The FIA introduced a number of major changes to the F1 regulations for the 2009 Formula 1 season aimed at improving overtaking by reducing the reliance on aerodynamic grip and increasing the mechanical grip. In addition, a few additional changes have been introduced as cost cutting measures in the face of the economic crisis.
Aerodynamics:
- Introducing a neutral section of the front wing (the middle half metre)
- The front wing is lower (75mm from 150mm) and wider (up from 1400 to 1800mm as wide as the car) with driver-adjustable flaps. (Drivers
will be allowed to make two wing adjustments per lap)
- No turning vanes, barge boards, chimneys or winglets
- A taller rear wing (up 150mm to bring it level with the top of the engine cover) and narrower rear wing (750mm from 1000mm) .
- Longer and higher diffuser and moved rearwards, its leading edge now level with the rear-wheel axle line.
(with these changes, the FIA is hoping to acheive a 50% less downforce.
Tyres:
- Slick tyres to be used instead of the grooved
- The FIA have request from Bridgestone to make a bigger difference between the prime and option tyres available to the teams. Drivers will still have to use both tyres during a race (except when wet)
(this will enable more mechanical grip)
Energy Recovery (KERS)
- Teams have the option to use a Kinetic Energy Recovery System in 2009 (it becomes mandatory in 2010)
The KERS will allow a driver to have around 80 extra horsepower via a 'boost button' for about seven seconds per lap.
Engine power and use
- Engines will be limited to 18,000 RPM (from 19,000 RPM in 2008)
- Each driver is allocated eight engines for the whole year. These 8 engines can be used in any combination (including having a different engine for qualifying and the race). If a driver exceeds eight engines then penalties will apply.
- Friday practice is included as part of the weekend in respect to engine use. (in 2008 team were allowed to use different engines on Friday)
Safety car
- The safety car rules revert to the 2006 regulations concerning safety cars with the exception that a car has to maintain a certain speed to get back to the pits so a car cannot slow down excessively.
Testing
- Track testing is banned 7 days before the first race of the season until the 31st of December.
- Only 8 days of aerodynamic testing in a straight line is allowed
- Limited testing allowed only for drivers who had less than 4 days of F1 testing in the previous 2 seasons.
Wind Tunnel Testing
- A maximum of 40 hours of testing per week is allowed.
Summary of changes to the F1 Regulations in 2009 - Updated
Moderators: cmlean, Ed, The Qualiflyer, The Heretic
Summary of changes to the F1 Regulations in 2009 - Updated
Last edited by Ed on Fri Feb 19, 2010 8:00 pm, edited 4 times in total.
Below is the technical briefing by Charlie Whiting regarding the changes for the 2009 Formula 1 season:
With the Formula One teams beginning their development programmes for the upcoming season, Charlie Whiting provides an overview of the main regulation changes and their implications.
REVISED AERODYNAMICS
What was the idea behind all the changes we’ll see this year in this area?
CW: This was all a result of the work done by the Overtaking Working Group, as it was called, made up of the technical directors of Renault, Ferrari and McLaren, plus myself. After a lot of research, we came up with a package that gave a following car less disturbance and would make overtaking less difficult.
The key element of this is, first of all, a neutral section of the front wing (the middle half metre of this device is a prescribed section). The incidence of that profile and its position relative to the reference plane are carefully prescribed. It’s the most critical part. The front wing is wider and there are no turning vanes or bargeboards: the area where you can put them has been severely restricted, because there’s only room for very small devices.
Also, the diffuser has been made smaller, and the rear wing is higher but narrower. I can’t go into the specifics of why these things were done, but we arrived at this package by five sessions of wind tunnel work. It’s been carefully thought through. Now, we’ll have to wait and see how it works on the track.
What has been the loss in terms of downforce of these measures?
CW: The target figure was 50% less. But, as ever with these things, one never knows how much the engineers have managed to claw back.
Have some unexpected devices already appeared on the new cars?
