6 June 2015 
DANIIL KVYAT, Position: 8, (3rd Practice – 6, 1:17.021) 
“It wasn’t an easy qualifying but we got the maximum out of the car we could today. We have to keep pushing as we want to be further up the grid; we have a lot of work to do to be as competitive on the straights as our rivals. We knew this track wasn’t going to be easy for us, nevertheless, it’s a competitive position we’re starting from and anything can happen in the race as we have seen in the past.”
DANIEL RICCIARDO, Position: 9, (3rd Practice – 13, 1:17.892)
“The weekend so far has been tough, we have struggled for most of it. This is a power circuit and we are power limited. We have been trying a few options with the tyres but we couldn’t find a solution that worked which is quite frustrating. We couldn’t get a happy medium. We don’t seem to be propelling forward at the moment which is disappointing. We’ll do what we can, the team is working hard and we have to keep pushing.”
CHRISTIAN HORNER: “I think considering the layout of this circuit with the high dependency on straight line speed, both drivers maximised the potential of the car. Eighth and ninth is the best that we could hope for at this track. We have seen in previous years that this race can throw up some curveball results and we will be looking to make some good progress from the grid positions tomorrow.”
Pursuit of Performance
No.4: Phil Turner 
The Circuit Gilles Villeneuve is all about high speeds and heavy braking and Chief Mechanic Phil Turner explains how the team pulls out all the big stops here and at other key venues across the season.
Canada is one of the main focuses for brake cooling during the year. Due to the nature of the track, the low downforce and the high end-of-straight speeds, you need to get as much cooling as possible through the brakes. Because of the big stops the temperatures just go through the roof, so we try to feed the caliper, get as much air to it as we can, and the same with the disc.
There is of course some variation in the design of brake ducts but not for all races. Singapore, Monaco and Canada are the main ones where you need to get high cooling to the caliper and teams will design a specific set of ducts to cope with that – the heavy braking zones in Canada and Monza speak for themselves but on street circuits it’s partly down to the confined spaces – because of the walls and buildings, it’s a struggle to get enough air to the brakes.
At more ‘normal’ circuits such as Silverstone you do tend to use a more standard spec that covers a lot of bases. They do differ but the differences are usually down to minor tweaks.
In the run-up to each race we’ll get a build spec, usually about a week before, so we know what’s coming to the car for that particular race.  You follow the build plan as best you can and try to get it all working at the best possible level.
There haven’t been any major problems with the brakes this year, certainly nothing that we haven’t seen in the past. Every year you get a different car, it behaves in a different way and you learn to deal with its particular demands as you go. It’s a fine line in trying to avoid overcooking the brakes and getting enough temperature into them in the first place.
When there are issues getting temperature into them we have different blanking levels we go to for the ducts and it’s simply a case of going out in the first session and working your way through the parameters until you find the correct level.