F1 Explains: High-Speed v Low-Speed tracks - with Jolyon Palmer

0:07Hello everybody, welcome to F1 Explains. My name is Christian Hewgill. This is the official Formula 1 podcast that exists to answer your questions about the sport. This is how it works. You email f1explains at f1.com and we find the best people to answer those questions. And if there's one thing every Formula One fan is interested in, it's speed. Admit it. No matter what you love about Formula One, whether it's the cars, the tracks, the people, the personalities, or any of the number of things to love about this wonderful sport, speed captivates us all in some way, shape or form. And we always say, get in touch, send us your questions.

0:44F1 Explains at F1.com. And if it's a particularly good question, if it's a gold standard F1 Explains question, we spend an episode digging into it. Rebecca is in Sydney. Hello, Rebecca. It's exactly what she did. She emailed us and asked what differentiates a high speed corner from a low speed corner. But it got us thinking. It got our thinking caps on F1 Explains. And we thought, I think we can dig into this a little bit further. We can dig into the differences in the cars when you're on high-speed tracks versus low-speed tracks, as well as those high-speed corners versus low-speed corners. And there's very few better weekends in the calendar to explain it this weekend, because Monza is one of the highest speed tracks on the calendar.

1:32It is the Italian Grand Prix this weekend, but particularly in sector one after the rundown into the first corner. That is a very tight, twisty, low speed section. It is absolutely perfect. And speaking of perfection, there can be nobody better to explain what it feels like to drive these wonderful cars than the former Renault driver and F1 TV pundit, Jolian Palmer. He is absolutely fantastic at digging into what it's like in driving these machines. so I caught up with him a couple of weeks ago to put Rebecca's questions to him.

2:09Jolian Palmer, welcome back to F1 Explains. A joy to have you.

2:12Jolyon Palmer:Hello again. Joy to be here. I think it's your first of the season, you know? It is. Who's counting? But yes, it is. Good to be back. I keep a strict eye on the presenter rota to make sure that it's balanced and fair across all quarters. Otherwise, Alex Jakes gets cross. Has he been on already? He's been on, yeah. Ah, OK. We've had Beretto. One all, one all. We've had Beretto, we've had Jakes. Am I the last one on? So you're the last of the regulatory. This is funny, does that work? Yeah. Well, you're always busy with F1 Nation. That's what it must be. That's very true. That's what it must be.

2:39As we've just been talking about at the top of the show, this episode is devoted to Rebecca in Sydney because she asked, what differentiates a high-speed corner from a low-speed corner? So we thought we'd go one further and explain the differences between high-speed tracks and low-speed tracks. We're going to delve deep into the world of high-speed versus low-speed. starting by talking about the characteristics of high speed and low speed tracks it's it sounds an obvious question joelian palmer but it's not just simply there's a long straight what makes a track high speed what makes a track low speed give us examples of the two differing tracks that we come across in the f1 calendar there's a there's a couple of differences here so you've

3:21Jolyon Palmer:got high speed tracks somewhere like silverstone is a high speed track you've got loads and loads of fast corners you haven't got many slow speed corners somewhere like barcelona again you've got loads of fast corners uh so i guess your average speed around the lap is is pretty high you've also got something like monza which is really high speed on the straights but full of low speed corners this is exactly what i'm getting at it's not just as simple as oh that's got a big long straight so that's high speed yeah so sort of defining what is high speed and what is low speed from a driver's point of view i'd always be interested in what the cornering speeds really but then you have your monzers your your spas which is i guess sort of high speed on both angles but you're also uh really high speed on the straights so you're trimming out downforce as well on the way around low speed's pretty pretty obvious it's uh you know monaco for for your purist example street circuits generally tend to be pretty low speed um uh yeah somewhere like Budapest, slow fiddly corners.