CW: You know, we write the rules to enable the teams to design cars as close as possible to the technical spec. They’ve been working in areas they hadn’t previously been trying to work in, so there’s not much we can do about that. I’m confident we’ve achieved a fairly significant reduction in downforce, but that’s not the critical thing: the critical thing is the effects. As long as we have the effects, we should be okay.
SLICK TYRES
Presumably, these effects have to be considered in conjunction with the slick tyres...
CW: Yes. An increase in mechanical grip and a decrease in aero grip were what we wanted. We’ should achieve 6 to 8% more mechanical grip with slick tyres, but it’ll clearly depend on the compound because Bridgestone will provide a range of tyres -4 different ones to be exact. They are still developing these, so we don’t know exactly how it’s going to work out.
Is it true to say that Bridgestone is working on a bigger gap between the available compounds at each race?
CW: Yes. This year, once again, each driver will have to use two different types of slick tyres during the race. We wanted to have a bigger difference between them. Sometimes, in 2008, this gap was a matter of one or two tenths. We thought it would be better if it was bigger. The Bridgestone engineers are working on that.
There seems to have been some talk during the winter tests about this difference being massive…
CW: What happens in winter testing is probably not indicative of what will happen in the warmer conditions of the first four races. It’s something we’ll have to look at, as we certainly don’t want too big a difference between the two types of tyres available at each race. This said, I think it would be to everyone’s benefit if there were a slightly bigger gap.
What would be this ideal gap?
CW: My personal opinion is at least half-a-second. But it’s only a personal opinion. Sometimes, in 2008, the difference between the two types of tyres was negligible wasn’t it? One couldn’t see the difference between the two, really.
KERS SYSTEM
A lot of teams seem just about ready to use their KERS system now. Is it worrying?
CW: The reason for KERS is very clear. We want to showcase technology. I think F1 using this sort of system will help manufacturers. Obviously, Formula 1 is going to be doing something to speed up the development pace on road cars. The other thing, obviously, is overtaking. For a driver to be able to use the extra horsepower at his disposal for overtaking has, I think, the potential to improve racing and that’s what we’re hoping for.
Team are using very different solutions in this area. Is it healthy for Formula 1 to have so many dissimilar ideas for a new technical challenge?
CW: Difficult to say. Presumably the teams involved have done things for their own good reasons. Obviously, the best solution will emerge, eventually. This is what always happens when we have something new. All the teams have significant simulation tools at their disposal. They’ve used these the best way they can to find and arrive at the best technology. There’s no clear leader as we speak but one will emerge, I’m sure.
Also, I think KERS will add significant interest to Formula 1. It’s going to be very interesting to see how the drivers deploy it, because the rules state that the release of the power has to be under the complete control of the driver - that’s the important part.
Some people have raised some concerns about safety with KERS. What has been done, as far as the FIA is concerned, to make sure the system won’t cause any problems?
CW: “Through the Technical Working Group, we set up a KERS Safety Working Group chaired by BMW. They‘ve met quite a few times and they’ve come up with a long list of suggestions, parts of which have already become regulations, and some of which will form the basis of a comprehensive document we’ll circulate to all circuits and tracks hosting a grand prix.
The teams are taking this very responsibly for their own safety, of course. They’re also looking at how the marshals will respond to broken down cars. There will be things like the KERS status warning light that will be on all cars. Marshals are going to be educated by the documentation we’ll provide.
Also, the systems themselves should be safe. If there’s a risk, it should be clear to a marshal who walks up to the car. He should approach the vehicle, look at the KERS status light and, if it is in the wrong state, he shouldn’t touch the car. Also, people working on the track are being briefed about how to pick up parts, which will be clearly identified by colour coding. If they potentially contain high voltage, they have to know how to move them. They will also wear gloves, which are good for a thousand volts.
What about safety in the design of the KERS components and their integration in the cars?
CW: The teams are coming up with this themselves. All the electronics experts are talking to one another and coming up with various ways to make sure they don’t get into any kind of difficulties.
