, means the engines would need to work harder to be cooled and rev higher as a result, putting stress on the power unit. For the most part there weren’t too many mechanical issues in Mexico last year, but the high altitude – some 1,400m higher than the next loftiest race in Brazil – indicates just how challenging it can be and the Mexican Grand Prix was known as a car breaker back in the 80s when cars were less sophisticated. With rivals closing on Mercedes, could this year’s race be a different story as they eke out every last thousandth?

Are cars too easy to drive these days? They are certainly less physical than they were in the ‘good ol’ days’ but even in recent times some circuits have forced drivers work harder on their fitness and strength. This was no more apparent than during Turkey’s time on the F1 calendar, its Istanbul Park circuit taking its toll with its unique configuration. First and foremost, the circuit was ‘anti-clockwise’ which at the time made it one of only three circuits on the calendar to go ‘left’ (along with Imola and Interlagos). On top of that though, it was undulating and had some of F1’s most challenging high-speed bends, with the four-apex Turn 8 in particular putting massive G-forces on the driver even before you consider it was in a direction they were not used to turning. Throw in the searing Turkish summer heat and for many this was a race they ‘felt’ the next day.

A measure of the lengths Michelin and Bridgestone were going in their quest to better one another during the peak of their tyre war, it was ultimately the unique demands of the Indianapolis Motor Speedway that left Michelin engineers scratching their heads and preluded one of the most ‘unflattering’ days in F1 history. Triggered by Ralf Schumacher’s crash at Turn 13 as the cars come off the road course and ride up the banked Turn 13, the unique loads coming onto the gradient were causing Michelin’s tyres to fail. Despite flying in replacements, those failed too, leaving Michelin with no choice but to withdraw all of its shod-cars from the race, leaving the 6 remaining Bridgestone-shod cars from Ferrari, Jordan and Minardi to complete one of the strangest races in F1 history.

You only have to watch this video of Ayrton Senna’s lap during qualifying for the 1994 Pacific Grand Prix to see just how arduous a circuit the Tanaka Aida track was. Located in a remote mountainous region of Japan, the layout of the compact circuit was dictated by the hilly land around it, which meant it covered only 3.7km and largely doubled back on itself. Whilst the Hungaroring was known for its relentless nature, many felt Aida was a harder challenge, a driver constantly at work turning, braking and correcting the car on a notoriously slippery surface with barely any respite… for 83 busy laps. With hardly any overtaking opportunities, Aida didn’t appeal much to drivers and few missed it when it was dropped after just two visits in 1994 and 1995.

The brakes are crucial element to any race winning car, but they are never tested more so than at the Gilles Villeneuve Circuit, home of the Canadian Grand Prix. In all there are seven braking points, with high loads exerted in each of them. This is particularly apparent at the final corner where the car goes from 322kph to 150kph in just 80m… it is little surprise drivers will miss the apex more than once over a weekend. Critically, however, there is barely an opportunity for the brakes to cool and over-heating brakes limit their effectiveness. It is why over the years Canada has become known as one of the most arduous races on cars and brake failures here are more common than anywhere else… just ask Nico Rosberg and Lewis Hamilton, who both suffered issues in the 2014 race, allowing Daniel Ricciardo to win.

There is a good reason why the Bahrain Grand Prix was transformed into a dusk-to-night race in recent years… drivers were just getting too hot under the helmet as race temperatures frequently rose to almost 40 degrees Celsius. F1’s first foray into the Middle East, though it has been careful to schedule so as to avoid Bahrain’s high summer where temperatures of almost 50 degrees can occur, its almost year-round sunshine poses a risk regardless. It is little surprise then that it has played host to the hottest race on record with temperatures hitting a scorching 41.9 degrees for the 2005 Bahrain Grand Prix. Interestingly, however, the track itself was measured at 56 degrees, down on the 61 degrees measured at the 2015 Malaysian Grand Prix.

Corner after corner after corner, whilst no driver will admit to getting lost around an F1 circuit, the Singapore Grand Prix is regarded as a true test of concentration. With 23 corners wending around Singapore’s spectacular Marina Bay waterfront, it is the twistiest circuit on the calendar and doesn’t relent all that much. Unusually, some of the corners appear fairly similar from some entry points and drivers have admitted to losing their bearings slightly, not least because it is drenched in dazzling floodlights that block out the background for reference. With the walled circuit ready to punish even one error, it is little surprise that many drivers consider this one of the hardest races on the schedule.

It made only one appearance on the F1 calendar but the 1984 Dallas Grand Prix certainly made its mark… albeit for all the wrong reasons! Aiming to further F1’s foothold in the American market, Dallas followed up Las Vegas, Long Beach and Detroit in taking the sport to a new audience, but this Texas race would prove poorly thought-out and poorly arranged. Ironically – compared with other American street venues – the Fair Park Circuit was actually well received, but it was already a physical challenge even before you take into account the unfathomable decision to host the race in July, during peak Texas summer conditions. With temperatures touching 40 degrees Celsius (and tactics in cooling and hydration not nearly as sophisticated back then for cars or drivers), it was not only taking its toll on those on track, but the track itself, which was crumbling and dissolving under the intense heat. Drivers threatened to boycott the race but while it went ahead, it inevitably proved high in attrition with just eight cars classified. This included Nigel Mansell, despite him collapsing as he tried to push his Lotus across the line when it stopped in sight of the finish line. F1 never returned to Dallas.