4:20Jolyon Palmer:And then you get the sort of the strange one on that end, which is again, Baku, really high speed on the straights, really low speed through all the corners. Yeah. So is that a high speed? Yeah. It's a high speed track, but with really low speed corners. Yes, absolutely. And can we say the same on corners or is, is that more simple? They, yeah, I mean, there's a, there's a big difference. High speed corner, you're not really thinking about attacking too much on the brakes you're going to obviously carry huge amount of speed through the through the apex it's the most exhilarating part of driving a formula one car probably your your peak g-force keeping it together keeping it nice and smooth low speed corner if you're attacking with a if you're in monzo or baku you've got a high entry speed it's all about your braking marker getting the car stopped getting that deceleration phase if you're in a monaco budapest where it's lots of low speed uh somewhere like montreal maybe as well you're looking at uh yeah entry exits potentially quite crucial compliance mechanical grip very different to having like a smooth aero platform and a very different way to to attack the corners i've said this on this podcast before that my only experience of driving f1 cars is on the playstation on the playstation joelian are you a gamer very fast i used to i used to play back in the day i'm i'm i'm a little bit out of that practice you say i'm very fast i am good at carrying the most amount of speed i can around high speed corners without running wide going off the racing line going into the gravel i'm good at that that's good skill i'm bad at getting the most out of the low speed corners i go to on on the playstation on the playstation see i was the other way around it used to really annoy me but i used i played playstation before it became really cool to get all the sim rigs and everything so i was on the the handheld controller and if you if you're doing cops corner with a handheld controller you've got to turn that like joystick to the to the right i the amount of times you just miss your turn in and then you just wave goodbye to an apex and it's gone it's a little bit like that in real life though because everything happens on a on a obviously a much faster time frame if you miss a turn and you have a slide you don't have time to somehow scoop it up well this is what i was going to ask because again i will never drive a formula one car regretfully but keep dreaming keep dreaming we keep going but that it's always funny i've always been the same on these games i can do the high speed stuff really well but if you race me on a hungaro ring where it's tighter twistier i'm not as good.

6:56Is that the same when you're driving, not just Formula One cars, in other categories? Can you be better at one type of corner than another?

7:06Jolyon Palmer:Yeah, you can. Yeah. I used to really like high speed. You know, you obviously need to have a great feel for grip. You need to be able to be quite smooth on the wheel, not provoke the car to do something snappy. But essentially the high speed, you also just need to be brave at times. When a corner is on the edge of flat out and and you're sort of grip limited, but also if you actually go over the top of this, you're going to smash the car into pieces. It takes a level of just commitment. And you get some drivers that are a little bit more committed than others and will just, you're trying to find the last couple of hundreds by hanging it out there.

7:41Jolyon Palmer:And other drivers will be erring on the side of caution. Hey, there's skill in there, but it's where the driver's confidence makes the biggest difference. The low speed is massively technique driven. So your Budapest example, finding a rhythm, finding the flow through sequences of corners, it's way less about sheer skill and commitment and more about maybe your curb usage, the way that you blend off the brakes and release carry speed into a corner, the way that you can pick up the throttle rather than just grit your teeth and go for it, which is probably what I was better at doing. Well, it's funny because, again, we mentioned the last time you were on this podcast, that I used to race karts as a kid.

8:25I've just thought that my PlayStation sort of reflects my karting. I actually had bravery. I was all right, bravery. I have very little technical ability.

8:32Jolyon Palmer:So I could do the bit of like, put your foot down, be committed. Couldn't do a bit of the actual technical ability. So if you do get a go in a Formula One car, I'm sure you will at some point in your long and illustrious career that's going to come. Just make sure that they put you at Silverstone and you can hammer it through cops, maggots and beckers and you'll be great. And those are sort of characteristics what are the challenges of a high speed track compared to a low speed track so apart from just the the driving difference so the driving you need to be you need to be smooth you need to be committed on a high speed track but there's a also massive differences in the way that you would have the setup for for high speed versus low speed you can have an imbalance so some a lot of the time on low speed you want to have a bit more front end you want to make sure that you're uh You're not understeering and just wasting time at the apex, but then you don't want to have too pointy a car in the high speed, otherwise it's just frightening.

