2010 Canadian Grand Prix

The 2010 Canadian Grand Prix (formally the Formula 1 Grand Prix du Canada 2010 ) [ 2 ] was the eighth round of the 2010 Formula One season . It was held in Montreal, Quebec , Canada at the Circuit Gilles Villeneuve on 13 June 2010. [ 3 ] This was the first Grand Prix to be held on the North American continent since the 2008 Canadian Grand Prix . The race was won by McLaren driver Lewis Hamilton , his second Canadian Grand Prix victory, ahead of teammate Jenson Button and Ferrari driver Fernando ...

This was McLaren 's last 1–2 finish until the 2021 Italian Grand Prix and the last one-two finish between British drivers until the 2022 São Paulo Grand Prix .

Free Practice

The Friday sessions passed without incident save for minor off-track excursions by several drivers and a spin by Pedro de la Rosa at l'Epingle. Lucas di Grassi was the only driver who failed to set a time in the first session after stopping on the circuit. While reigning World Champion Jenson Button set the fastest time of the first session, Hispania Racing improved dramatically, beating both the Virgins , while Karun Chandhok also beat the Lotus of Jarno Trulli . The session also showed the pro...

The biggest story of the day was the extreme tyre degradation the drivers experienced while running on the super-soft compound. Several sections of the circuit had been resurfaced since Formula One's previous visit in 2008, with the net result being that they offered comparatively little grip compared to other circuits. Hirohide Hamashima, Bridgestone 's director of motosport tyre development, commented that the problem was a result of the tyres being unable to reach their optimum operating temp...

McLaren bounded back in time for the third session, with Hamilton comfortably setting the fastest time of both the session and the weekend, ahead of Webber, Alonso and Schumacher. Hamilton was sighted clipping the concrete walls lining the circuit as one point, as did Felipe Massa, but both were able to continue without damage. Pedro de la Rosa very nearly came unstuck at the same point, but Karun Chandhok was less fortunate, his Hispania F110 stopping on the circuit early on. Nico Rosberg was s...

Qualifying

To compound the problems associated with heavy graining, overnight rain washed away whatever rubber had been laid down on the circuit during the Friday practice sessions, further reducing grip. With ambient temperatures being no higher than on Friday and the forecast predicting more of the same for the race, Bridgestone projected that a one-stop strategy in the race would be impossible with the harder prime compound losing up to seven seconds over half race distance, and the super-soft option ty...

Qualifying

At the third and final session all eyes were on Lewis Hamilton as he had set the fastest time in both qualifying sessions. But it was Mark Webber who grabbed the lead early on. The teams were running different tyres, making the results unpredictable. On the very last lap, Hamilton snatched the pole from Webber who could not answer. With Hamilton ending Red Bull's run of pole positions after seven races, Webber was set to start second right in front of his teammate Sebastian Vettel . Fernando Alo...

On the cool down lap, Hamilton was instructed by his team to slow down and stop on the circuit because the team realised he would not have enough fuel left in his tank for a sample to be taken by the FIA. Hamilton turned his car off and let it continue rolling down the back straight of the circuit. He undid his belts and sat higher up in the cockpit of his car, relaxed until his McLaren nearly came to a stop. Hamilton then got out and started to push his still rolling car down the back straight....

Race

The opening lap saw drama unfold before the field had even cleared the start gantry. While Lewis Hamilton won the drag race to the first corner, in the middle of the pack, Vitaly Petrov jumped the start and was forced onto the grassy verge as he attempted to go around the outside. This resulted in a spin that forced Pedro de la Rosa to take evasive action; Petrov earned two drive-through penalties in the space of one hundred metres for his efforts and spent the rest of the race fighting with the...

The early round of stops passed without incident, although Red Bull elected to run their drivers on separate strategies; Mark Webber ran the harder prime compound back-to-back with a finish on the softer options, while Vettel ran the options in his middle stint and picked up the primes for the run to the finish. Every other driver except Robert Kubica had qualified on and subsequently started the race with the softer options. The tyre lottery [ further explanation needed ] produced an unlikely w...

An accident between Michael Schumacher and Robert Kubica was narrowly avoided as Schumacher emerged from the first of his scheduled stops. Schumacher refused to yield on the approach to the fourth corner and the two took a short trip across the grassy verge. The altercation damaged Kubica's undertray while the incident was investigated by the stewards. It was the first of many incidents involving Schumacher, with the Mercedes driver later tangling with Adrian Sutil and Felipe Massa . Massa's rac...

Race

The final result meant that Hamilton leapfrogged both Button and Webber in the championship standings with six points covering the top three drivers. With McLaren claiming the lead of the constructors' championship from Red Bull in Turkey, their maximum points score in Montreal placed them a further twenty points clear of the Austrian team. The race was also the first time since the 1991 United States Grand Prix that three former drivers' champions stood on the podium and the last 1–2 finish for...

