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Data Description: Construtor and Tyre Distribution Among Drivers
Data Description: Construtor and Tyre Distribution Among Drivers
The relation between different variables can be easily perceived by condensing the data. The
distribution of Drivers, Constructors and Tyre suppliers is shown as:
Constru
ctors
Ferrari
Honda
Mclaren
Mercedes
Red Bull
Renault
Williams
Driver
Count
Tyre Supplier
Bridges Miche Pir
Driver
tone
lin
elli Count
8
3
3
14
6
4
3
13
3
5
3
11
7
7
2
16
5
9
6
20
7
2
4
13
3
3
7
13
39
33
28
100
Driver Count
10
9
8
7
6
5
4
3
2
1
0
77
6
33
5
3
5
3
7
4
2
33
Bridgestone
Michelin
Pirelli
Constructors
As the down force, break wear, tyre wear and fuel load varies across cars, it is a good idea to
know how they are distributed. The tables and charts depicted below shows the how they vary.
Downforce
Level
Car
Count
High
Low
Medium
Very High
Very Low
Car Count
4
6
6
5
7
28
6
10
10
9
5
40
11
7
5
4
5
32
21
23
21
18
17
100
11
10
10
8
Car Count
6
4
10
7
9
7
5
High
5 5
2
0
High
Low
Downforce Level
Fuel
Load
High
Low
Medium
Very
High
Very
Low
Car
Count
14
16
32
40
28
100
Low
Medium
11
11
10
9 9
Tyre Wear
6 6
High
Low
Medium
2
0
High
Low
Medium
Very High
Very Low
Fuel Load
With the variation of wins across constructors suggested from the previous seasons, we can
determine the probability that a constructor would win the world championship. A good estimate
of 4 wins in a season of 20 races would suggest in a greater likelihood of achieving that target.
Probabilities for the same are as follows:
Construc
tors
Ferrari
Honda
Mclaren
Mercedes
Red Bull
Renault
Williams
Grand
Total
Wi Winning
Probability of at
ns
Probability
least 4 Wins
338
0.1385
0.2970
335
0.1373
0.2913
292
0.1197
0.2114
380
0.1557
0.3800
465
0.1906
0.5466
297
0.1217
0.2201
333
0.1365
0.2875
24
40
The chance for each constructors to win races in the championship can be expressed as Binomial
distribution. The Binomial curve for the 2 contenders-Ferrari and Mercedes are shown:
10
15
20
25
Race Wins
10
15
20
25
Race Wins
Since the likelihood for 4 or more wins varies only a slightly among the other 5 constructors, the
binomial curve only varies slightly from that of that of Mercedes, showing a declining trend.
The DNFs measure the number of instances where a car failed to finish the race. The factors that
leads to such accidents are a function of driver error. From the sample of 100 drivers, the
calculated average number of accidents is:
Mean
279.
Starts
66
Mean
36.2
DNF's
In a season of 20 races it can be said that there will be an average of 2.6 accidents in a season. In
order to improve the reliability, new regulations will be introduced by FIA if there are more than
8 accidents within the next 5 seasons.
This follows a Poisson distribution as shown:
Poisson Probabilities
Data
Mean number of
accidents per season
X Value
2.6
8
Results
0.0
038
P(x>=8)
10
15
20
25
Number of accidents
4.0 s
7.0 s
Results
P(x<=7)
0.82
62
198
0.05
10.1
6
1000
196.
3
0.3212874
1
5.2912126
2
Lower-Tail Test
Lower Critical Value
p-Value
Reject the null
hypothesis
1.6448536
27
6.0754E-08
< 5 Seconds
the Mean
Data
Null Hypothesis
m=
Level of Significance
Sample Size
Sample Mean
Sample Standard Deviation
5
0.05
28
4.007142
857
0.435404
088
Intermediate Calculations
Standard Error of the Mean
Degrees of Freedom
t Test Statistic
0.082283
638
27
12.06627
665
Lower-Tail Test
1.703288
446
1.09381E
-12
F = L
v/s
H1 :
F < L
Paired t Test
Data
Hypothesized Mean
Difference
Level of significance
Intermediate Calculations
Sample Size
DBar
Degrees of Freedom
SD
Standard Error
t Test Statistic
Upper-Tail Test
Upper Critical Value
p-Value
Do not reject the null
hypothesis
t-Test: Paired Two Sample
for Means
Mean
Variance
Observations
Pearson Correlation
Hypothesized Mean Difference
df
t Stat
P(T<=t) one-tail
t Critical one-tail
P(T<=t) two-tail
t Critical two-tail
TDIST
Calculations
T.DIST.RT
1-T.DIST.RT
0.212
57
0.787
43
0
0.05
28
-0.173809524
27
1.13574026
0.214634734
-0.809792154
1.703288446
0.787430336
Since the p-value is greater than , we do not reject the null hypothesis. It can thus be concluded
that the tyres do not work as intended.
Test 7
Bridgestone and Michelin are the 2 largest tyre suppliers for F1 and has been
throughout its history. As such the sports media based on the brand image
claim that there is no significant different between the proportion of these
tyres. Is their claim justified?
The hypothesis can be framed as,
H0 :
PB = PM
v/s
Tyres
Bridgestone
Michelin
Pirelli
Grand Total
H1 :
PB PM
Count of
Driver
39
33
28
100
0
0.05
39
100
33
100
0.39
0.33
0.06
0.36
0.883883
476
Z Test Statistic
Two-Tail Test
1.959963
985
1.959963
985
0.376759
118
Since the p-value is greater than , we do not reject the null hypothesis. It can thus be concluded
that there is no significant difference between the proportions of the 2 tyres.
Test 10
A random analysis of the number of fastest laps achieved by cars running
the 3 types of tyres Bridgestone, Michelin & Pirelli suggest that 40% of the
fastest laps are by Bridgestone, 30% each by the other 2. Does the actual
number of fastest laps differ from that of the analysis done?
The hypothesis can be framed as,
H0 :
0.3
/s
H1 : The proportions of fastest laps are not equal to: PB = 0.4, PM = 0.3, Pp
= 0.3
2 test of Goodness of Fit
Sum of Fastest
Laps
Expected Fast
Laps
895
927.6
Michelin
774
695.7
Pirelli
Grand
Total
650
695.7
2319
2319
Tyres
Bridgesto
ne
P Value
0.001533614
Chi
Square
1.145709
357
8.812548
512
3.001997
988
12.9602
5586
Since the p-value is less than , we reject the null hypothesis. That is, the
actual number of fastest laps differ from what is claimed.
Test 11