9:27Jolyon Palmer:You're going to bin it with oversteer. So trying to find a balance is always a perennial issue. And then the bigger picture here is the different compromises that you make. So in the high speed, it's about aerodynamic load. It's about downforce, pure and simple. If you've got downforce on the car, you can attack. The car will stay glued to the road. Brilliant. in the low speed it's a little bit more about mechanical grip so the downforce comes off the car as the speed reduces you're not glued to the road anymore so you need to make sure you're getting good grip from the chassis from the the suspension settings making sure you've got your tires having good contact with the the tarmac or the curbs you need good compliance you need probably a softer car so it's going to roll around a little bit more and fine grip in different places whereas in the high speed again it's just downforce so you stiffen up the car you want to make sure your your aero load is as good as possible so you have the car really rigid so it's clean and crisp again i'm going back to the game because i as someone that explains formula one for a living it's amazing how the game breaks down f1 into sort of manageable chunks it's a good advert for for f1 the game here we did that of knowledge two seasons ago we did that so yeah you're welcoming a sport but you do see when you're at a track like monza that you are setting your car up with low downforce the grip levels required aren't quite as much whereas therefore whereas then when you're at a track like the hungara ring you're doing high downforce setup these are terms we hear banded about on formula one coverage when you're watching on the telly all the time but it's something that we don't always think about in terms of setup that these are the things that in the garage you were thinking about all the time with these different tracks and these different ways of setting the car up all the time it's a downforce level so spar is the best example of this because you've got really long straight sector one and three through a rouge you're flat out you blast up the hill so you want low downforce at that point because you want the car to cut through the air without having a huge amount of drag without slowing down with air resistance pure and simple same when you come back at the end of the lap you're flat out into the bus stop you want to be as quick as you can in the straight so you take off the downforce but then you haven't got the downforce for the middle sector where all the corners are where you need the car to stick to the circuit exactly you've got a few fast corners in there you've got poo on you've got the chicane uh so then you want the downforce so the spar is the classic track which is a has always been a trade-off of high and low downforce inevitably somewhere you find the middle ground your two examples there monza so really high speed track with low speed corners but because the the straight line speeds are so high you're going to trim out the car you're going to have to then float into the corners when you get there what do you mean by trim out the car low downforce sure take off take off the the the wing angle uh sometimes to really extreme levels probably have a monza spec wing uh and you're just gonna you're just gonna cut through the air much better with that but when you hit the brakes for the corner you're gonna you're gonna feel like you're floating in there because you don't have the car like sucking into the ground so you have to break earlier you you feel like you're sort of controlling slides the whole way through the corners it's not a great feeling but the gain is net because the straights are more dominant in monza correct me if i'm wrong i'm guessing baku must be similar because you've got the long straight which is so fast and so long but sector two round by where we see the castle on the tv pictures is really tight.

12:57Jolyon Palmer:It's exactly the same. Yeah, long straights. The more you're flat out in a Formula One car, the more you want to trim the downforce. I'll provide one thing to mention here. This year we have Active Aero. So these are things that would have happened for years and years and years ever since aerodynamics came in. With Active Aero, you've kind of got the best of both worlds now. You hit the straight mode and you press your Active Aero and you have DRS open effectively, but it's active aero now. So you've got the low downforce on the straights, your front wing, your rear wing, both open, but then they shut when you hit the corners.

13:32So having that downforce trade-off

13:36Jolyon Palmer:isn't quite as big as it used to be forever because you kind of now with F1 are getting it all the time. Low downforce on the straights, high downforce on the corners, which is perfect. You've got many skills in your locker. Being psychic is one of them because you'd answered a lot of Cathy from California's question. Kathy's emailed f1explains at f1.com. She wanted to know about car setups. And she said, how do they vary between high and low speed tracks? You've done a big chunk of that there. Anything else to mention on key setup differences between the two styles of tracks? I mean, I think that's the bulk of it.

