2018 Canadian Grand Prix interactive data: lap charts, times and tyres

2018 Canadian Grand Prix

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Sebastian Vettel won a processional Canadian Grand Prix in which he and Valtteri Bottas ran first and second for every lap of the race.

For the second time this year, only the drivers from the ‘big three’ teams completed the full race distance, the rest finishing a lap behind or more.

The two drivers who started on the back row were the race’s biggest movers. However Pierre Gasly and Romain Grosjean fell short of finishing in the points despite making up eight places. Gasly passed Grosjean’s team mate Kevin Magnussen on the way, this time apparently with no repeat of their Azerbaijan Grand Prix run-in, though the move wasn’t shown in the race broadcast.

Max Verstappen was credited with the fastest lap of the race, although it would have gone to team mate Daniel Ricciardo had the race result been taken based on the full 70-lap distance. This did not happen because the chequered flag was waved one lap early in error.

Explore all the interactive data from the Canadian Grand Prix below:

2018 Canadian Grand Prix lap chart

The positions of each driver on every lap. Click name to highlight, right-click to reset. Toggle drivers using controls below:

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2018 Canadian Grand Prix race chart

The gaps between each driver on every lap compared to the leader’s average lap time. Very large gaps omitted. Scroll to zoom, drag to pan and right-click to reset. Toggle drivers using controls below:

Position change

Driver Start position Lap one position change Race position change
Lewis Hamilton 4 0 -1
Valtteri Bottas 2 0 0
Sebastian Vettel 1 0 0
Kimi Raikkonen 5 -1 -1
Daniel Ricciardo 6 1 2
Max Verstappen 3 0 0
Sergio Perez 10 0 -4
Esteban Ocon 8 1 -1
Lance Stroll 16
Sergey Sirotkin 17 4 0
Nico Hulkenberg 7 -1 0
Carlos Sainz Jnr 9 0 1
Pierre Gasly 19 4 8
Brendon Hartley 12
Romain Grosjean 20 4 8
Kevin Magnussen 11 -1 -2
Fernando Alonso 14 0
Stoffel Vandoorne 15 -3 -1
Marcus Ericsson 18 1 3
Charles Leclerc 13 2 3

2018 Canadian Grand Prix lap times

All the lap times by the drivers (in seconds, very slow laps excluded). Scroll to zoom, drag to pan and toggle drivers using the control below:

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2018 Canadian Grand Prix fastest laps

Each driver’s fastest lap:

Rank Driver Car Fastest lap Gap On lap
1 Max Verstappen Red Bull-TAG Heuer 1’13.864 65
2 Sebastian Vettel Ferrari 1’13.964 0.100 57
3 Valtteri Bottas Mercedes 1’13.992 0.128 51
4 Kimi Raikkonen Ferrari 1’14.075 0.211 59
5 Daniel Ricciardo Red Bull-TAG Heuer 1’14.159 0.295 59
6 Lewis Hamilton Mercedes 1’14.183 0.319 66
7 Sergio Perez Force India-Mercedes 1’15.100 1.236 64
8 Kevin Magnussen Haas-Ferrari 1’15.401 1.537 65
9 Romain Grosjean Haas-Ferrari 1’15.470 1.606 56
10 Charles Leclerc Sauber-Ferrari 1’15.480 1.616 65
11 Nico Hulkenberg Renault 1’15.588 1.724 64
12 Esteban Ocon Force India-Mercedes 1’15.610 1.746 61
13 Carlos Sainz Jnr Renault 1’15.666 1.802 61
14 Pierre Gasly Toro Rosso-Honda 1’15.699 1.835 67
15 Stoffel Vandoorne McLaren-Renault 1’15.765 1.901 55
16 Sergey Sirotkin Williams-Mercedes 1’15.924 2.060 53
17 Fernando Alonso McLaren-Renault 1’16.180 2.316 33
18 Marcus Ericsson Sauber-Ferrari 1’16.403 2.539 62
19 Lance Stroll Williams-Mercedes
20 Brendon Hartley Toro Rosso-Honda

2018 Canadian Grand Prix tyre strategies

The tyre strategies for each driver:

Stint 1 Stint 2 Stint 3
Sebastian Vettel Ultra soft (37) Super soft (31)
Valtteri Bottas Ultra soft (36) Super soft (32)
Max Verstappen Hyper soft (16) Super soft (52)
Daniel Ricciardo Hyper soft (17) Super soft (51)
Lewis Hamilton Ultra soft (16) Super soft (52)
Kimi Raikkonen Ultra soft (32) Super soft (36)
Nico Hulkenberg Hyper soft (13) Super soft (54)
Carlos Sainz Jnr Hyper soft (14) Super soft (53)
Esteban Ocon Hyper soft (11) Super soft (56)
Charles Leclerc Ultra soft (19) Super soft (48)
Pierre Gasly Hyper soft (23) Super soft (44)
Romain Grosjean Ultra soft (48) Super soft (19)
Kevin Magnussen Ultra soft (22) Super soft (45)
Sergio Perez Hyper soft (9) Super soft (35) Super soft (23)
Marcus Ericsson Ultra soft (1) Super soft (65)
Stoffel Vandoorne Ultra soft (1) Super soft (47) Hyper soft (18)
Sergey Sirotkin Super soft (26) Ultra soft (40)
Fernando Alonso Ultra soft (18) Super soft (22)
Lance Stroll Ultra soft (0)
Brendon Hartley Hyper soft (0)