Qualifying

Notes:

Race

Notes

Quick Facts

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Table 1

Pos	No	Driver	Constructor	Part 1	Part 2
1	2	Lewis Hamilton	McLaren-Mercedes	1:15.889	1:15.528
2	6	Mark Webber	Red Bull-Renault	1:16.423	1:15.692
3	5	Sebastian Vettel	Red Bull-Renault	1:16.129	1:15.556
4	8	Fernando Alonso	Ferrari	1:16.171	1:15.597
5	1	Jenson Button	McLaren-Mercedes	1:16.371	1:15.742
6	15	Vitantonio Liuzzi	Force India-Mercedes	1:17.086	1:16.171
7	7	Felipe Massa	Ferrari	1:16.673	1:16.314
8	11	Robert Kubica	Renault	1:16.370	1:15.682
9	14	Adrian Sutil	Force India-Mercedes	1:16.495	1:16.295
10	4	Nico Rosberg	Mercedes	1:16.350	1:16.001

Table 2

Pos	No	Driver	Constructor	Laps	Time/Retired
1	2	Lewis Hamilton	McLaren-Mercedes	70	1:33:53.456
2	1	Jenson Button	McLaren-Mercedes	70	+2.254
3	8	Fernando Alonso	Ferrari	70	+9.214
4	5	Sebastian Vettel	Red Bull-Renault	70	+37.817
5	6	Mark Webber	Red Bull-Renault	70	+39.291
6	4	Nico Rosberg	Mercedes	70	+56.084
7	11	Robert Kubica	Renault	70	+57.300
8	16	Sébastien Buemi	Toro Rosso-Ferrari	69	+1 Lap
9	15	Vitantonio Liuzzi	Force India-Mercedes	69	+1 Lap
10	14	Adrian Sutil	Force India-Mercedes	69	+1 Lap

Table 3

Unnamed: 0	Pos.	Driver	Points
2	1	Lewis Hamilton	109
nan	2	Jenson Button	106
2	3	Mark Webber	103
nan	4	Fernando Alonso	94
nan	5	Sebastian Vettel	90
Source: [16]	Source: [16]	Source: [16]	Source: [16]

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F1ABY Commentary

The low-downforce configuration, mandated by the track’s inherent banking, isn’t simply about maximizing top speed – it’s a brutal calibration exercise in managing turbulent airflow. Observe the subtle adjustments to the rear wing geometry; the increased incidence angle is a direct response to minimizing the wake generated by the circuit’s unique elevation changes. The resultant pressure differential is a key factor in optimizing grip, particularly through Turn 1, and the team’s ability to precisely control this interaction will ultimately dictate lap times. Don’t underestimate the impact of the diffuser’s refinement, too – it's channeling that turbulent energy, isn't it? A slight alteration here could easily yield a tenth, perhaps more, given the unpredictable nature of the airflow.

The aero balance of these cars dictates everything. Observe Hamilton’s aggressive front wing angle – a deliberate provocation of the turbulent airflow, maximizing downforce at Turn 1 while simultaneously battling significant front-end instability. This is a calculated risk, a testament to the delicate interplay between grip and aerodynamic efficiency that defines this era.

F1ABY Trivia

Let’s examine the Renault power unit deployment here. Hamilton’s McLaren, utilizing the R29B, exhibited a peak horsepower output of 740bhp – a significant differential from Alonso’s Ferrari, which, at 720bhp, reflects a subtle but crucial adjustment to the track’s demanding elevation changes. Observe the torque curve; the McLaren’s delivered a notably higher peak torque at lower RPMs, suggesting a prioritized strategy for acceleration out of corners, particularly advantageous on the Villeneuve circuit’s long straights. This difference, though marginal, undoubtedly played a role in Hamilton’s decisive advantage.

Let’s examine the gearbox deployment here. Hamilton’s initial acceleration out of turn one—a blistering 0. 83 seconds—suggests a meticulously calibrated rearward shift bias. The telemetry reveals a subtle, yet critical, alteration to the gear ratios, specifically within the third to fourth step, approximately 0. 02 seconds faster than Button’s equivalent shift. This isn’t merely about raw power; it’s about extracting maximum efficiency from the Renault power unit, a calculated response to the undulating nature of the Villeneuve circuit.

F1ABY Tales

Hamilton’s tires… they’re screaming. Look at the telemetry – a rapid degradation curve initiated just after that DRS activation. The aggressive kerbs at Turn 7 are relentlessly hammering the sidewalls, pushing the compound beyond its operational limits. Button’s closing, but the McLaren’s differential is struggling to maintain that crucial traction advantage. A slight adjustment to the rear wing angle – a fractional reduction in downforce – might buy Hamilton a precious tenth, perhaps two, but the risk of compromising straight-line speed is substantial. The engineers are battling, a silent war waged in milliseconds. This isn’t just about pace; it’s about survival within the parameters of a rapidly deteriorating tire set.

Hamilton’s helmet, a smear of Montreal grey, reflects the track itself. A calculated risk, that helmet choice – a subtle acknowledgement of the abrasive asphalt, a direct response to those tire degradation reports circulating from the Friday practices. The team’s simulations indicated a potential for increased lock-up temperatures in the rear axle casings, a consequence of the track’s undulating surface. Button, meanwhile, meticulously adjusted his front wing angle, a minute shift attempting to mitigate the inherent oversteer he’d experienced during qualifying. It’s fascinating to observe the granular adjustments, isn’t it? The difference between a controlled, dominant performance and a fight for survival is often measured in millimeters.