14:08Jolyon Palmer:You have your outlier circuits. So somewhere like Monaco, even now you maybe provide a Monaco specific wing to get maximum downforce. To hell with straight line speed around Monaco. You're going to do everything you can. you're going to have the spring soften, the damper soften. You're going to really make sure the whole suspension is going to be soft so that you can ride curbs nicely. And then again, somewhere like a Suzuka, your fast tracks, you stiffen it up, you run the downforce that's required. Any changes on things like brakes or tyre pressures? I'm thinking for braking into corners when you might, for example, be breaking into corners more frequently because there are more tight and twisty corners?

14:54Jolyon Palmer:Not really. Tire pressures you're going to run at the Pirelli mandated minimum everywhere. So tire pressures are basically governed by Pirelli now. The lower you have them, the more you have the tire in contact with the track. They sort of squish, if you like, if you can imagine blowing up a balloon. The more they touch the track, the more grip you get, but then there's structural integrity that Pirelli are usually worried about. and so they don't want to run them too low uh so everyone is basically running pirelli minimum tire pressures at all times uh what's the one the brakes uh the brakes you have certain circuits that are really hard on the brakes it's not really necessarily about high speed or low speed obviously when you've got a load of high speed corners so your barcelona examples uh with maybe silverstone probably melbourne you could throw in the same category now you're not using the brakes so much so brake cooling's really easy um sometimes warming up the brakes even can be can be trickier on on certain circuits but those have all been pretty toasty recently so no brakes is brakes are generally okay kathy pause we'll come back to you because i want to go to dave in canada who is fascinated by something you've just mentioned in your previous answer joelian active aero let's just pop back to that a second because we should mention it's a big feature of the new formula one cars in 2026 just um you touched upon this jerry but to go into a bit more detail explain what active aero is and how its use varies between high and low speed areas of a track so active aero is is just some it's a right what it does is it opens up the rear wing in the rear is more or less like drs the difference is it's not mandated to be the the the center cap opening which was always the slot opening like we've seen for the last I've lost track of how many years we've had DRS, 15 years or something before it?

16:43Jolyon Palmer:Oh it was around then wasn't it, yeah. I can tell you Jensen Button was the first to use it, that's about all I can tell you. Yeah well brilliant information thank you. You're listening to F1 Explains. That's what we wanted to know who was the last to use it? Oh no I do know this I think it was Kimmy. Producer Jamie says Kimmy Antonelli I think it was Kimmy. Okay a generational shift for DRS There you go, we'll double check that by the time we get to the end of the episode but we're saying Kimmy Antonelli, carry on. And no one No one will fact check you. You get away with it. Exactly. But so the difference with active aero on the rear is the principle is the same.

17:14Jolyon Palmer:You're going to reduce your downforce by opening up the front, the rear flap. But obviously we've seen the Macarena style wing. You now have freedom. How are you going to do that rather than the mandated DRS slot gap opening? And that's the same for all cars. The difference with active aero is it's doing the rear and the front at the same time. So the front wing flap also drops down. And so you're getting reduced drag. you're getting reduced downforce you do that when you have straight mode so where the FIA decide that it's safe to to basically do that the drivers hit a button much like DRS and it will reduce the drag on the rear and the front and then you it pops up for the corners if you try and attack a corner with your active arrow in place so your straight mode uh straight mode zone it doesn't pop back in for the corner you're going to be you're going to be straight off into the hedge and one final thing before i come back to kathy promise you kathy i've not forgotten you because there's also another question here that we've sort of covered but i just want to double check we don't need to say anything else and this is barra from south africa you're doing a very good job of answering the question coming up which is brilliant um because what an annoying trait that is no it's a good trait it's a good trait it's actually also changes that our listeners are asking more questions brilliant yeah keep going bar in south africa's asked about braking they want to know um how it compares on tight and twisty circuits like monaco as opposed to the ones that have fast straights like monza as we've been mentioning so much does the way you brake differ are you for example pressing the pedal more deeply is the travel different between the brake pedal i mean obviously you're braking more frequently you touched upon it a little while ago but anything else to note on the brakes in these different circuits?