UPGRADED ENGINES
There’s also some king of uncertainty recently about the number of engines the teams will be able to use over the season…
CW: It’s eight engines for the whole year. A driver will only incur a penalty if he uses a ninth engine. So the teams can use the engines as they like. There’s no three consecutive race rule because there doesn’t seem to be a need for it any longer. The engines will not have to do three complete events now.
In the past, as you know, the two-race engine was used only on Saturdays and Sundays. Now, for 17 races, the eight engines will have to do the three days of each grand prix. What the teams will do is to have a Friday engine that’ll probably do the first four races or something of that nature. They’ll then take the engine out and use another one for Saturday and Sunday. All we’ve got to do, - it’ll be extra work - is to make sure that these engines remain sealed and are untouched.
So, once you’ve started the event with one engine, you will be able to change it whenever?
CW: Exactly!
In terms of performance gains, can you say what has been allowed for the teams, especially for Renault?
CW: As you know, I can’t really give you confidential information. But we gave all the teams the opportunity to submit a list of things they would like to change in order to achieve engine parity, because there seemed to be some disparity between engine performance, which was not intended. Then, with Honda’s withdrawal – they appeared to be the ones down on power – the engine manufacturers agreed among themselves that they would not seek any engine parity changes, and they would allow Renault to do something. It’s what I would describe as a minor upgrade. It’s a one-off thing; it’s not an on-going thing. Now, teams have submitted their list; we’ve agreed to it and that’s the end of it until 2012.
SAFETY CAR RULES
It was difficult to follow some races in 2008 because of the safety car rules. Will you change them this year?
CW: Yes. The rule introduced in 2007 was a bad one, and we’ve gone back to the 2006 regulations. The only difference is we intend to implement a minimum time back to the pits. When we deploy the safety car, the message will go to all the cars, which will then have a “safety car” mode on their ECUs. As soon as that message gets to the car, it’ll know where it is on the circuit, and it’ll calculate a minimum time for the driver to get back to the pits. The driver will have to respect this and the information will be displayed on his dashboard.
If you remember, the reason we closed the pit entry was to remove the incentive for the driver to come back to his pit quickly. That’s gone now, as you won’t be able to reach the pits any quicker than your dashboard display allows you to.
PRIVATE TESTING AND USE OF WIND TUNNELS
What other measures have been taken recently in order to reduce costs? CW: What we’ve done, as far as regulations are concerned, is to slash the maximum amount of testing from 30 000 to 15 000 kilometres. Moreover, there will be no in-season testing. That means no testing between seven days before the first race and 31st December of the same year. So no testing whatsoever except for eight days of aero testing in a straight line.
This might be a big problem for young drivers who want to get into F1. They won’t be able to get any kind of training…
CW: There’s provision for a few days of young driver training as well.
Finally, there’s a big cut in wind tunnel testing…
CW: That’s right. No more than forty hours per week for each team.
Why was this measure taken and what does it imply?
CW: This is simply because some teams were running twenty-four hours a day, seven days a week with three shifts -including model makers- and all that sort of thing. Quite clearly, it’s very hard for a team that hasn’t got that kind of resources to keep up. Forty hours a week seems to be something everybody can cope with.
Will you be able to check that nobody uses a sub-contractor to do extra work in a private facility?
CW: We’re obviously looking into all those things: if it emerged that anyone had been doing something underhand, they would be in very serious trouble. Also, we’re putting measures into place in order to make sure that people don’t have any incentive to do so.
With the Formula One teams beginning their development programmes for the upcoming season, Charlie Whiting provides an overview of the main regulation changes and their implications.
REVISED AERODYNAMICS
What was the idea behind all the changes we’ll see this year in this area?
CW: This was all a result of the work done by the Overtaking Working Group, as it was called, made up of the technical directors of Renault, Ferrari and McLaren, plus myself. After a lot of research, we came up with a package that gave a following car less disturbance and would make overtaking less difficult.