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2018 Canadian Grand Prix pit stop times

How long each driver’s pit stops took:

Driver Team Pit stop time Gap On lap
1 Fernando Alonso McLaren 23.099 18
2 Max Verstappen Red Bull 23.137 0.038 16
3 Daniel Ricciardo Red Bull 23.279 0.180 17
4 Lewis Hamilton Mercedes 23.335 0.236 16
5 Marcus Ericsson Sauber 23.529 0.430 1
6 Sebastian Vettel Ferrari 23.529 0.430 37
7 Sergey Sirotkin Williams 23.531 0.432 26
8 Stoffel Vandoorne McLaren 23.537 0.438 48
9 Kimi Raikkonen Ferrari 23.645 0.546 32
10 Charles Leclerc Sauber 23.666 0.567 19
11 Sergio Perez Force India 23.718 0.619 44
12 Valtteri Bottas Mercedes 23.775 0.676 36
13 Kevin Magnussen Haas 24.008 0.909 22
14 Sergio Perez Force India 24.086 0.987 9
15 Pierre Gasly Toro Rosso 24.107 1.008 23
16 Romain Grosjean Haas 24.400 1.301 48
17 Carlos Sainz Jnr Renault 24.416 1.317 14
18 Nico Hulkenberg Renault 24.521 1.422 13
19 Esteban Ocon Force India 25.353 2.254 11
20 Stoffel Vandoorne McLaren 41.008 17.909 1

2018 Canadian Grand Prix

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Author information

Keith Collantine
Lifelong motor sport fan Keith set up RaceFans in 2005 - when it was originally called F1 Fanatic. Having previously worked as a motoring...

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18 comments on “2018 Canadian Grand Prix interactive data: lap charts, times and tyres”

  1. That chart comparing each driver’s lap time to the leader – it clearly shows the separation between the top 3 and midfield, but it also shows that Ericsson and Sirotkin were also far slower than the midfield (and in Ericsson’s case, his teammate as well).

    Despite Vandoorne also showing up there, the slope of his line puts him in the midfield, but he ended up there solely due to his extra pit stop.

    1. Martijn (@)
      12th June 2018, 9:02

      Selecting team mates only view is very insightful as well.

  2. Its a joke. Pirelli make 7 types of dry tyre and ALL of them are too hard. With the softest selection of tyres possible, we still get an easy one-stop race, on a track that was always tough on tyres and gave us great races. I think Pirelli overcompensated for the 2017 and 2018 regulations and went way too hard.

    Teams are only making pit stops because they are forced to by the regulations. I think a non-stopper would be fastest on many tracks this year if it was allowed.

    1. @vjanik I don’t know if this is true. I don’t think the hypersofts are too hard. If the drivers were really pushing, the hypersofts would degrade within a few laps. The problem is that track position is key (because overtaking is very hard), so every team will try to do one stop. A softer compound just means more tyre saving, so the softer the tyre, the more tyre saving. That’s not Pirelli’s fault.

    2. I agree with @matthijs, the tyres aren’t too hard. The hypersoft lasted less than 20 laps on the Red Bull, which has the lowest degredation of all cars.

      IMO the cars have too much downforce. It helps keeping the tyres in the operating window and reduces wear, it’s like they are driving on rails. The cars don’t seem to need the mechanical grip from the tyres, as they are fast even on the hardest compounds.

      If they reduce the downforce, it would lead to more sliding, more stress on the tyres which would result in higher degredation. That means the difference between compounds and also between new and worn tyres would be bigger which leads to more pit stops and overtakes.

  3. @vjanik – what I don’t quite understand are why teams were generally struggling with the HS at Monaco, but at a faster track like Canada they were able to merrily run beyond half a race distance with the same HS tyre, despite this track having faster straights and harder braking zones. I don’t think I’ll ever have a good understanding of these tyres (from the standpoint of a fan).

    1. It’s all about the temperature window on the tyres. They are so sensitive these days, going slower can do more harm because you lose grip start sliding and the the tyres grain and wear. At Canada the track is fast enough to keep them in the window

      1. @tdm – thanks, that makes sense.

