Formula 1 once again crosses the Atlantic for the traditional Canadian Grand Prix, a fixture on the late spring calendar since 1982.
From 1978 to 1981, races were held in Montreal as well, though in early autumn. The circuit, located on Notre-Dame Island, has undergone six layout revisions, but the last 20 editions have all been contested on the current configuration. The track is named after Gilles Villeneuve, who tragically passed away in 1982 after winning six Grands Prix, all with Scuderia Ferrari and Brembo brakes.
The GP data
According to Brembo technicians, who work closely with all Formula 1 teams, the 4.361 km Circuit Gilles-Villeneuve ranks among the most demanding circuits on brakes. On a scale from 1 to 5, it scores a 4 due to the intense braking effort required.
Each lap features six Hard braking zones and two Light ones. Five of those braking points require more than 80 meters, and in four of them, drivers experience deceleration of at least 5 g. Over the course of one lap, brakes are in use for just under 12.5 seconds.
The toughest corner
The most challenging braking zone at Circuit Gilles-Villeneuve is Turn 10, where cars decelerate from 292 km/h to 69 km/h in just 2.82 seconds, covering 107 meters.
Drivers endure a massive deceleration of 5 g and must apply a pedal force of 168 kg. The braking power peaks at a staggering 2,519 kW.
Jean finally on top
Jean Alesi remains one of the most beloved drivers among Ferrari fans. His passion, authenticity, and unwavering loyalty to the Prancing Horse won the hearts of tifosi, even if his career results didn’t quite match the promise.
Alesi claimed just one victory in Formula 1, at the 1995 Canadian Grand Prix, where he started from the third row.
Lady Luck, who so often turned her back on him, finally smiled, and the Frenchman of Italian descent stood atop the podium on his 31st birthday.
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Brakes from 30 years ago
Thanks to Alesi, Ferrari broke a 10-year winless streak at the Canadian GP. That race, 30 years ago, saw him drive the 412T2, powered by a 3.0-liter V12 engine producing 690 hp. It was a featherweight compared to today’s machines, tipping the scales at just 595 kg including the driver.
Brembo supplied the braking system, but back then, little thought was given to ventilation due to a lack of the tooling required to machine components. Carbon discs featured no ventilation holes, and the solid monobloc calipers were massive and fully enclosed.
Lighter but not weaker
Ferrari’s last triumph at the Canadian GP came in 2018, with Sebastian Vettel behind the wheel. That season marked the introduction of the Halo, which added weight and prompted teams to aggressively pursue weight-saving measures.
Brembo joined that effort by miniaturizing Brake-by-Wire components and reducing the mass of aluminum-lithium calipers. Material was shaved off from the low-stress areas of the caliper body, while retaining three bridges between the piston halves to maintain the required stiffness and structural integrity.