18:57Jolyon Palmer:It's different all the time. So I mentioned Monza, you've got low downforce. So the brakes, the feel of the brakes should be more or less the same. It's a really hard press. It's a really attack, like a stamp with your left foot. You're going to attack that with pretty much, for most humans, that's going to be all your leg muscle when you hit the brakes. So you're going to slam it and your foot's going to naturally blend off as the speed comes off, the downforce comes off. You need to release the brakes. That's your big stops on the brakes. Monza, you've got to be a little bit more careful because you don't have the downforce on the car.

19:31Jolyon Palmer:But let's take an Austria, for example. You've got a few big stops there. You've got some downforce on the car because you need it for the high-speed corners. Maximum attack and then blend out. Something like Monaco, you've got, in theory, loads of downforce on the car because you're running it because the corners are so tight and twisty. The reality, though, is that it's quite bumpy. So you can't attack with all your force when you hit the brakes for Sant 'Evoque. You're going to lock up and you're going to be going into the chapel area. So you have to just be a little bit more gentle with the brakes there.

20:02Jolyon Palmer:And the same is true when you have corner after corner after corner. So someone like Budapest, where you're struggling to find a rhythm in the middle sector, you've got turn five into the chicanes. It's a blend of the brakes rather than a big brake attack. So if you've got speed on the car, maximum stamp, the lower speed into the corner, the more you have to caress the brakes. Would a maximum stamp, as you put it, which is a great term, just generally speaking, maximum stamp, would that potentially lock the brakes, which is where the car almost stops too much and the surface of the tyre skids along the road?

20:34We see the tyre marks on the track, we see the smoke. Can that happen if you stamp on the brakes too much or does that happen in a different way?

20:40Jolyon Palmer:If you've done a lot of leg day, you might be able to do it. But again, for most of the time, it's pretty much maximum stamp. A couple of times you'll see a lock up early on in the brakes. If someone's got on the curb or if it's bumpy, you might see a lock on the initial brake. Or if the tires aren't in the right window, they're not gripping as much, you go for maximum stamp and you're not getting the deceleration. If the tires are working, they're in the right window, you're on a nice smooth asphalt, you stamp on the brakes from high speed in that first second of brake hit with the downforce on the car and the brakes tires in the right temperature it should be almost impossible to have a big lockup the lockups that you see uh generally in this in the later part of the braking when you're you're now releasing the the brakes the downforce is coming off it's more likely to lock up or maybe you're turning into the corner as well excellently explained i'm going to do a really cheesy presenter bit now which i think you'll really like so we've been talking about brakes let's put the brakes on this episode and go for a commercial break back in a moment did you like that 10 out of 10 thank you yeah good

21:52welcome back to f1 explains we're with joely and palmer this week explaining the difference between high speed and low speed tracks we're recording this episode in the commentary box at silverstone where i'm quite conscious that in a moment uh formula two qualifying will start so So spoiler alert, this episode's about to get a bit louder. Sorry about that. But you're listening to a Formula One podcast. So frankly, I don't think there's any means to complain. You might hear engine noises.

