On the RFactor model that comes with the 'Pro-Sim,' everything is balanced and measured. If you go up on the rear ride height, for example, it changes the airflow and the downforce of the car. You learn by trying different things, which gives you a better idea when you're on a race weekend.
If you have more downforce, everything becomes much easier. Drivers drive better, engineers they have more room for setup, the tyres are working better because you switch them on earlier and you have less degradation.
There is no medicine maybe for everything, but there is a big medicine which is downforce in an F1 car.
People ask how hard it can be sitting down for work during a 500-mile race? Well, without power steering or power brakes, holding onto 650 horses in a car that has nearly 3,000 pounds of downforce and can produce up to 4Gs vertically and laterally can be extremely tough - even sitting down.
Weight is crucial and it is very beneficial - if you have spare weight in Formula One that is powerful performance.
My favourite car I drove in the 'shoot out' at Silverstone was the 2016 Mercedes DTM car. I loved every moment in it, the downforce being particularly surprising.
I adapt my driving style more or less to anything, from go-kart to motorbike to wet, more downforce, less downforce, Pirelli, Bridgestone, Michelin, V8, V6, whatever.
We have seen a tendency for cars running the f-duct to use higher downforce levels than normal, because they can stall the rear wing and still generate good top speed.
From GP3 to Formula 2, it's obviously a step, but it's only a step on driving I would say. Here from Formula 2 to Formula 1, it's a huge step on driving because we have nearly 400 BHP more, with a lot more downforce. So it's a completely different car.