The key element of this is, first of all, a neutral section of the front wing (the middle half metre of this device is a prescribed section). The incidence of that profile and its position relative to the reference plane are carefully prescribed. It’s the most critical part. The front wing is wider and there are no turning vanes or bargeboards: the area where you can put them has been severely restricted, because there’s only room for very small devices.
Also, the diffuser has been made smaller, and the rear wing is higher but narrower. I can’t go into the specifics of why these things were done, but we arrived at this package by five sessions of wind tunnel work. It’s been carefully thought through. Now, we’ll have to wait and see how it works on the track.
What has been the loss in terms of downforce of these measures?
CW: The target figure was 50% less. But, as ever with these things, one never knows how much the engineers have managed to claw back.
Have some unexpected devices already appeared on the new cars?
CW: You know, we write the rules to enable the teams to design cars as close as possible to the technical spec. They’ve been working in areas they hadn’t previously been trying to work in, so there’s not much we can do about that. I’m confident we’ve achieved a fairly significant reduction in downforce, but that’s not the critical thing: the critical thing is the effects. As long as we have the effects, we should be okay.
SLICK TYRES
Presumably, these effects have to be considered in conjunction with the slick tyres...
CW: Yes. An increase in mechanical grip and a decrease in aero grip were what we wanted. We’ should achieve 6 to 8% more mechanical grip with slick tyres, but it’ll clearly depend on the compound because Bridgestone will provide a range of tyres -4 different ones to be exact. They are still developing these, so we don’t know exactly how it’s going to work out.
Is it true to say that Bridgestone is working on a bigger gap between the available compounds at each race?
CW: Yes. This year, once again, each driver will have to use two different types of slick tyres during the race. We wanted to have a bigger difference between them. Sometimes, in 2008, this gap was a matter of one or two tenths. We thought it would be better if it was bigger. The Bridgestone engineers are working on that.
There seems to have been some talk during the winter tests about this difference being massive…
CW: What happens in winter testing is probably not indicative of what will happen in the warmer conditions of the first four races. It’s something we’ll have to look at, as we certainly don’t want too big a difference between the two types of tyres available at each race. This said, I think it would be to everyone’s benefit if there were a slightly bigger gap.
What would be this ideal gap?
CW: My personal opinion is at least half-a-second. But it’s only a personal opinion. Sometimes, in 2008, the difference between the two types of tyres was negligible wasn’t it? One couldn’t see the difference between the two, really.
KERS SYSTEM
A lot of teams seem just about ready to use their KERS system now. Is it worrying?
CW: The reason for KERS is very clear. We want to showcase technology. I think F1 using this sort of system will help manufacturers. Obviously, Formula 1 is going to be doing something to speed up the development pace on road cars. The other thing, obviously, is overtaking. For a driver to be able to use the extra horsepower at his disposal for overtaking has, I think, the potential to improve racing and that’s what we’re hoping for.
Team are using very different solutions in this area. Is it healthy for Formula 1 to have so many dissimilar ideas for a new technical challenge?
CW: Difficult to say. Presumably the teams involved have done things for their own good reasons. Obviously, the best solution will emerge, eventually. This is what always happens when we have something new. All the teams have significant simulation tools at their disposal. They’ve used these the best way they can to find and arrive at the best technology. There’s no clear leader as we speak but one will emerge, I’m sure.
Also, I think KERS will add significant interest to Formula 1. It’s going to be very interesting to see how the drivers deploy it, because the rules state that the release of the power has to be under the complete control of the driver - that’s the important part.
Some people have raised some concerns about safety with KERS. What has been done, as far as the FIA is concerned, to make sure the system won’t cause any problems?
CW: “Through the Technical Working Group, we set up a KERS Safety Working Group chaired by BMW. They‘ve met quite a few times and they’ve come up with a long list of suggestions, parts of which have already become regulations, and some of which will form the basis of a comprehensive document we’ll circulate to all circuits and tracks hosting a grand prix.
The teams are taking this very responsibly for their own safety, of course. They’re also looking at how the marshals will respond to broken down cars. There will be things like the KERS status warning light that will be on all cars. Marshals are going to be educated by the documentation we’ll provide.