22:14Jolyon Palmer:I think it enhances it, if anything. Yeah, exactly, exactly. Speaking of enhancing our product, Cathy from California has done that this week by asking some brilliant questions to F1explains at F1.com. I've been promising to come back to the second part of her email. Cathy, I'm coming back to you now. I'm a man who keeps his promises. Cathy says, can someone please explain the Apex to me? how do drivers use the apex and what are the benefits of using the apex and this is something we hear at both high speed and low speed tracks don't we jolian it's racing lines it's the the quickest way around any single corner is to start on the outside take your apex which is your center point in the in the corner you've mostly got a curb that's that's delineating the you're laughing at me as if that's not a word.

22:59Jolyon Palmer:It's a lovely word. It's a big word. Yeah, it's a big one, wasn't it? So producer Jamie says it's a big word. Yeah, it came out before I thought about it, but we'll go with it. But here we are. And then, so that's your apex point, and then you're going back to the outside of the track for your exit. It's pure and simple, the fastest way to get around any single corner, unless you're talking about bank corners or sort of curveballs, but a flat corner in terms of topography, another big word for you. Then that's it. Apex, smoothest way through a corner. I'm really impressed by the big words. It's great.

23:31I don't have many big words. I struggle with small ones, so it's good. Let's carry on some listed questions. No name on this one. How do the G-force levels that drivers experience on the neck differ between high and low speed tracks?

23:47Jolyon Palmer:It's a cornering speed rather than anything to do with straight line speed. So high cornering speed circuits. So let's say, again, Barcelona now, you've got wickedly fast corners at the end of the lap. You then go into turn three or the first sectors quick. The G-forces are ridiculous, to be honest, in a Formula One car. I think it's about 6G you can pull in the high speed. So that's why, actually, we saw Kimi Antonelli in the late part of the race having to sort of rest his neck. He's hanging on because it's absolutely brutal, the force that's going through the driver's neck. and for Barcelona especially you've got a right-hander you've got a right-hander you've got another right-hander a quick left and then you're into the longest of right-handers guess what?

24:32Jolyon Palmer:A right-hander they love them so the left side I mean you just cannot hang on to it by the end of the race so it's tricky the low-speed tracks the G-force is way reduced all of the energy the same way as you're not maximum smash of the pedals you're not putting the G through the car so it's a bit easier and on that something I get asked a lot you know is is what does g-force mean and g-force i think the best way of describing it that sort of makes sense in my very non-scientific brain is when your one g is your normal body weight 2g is twice your body weight being sort of the stress of that being pulled through your body and formula one drivers can get up to five six g in high speed corners is it like six times the force of gravity yes exactly so you're that's how much you'd be sort of being if you're standing up you're being squashed into the ground but this is a lateral g so and another way of i think explaining it really well to again those of us who'll never drive these cars and in fact when i've just googled this it literally uses formula one cars as an example so braking in a car you feel a bit of force in your body if you're driving to the supermarket and you're going to break that is 0.5 to 1 g a forward slash deceleration g-force a roller coaster we go for a nice day at a theme park up to 3g or 4g on a really extreme roller coaster formula one cars five to six g fighter jets up to nine g yeah that's that's hardcore isn't it they're hardcore even even they do yeah fair enough moving on from g-forces to tires um now obviously all drivers will have to use two of formula one's three tire compounds during a race soft or medium medium or hard a mix of the but in high speed or low speed tracks the tyres can differ because there are also there are different versions of the different tyre compounds aren't there Jolian just explain that for us high speed tracks you've got loads of energy going through so we're sitting here at Silverstone we're with the C1 C2 C3 tyre the same that we used in Barcelona by no coincidence you're putting so much energy through the tyres by nailing them through fast corners that's the the hardest work tyres have to do.

26:46Because Pirelli have five compounds of tyres, C1 to C5, C5 being the softest.