  4. So close to beating the official lap record. Only two tenths off.

    1. @jerejj – Effectively they were well below the record. Even with the tire difference (which we just have to assume is part of the package – i.e. different cars, downforce, power units), if refueling was a thing, the lap times would have been destroyed. I get that isn’t how it works (ifs/buts).

      1. @hobo Agreed in principle, but on a few circuits, the fastest 2004 race lap time has already been beaten even with the significant difference in fuel loads due to the lack of in-race refuelling compared to those days. For example, in Brazil, the previous official lap record which the 2004 season held got beaten last season, but probably wouldn’t have happened had Verstappen not made an extra pit stop for a fresh set of the supersoft (the softest compound available for that race weekend) relatively late in the race. The fastest 2004 race lap got beaten last season in Malaysia last as well, and Monaco this season while the fastest 2009 race lap (still from the refuelling era) got beaten in Belgium last season, but the similar aspect featuring here is that more or less all of these were down to someone pitting for a fresh set of tyres relatively late in the race when the fuel loads are, of course, significantly lower than at the start.

        1. I was supposed to take off the word ‘last’ from between ‘Malaysia’ and ‘as well,’ but forgot to do so.

          1. @jerejj Of course there are many differences between the 2004 and 2017 cars. The current generation of cars has much more downforce to compensate for the weight increase. My post was about the cars’ ultimate performance, with almost no fuel and fresh tires.

            Compared to the Bridgestone tyres we had until 2010, I don’t think the Pirelli tyres are any faster (based on the pole times in 2010 and 2011). They simply degrade faster. Unfortunately, Pirelli only manages to reduce tyre wear by making the tyres much harder. When André Lotterer drove a race for Caterham in 2014, he was thoroughly disappointed with the tyre performance (low grip and high degradation). Even the grooved tyres offered a better performance, especially during the last tyre war (2001-2006). It was the reduction of downforce that mostly explains why the cars got slower when the grooved tyres were introduced back in 1998.

        2. @jerejj Most tracks where lap records were broken in this era were resurfaced. As a result of this, Interlagos and Sepang got much faster. In qualifying, the current generation of cars is faster, but usually in the race they are still slower due to fuel and tyre saving.

          1. @f1infigures Interlagos was resurfaced ahead of the 2014 race already, so three years before the official lap record got beaten when the tarmac wasn’t as smooth as during the 2014 race weekend anymore. Nevertheless, as I pointed out in my original comment: the official lap record probably wouldn’t have been beaten had Verstappen not made the extra pit stop for a fresh set of the supersoft compound with only 15-17 laps remaining. Furthermore, the primary reason the current generation of cars are usually still slower in the race than 2004 (and the other late refuelling era seasons) is the significant difference in fuel loads, though, and that has been the regularity ever since the ban on in-race refuelling ahead of 2010, not just since the current aero regs came into effect.

        3. @jerejj So in the mid-2000s the fastest lap at Interlagos was:
          2002: 1:16.079 (early in the season, otherwise I don’t know why they were so slow)
          2003: 1:22.032 (wet race)
          2004: 1:11.473 (drying track)
          2005: 1:12.268
          2006: 1:12.162

          And in 2017 it was 1:11.044

          In 2017 the fastest lap was set on fresh tyres and slightly over 10 laps of fuel (which costs maybe 0.4 seconds), in 2004 the fastest lap was set on worn tyres and almost no fuel (time loss due to tyre wear unknown but likely low), so the circumstances were similar. Given how much Verstappen was quicker than anyone else, it’s probably safe to say that under normal circumstances the lap record wouldn’t have been beaten, but nowadays virtually everyone can set the fastest lap of the race.

          Of course, nowadays cars are heavier (also because of the refueling ban) and they have low-performance tyres, which also reduces their performance, especially in the race. One point I forgot to mention is that at Interlagos the high altitude is advantageous to the turbo engines, which may explain their relatively fast lap times. Last year, the pole time was almost two seconds faster than in 2004 (when the cars were slowed somewhat by a higher fuel load). Overall, I think last year the cars were about a second per lap faster in qualifying under the same circumstances, whereas they were a over second per lap slower in the race (which can probably be cut down to about half a second if refueling is allowed).

          The effect of track resurfacing was best shown in Malaysia (not Brazil), where last year’s race was actually faster than the 2004 race.

          1. @f1infigures Valid points and I agree with you on them in principle, but how exactly are the current tyres ”low-performance” tyres? They’re very durable and grippy especially compared to the ones from 2011-16, but also grippier than the grooved ones used most recently in 2008. Furthermore, yes, the 2004 cars had to qualify with race fuel onboard, but even with around 15 laps worth of fuel onboard they’re still significantly lighter than the current cars with only 1 or 2 flying laps worth of fuel onboard, so I don’t think that really makes a difference in pole lap comparisons between 2004 and 2017, ’18, or any post-refuelling era season.

  5. Bof…

    Still +1.6s from the record lap at this circuit…

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