Also, the systems themselves should be safe. If there’s a risk, it should be clear to a marshal who walks up to the car. He should approach the vehicle, look at the KERS status light and, if it is in the wrong state, he shouldn’t touch the car. Also, people working on the track are being briefed about how to pick up parts, which will be clearly identified by colour coding. If they potentially contain high voltage, they have to know how to move them. They will also wear gloves, which are good for a thousand volts.
What about safety in the design of the KERS components and their integration in the cars?
CW: The teams are coming up with this themselves. All the electronics experts are talking to one another and coming up with various ways to make sure they don’t get into any kind of difficulties.
UPGRADED ENGINES
There’s also some king of uncertainty recently about the number of engines the teams will be able to use over the season…
CW: It’s eight engines for the whole year. A driver will only incur a penalty if he uses a ninth engine. So the teams can use the engines as they like. There’s no three consecutive race rule because there doesn’t seem to be a need for it any longer. The engines will not have to do three complete events now.
In the past, as you know, the two-race engine was used only on Saturdays and Sundays. Now, for 17 races, the eight engines will have to do the three days of each grand prix. What the teams will do is to have a Friday engine that’ll probably do the first four races or something of that nature. They’ll then take the engine out and use another one for Saturday and Sunday. All we’ve got to do, - it’ll be extra work - is to make sure that these engines remain sealed and are untouched.
So, once you’ve started the event with one engine, you will be able to change it whenever?
CW: Exactly!
In terms of performance gains, can you say what has been allowed for the teams, especially for Renault?
CW: As you know, I can’t really give you confidential information. But we gave all the teams the opportunity to submit a list of things they would like to change in order to achieve engine parity, because there seemed to be some disparity between engine performance, which was not intended. Then, with Honda’s withdrawal – they appeared to be the ones down on power – the engine manufacturers agreed among themselves that they would not seek any engine parity changes, and they would allow Renault to do something. It’s what I would describe as a minor upgrade. It’s a one-off thing; it’s not an on-going thing. Now, teams have submitted their list; we’ve agreed to it and that’s the end of it until 2012.
SAFETY CAR RULES
It was difficult to follow some races in 2008 because of the safety car rules. Will you change them this year?
CW: Yes. The rule introduced in 2007 was a bad one, and we’ve gone back to the 2006 regulations. The only difference is we intend to implement a minimum time back to the pits. When we deploy the safety car, the message will go to all the cars, which will then have a “safety car” mode on their ECUs. As soon as that message gets to the car, it’ll know where it is on the circuit, and it’ll calculate a minimum time for the driver to get back to the pits. The driver will have to respect this and the information will be displayed on his dashboard.
If you remember, the reason we closed the pit entry was to remove the incentive for the driver to come back to his pit quickly. That’s gone now, as you won’t be able to reach the pits any quicker than your dashboard display allows you to.
PRIVATE TESTING AND USE OF WIND TUNNELS
What other measures have been taken recently in order to reduce costs? CW: What we’ve done, as far as regulations are concerned, is to slash the maximum amount of testing from 30 000 to 15 000 kilometres. Moreover, there will be no in-season testing. That means no testing between seven days before the first race and 31st December of the same year. So no testing whatsoever except for eight days of aero testing in a straight line.
This might be a big problem for young drivers who want to get into F1. They won’t be able to get any kind of training…
CW: There’s provision for a few days of young driver training as well.
Finally, there’s a big cut in wind tunnel testing…
CW: That’s right. No more than forty hours per week for each team.
Why was this measure taken and what does it imply?
CW: This is simply because some teams were running twenty-four hours a day, seven days a week with three shifts -including model makers- and all that sort of thing. Quite clearly, it’s very hard for a team that hasn’t got that kind of resources to keep up. Forty hours a week seems to be something everybody can cope with.
Will you be able to check that nobody uses a sub-contractor to do extra work in a private facility?