26:52Jolyon Palmer:Yeah. So the perfect, very well explained. Thank you. You're good at this. A few years on this now. So the perfect comparison here is Silverstone and Barcelona, I've mentioned already, loads and loads of fast corners, tough for the G-force, all of that stuff, nearly fighter pilot things. But really difficult for Pirelli tyres as well. So you're going to you're going to wear through them if you have too soft a tire can actually start falling over a little bit uh at the at the really soft end when you're putting this amount of stress through them so you have to go for a hard tire monaco you always go for a soft tire because you're not putting nearly so much energy with the lower speed corners so you need a tire that's going to fire up quickly and give you just a little bit more a bit more so yes the c1 to 5 you will find at tracks like this, Silverstone, where it's higher speed, it's higher pressure on the tyres, that is where you will more likely get the C1, C2 and C3 because they are the hardest compound of tyre.

27:48Have I got that right? Bang on. Sometimes I get the two mixed up. I think I want to say that the C5 is the hardest. It's not. The C1 is the hardest. Good to know, fact fans. Different weather conditions, Jolian, something we see a lot of here at Silverstone. It's glorious this weekend, but we've not always had that. Trust me. um how can the different weather conditions have an impact when it's a high speed track versus on a

28:10Jolyon Palmer:low speed track very different again really so obviously naturally when it when it rains all the speeds are lower so if you're if you're running less downforce because you're in a monza and it's it's uh high maximum speeds somewhere like mexico you you're trimmed out where you're actually it's the curveball of altitude but you've effectively got no downforce on the car when it rains it's really really tricky because you've just gotten you've got even more of a floating feeling when you don't have the wings working perfectly and so your grip level's low you slide around more it's actually what max verstappen in the grand prix in silverstone last year was running lower downforce at silverstone when it rained he was on pole position but struggled a lot in the race because you need downforce on the car to um to to help slow the car down uh navigate navigate corners uh especially the faster corners again you you've got the faster you go, the more aerodynamics becomes a bigger factor, more downforce you need.

29:07Jolyon Palmer:So yeah, in the wet, you just need downforce on the car. It's the biggest thing. Looking from the outside in, I would guess that it is a real challenge having to carry the speed you would want to carry to stay competitive through a high speed track, through high speed corners, when the grip has been reduced by the rain. That strikes me as a massive challenge on the high speed corners in particular yeah it can be really tricky because also you need to make sure that in when it rains sometimes the tires can get can fall out of the window if it's really wet and you're not on a you're on a sort of one of the cooler silverstone days you might actually need to keep the tires fired up so you have to commit you have to commit because the tires will keep working and you've got downforce working at high speed so uh yeah definitely that the people always say that sort of rain is the great equalizer in some ways it is because driver skill has a much bigger impact than the performance of the cars but still the cars with the most downforce will thrive when it's wet the one thing is when it's when it's wet everything becomes a little bit less power sensitive because your traction zones are so much longer getting to full throttle takes a lot longer so if you've got a really weak power unit if you're honda right now a wet day might be quite good.

30:25Jolyon Palmer:If your strength is the power unit, you don't want it to be wet. The biggest thing, if it's wet and the wetter it is, is even more important, is downforce. Just finally Julian Palmer, picture the seam. I'm giving you a Jenson Button opportunity, style opportunity. Being the first to press the DRS. No, not that. Even better, even better. To come back. Jenson retired in 2016. He came back for one race only in 2017 to fill in for Fernando Alonso. Now he came back at the Monaco Grand Prix. I'm saying to you Jolene you can fill in for one of these guys for one race right just one but you've got to pick a high speed track or a low speed track to have your race weekend what are you picking?

31:03Jolyon Palmer:Right I'll be honest with you here my natural gut would be Silverstone because home race but also it's an amazing track and I love the thrill of high speed my caveat here is I don't think I've got the next strength right now to jump in and do Silverstone right now so I'd have to spend far too long in the gym to get ready for this one. You don't need to bother with that. So in that instance, give me Monaco and I'll see how long I can keep it up. Like Jenson did, but Jenson crashed at the end of the race. Yeah, well, he didn't achieve the whole thing. So no promises I would do the same. But imagine fitness isn't a thing.

31:35It sounds like you're going high speed.