CW: We’re obviously looking into all those things: if it emerged that anyone had been doing something underhand, they would be in very serious trouble. Also, we’re putting measures into place in order to make sure that people don’t have any incentive to do so.
At the World Motor Sport Council meeting on the 17th of March, the followng decisions were made regarding the 2009 Formula 1 regulations:
2009 Formula One Regulations
Points
The WMSC accepted the proposal from Formula One Management to award the drivers’ championship to the driver who has won the most races during the season. If two or more drivers finish the season with the same number of wins, the title will be awarded to the driver with the most points, the allocation of points being based on the current 10, 8, 6 etc. system.
The rest of the standings, from second to last place, will be decided by the current points system. There is no provision to award medals for first, second or third place. The Constructors’ Championship is unaffected.
The WMSC rejected the alternative proposal from the Formula One Teams’ Association to change the points awarded to drivers finishing in first, second and third place to 12, 9 and 7 points respectively.
Testing
Teams will be allowed to carry out three one day young driver training tests between the end of the last event of the Championship and 31 December of the same year. Drivers are eligible only if they have not competed in more than two F1 World Championship Events in the preceding 24 months or tested a Formula One car on more than four days in the same 24 month period.
Teams can also conduct eight one day aerodynamic tests carried out on FIA approved straight line or constant radius sites between 1 January 2009 and the end of the last Event of the 2009 Championship.
Media
The FIA will publish the weights of all cars after qualifying at each Event.
For greater clarity for spectators and media, wet tyres have been renamed “intermediate” and extreme-weather tyres renamed “wet”.
On the first day of practice all drivers must be available for autograph signing in their designated team space in the pit lane.
All drivers eliminated in qualifying must make themselves available for media interviews immediately after the end of each session.
Any driver retiring before the end of the race must make himself available for media interviews after his return to the paddock.
All drivers who finish the race outside the top three must make themselves available immediately after the end of the race for media interviews.
During the race every team must make at least one senior spokesperson available for interviews by officially accredited TV crews.
A number of further amendments were adopted for the 2009 Technical Regulations. Full details will be available shortly
2009 Formula One Regulations
Points
The WMSC accepted the proposal from Formula One Management to award the drivers’ championship to the driver who has won the most races during the season. If two or more drivers finish the season with the same number of wins, the title will be awarded to the driver with the most points, the allocation of points being based on the current 10, 8, 6 etc. system.
The rest of the standings, from second to last place, will be decided by the current points system. There is no provision to award medals for first, second or third place. The Constructors’ Championship is unaffected.
The WMSC rejected the alternative proposal from the Formula One Teams’ Association to change the points awarded to drivers finishing in first, second and third place to 12, 9 and 7 points respectively.
Testing
Teams will be allowed to carry out three one day young driver training tests between the end of the last event of the Championship and 31 December of the same year. Drivers are eligible only if they have not competed in more than two F1 World Championship Events in the preceding 24 months or tested a Formula One car on more than four days in the same 24 month period.
Teams can also conduct eight one day aerodynamic tests carried out on FIA approved straight line or constant radius sites between 1 January 2009 and the end of the last Event of the 2009 Championship.
Media
The FIA will publish the weights of all cars after qualifying at each Event.
For greater clarity for spectators and media, wet tyres have been renamed “intermediate” and extreme-weather tyres renamed “wet”.
On the first day of practice all drivers must be available for autograph signing in their designated team space in the pit lane.
All drivers eliminated in qualifying must make themselves available for media interviews immediately after the end of each session.
Any driver retiring before the end of the race must make himself available for media interviews after his return to the paddock.
All drivers who finish the race outside the top three must make themselves available immediately after the end of the race for media interviews.
During the race every team must make at least one senior spokesperson available for interviews by officially accredited TV crews.
A number of further amendments were adopted for the 2009 Technical Regulations. Full details will be available shortly
The idea was good but the execution is bad..
The idea of winning the WDC to be awarded to the driver with most wins was good..but i'm left to wonder on the new points system..its not a fair one..
Imagine one driver winning 9 out of 17 races n DNF in the the balance 8 would win the championship from a driver who won 8 races n finished 2nd in the remaining 9 behind the champion
Mad Max!!
The idea of winning the WDC to be awarded to the driver with most wins was good..but i'm left to wonder on the new points system..its not a fair one..
Imagine one driver winning 9 out of 17 races n DNF in the the balance 8 would win the championship from a driver who won 8 races n finished 2nd in the remaining 9 behind the champion
Mad Max!!
An F1 Idiot!!!
-
JayVee
- F1 Race Winner
- Posts: 3394
- Joined: Sat Jan 22, 2005 12:17 am
- Location: Somewhere left of the middle
I already commented on the new scoring system on the other thread.
I think a testing ban is not good. Teams may start testing components at races and that will be bad for safety. Perhaps 2 or 3 test sessions per season.
I must say though that I like the fact that more information will be provided about fuel loads - now we can tell who is really fast and who is light. Driver availability is also good but I think not many get to go on the pitlane
I think a testing ban is not good. Teams may start testing components at races and that will be bad for safety. Perhaps 2 or 3 test sessions per season.
I must say though that I like the fact that more information will be provided about fuel loads - now we can tell who is really fast and who is light. Driver availability is also good but I think not many get to go on the pitlane
I'm back and yes supporting Alonso "The Cute" in the Ferrari!
I hate the "winner take all" points system. With a system like this, some drivers will simply give up when they no longer have a chance at the title. Let's not forget that being a Formula 1 driver means risking your life on a weekly and daily basis for the sport.
The new technical regulations are still set up to favor the big spending teams. How about eliminating virtually all aerodynamic packages to the point of making wings provide minimal downforce, and make the teams produce cars with more mechanical grip as in ALMS? I would ban diffusers as most of them are designed to disrupt the grip and aerodynamics of a following car.
Engine regs should be stabilized so that the sport attracts more engine builders. Stable rules regarding engines will automatically bring costs down. This worked for CART in the 80s amd 90s.
Call me a relic. Call me what you will. Say I'm old fashioned. Say I'm over the hill...
The new technical regulations are still set up to favor the big spending teams. How about eliminating virtually all aerodynamic packages to the point of making wings provide minimal downforce, and make the teams produce cars with more mechanical grip as in ALMS? I would ban diffusers as most of them are designed to disrupt the grip and aerodynamics of a following car.
Engine regs should be stabilized so that the sport attracts more engine builders. Stable rules regarding engines will automatically bring costs down. This worked for CART in the 80s amd 90s.
Call me a relic. Call me what you will. Say I'm old fashioned. Say I'm over the hill...
Christoforo
You're not getting old, the music just sucks!!
Fernando Alonso is currently the best... Period!!!
-)_ (-
(_!_) Inclined to get behind!!!
You're not getting old, the music just sucks!!
Fernando Alonso is currently the best... Period!!!
-)_ (-
(_!_) Inclined to get behind!!!
-
Julian Mayo
- Forum Hall of Fame
- Posts: 15661
- Joined: Sun Jan 23, 2005 7:07 am
- Location: Tying the antenna to the tallest tree I can find.
reli,..........sorry I am in a hurry, will that suffice ??RE30B#16 wrote:I hate the "winner take all" points system. With a system like this, some drivers will simply give up when they no longer have a chance at the title. Let's not forget that being a Formula 1 driver means risking your life on a weekly and daily basis for the sport.
The new technical regulations are still set up to favor the big spending teams. How about eliminating virtually all aerodynamic packages to the point of making wings provide minimal downforce, and make the teams produce cars with more mechanical grip as in ALMS? I would ban diffusers as most of them are designed to disrupt the grip and aerodynamics of a following car.
Engine regs should be stabilized so that the sport attracts more engine builders. Stable rules regarding engines will automatically bring costs down. This worked for CART in the 80s amd 90s.
Call me a relic. Call me what you will. Say I'm old fashioned. Say I'm over the hill...
The Mountain is a savage Mistress.