Two independent DRS zones for Monza

Monza is expected to have two independent DRS zones per lap

The FIA is planning to use two DRS zones for the Italian Grand Prix – each with its own detection zone.

The Canadian Grand Prix saw the debut of double DRS zones, but both were activated by the same detection zone, which many believed gave an unfair advantage.

With this, a seperate detection zone for each area was improvised. It is believed that the DRS zones will be on the start/finish straight, and the straight from 2nd Lesmo to the Ascari chicane.

The extreme low-downforce nature of Monza means that the effect of DRS will be smaller compared to other races, but it is believed to be still significant.

As opposed to Jenson Button’s high-downforce strategy last year (utilising the F-duct), most teams are expected to run minimally angled rear wings.

FIA bans DRS for Eau Rouge corner

After speculation earlier today, the FIA has announced that the Drag Reduction System will be banned for the Eau Rouge corner.

The DRS system will be blocked from after the La Source hairpin (Turn 1) all the way until the exit of Radillion (second half of Eau Rouge).

However, it has also emerged that this is not just a driver issue. Team engineers have noted that the open rear wing would not be able to close if a driver hit the brakes through Eau Rouge. This would apparently lead to the rear wing possibly becoming stuck open for the rest of the lap. This issue is believed to be because of Eau Rouge’s high downforce/speed/incline combination.

Also, going far too quickly through Eau Rouge can lead to massive crashes – see Jacques Villeneuve and Ricardo Zonta in 1999 (both drivers had agreed to take the corner flat out before the qualifying session).

The DRS zone for the race will be placed after Radillion, and will continue on until the Les Combes complex.

 

DRS ban for Eau Rouge?

Eau Rouge, an extremely steep corner on the Spa circuit

The FIA is investigating whether the Drag Reduction System is suitable to be used at the Eau Rouge corner in Spa-Francorchamps.

DRS was banned earlier this year in the tunnel in Monaco, after several drivers noted that some might take unnecessary risks through the right-hand kink.

The same reasoning applies here. Eau Rouge is a famous high-incline corner, which is taken flat out in the dry conditions, like the Monaco tunnel. However, the risk of a crash here is also high, according to Rubens Barrichello:

"We’re going to see crashes going on, and that’s not the purpose.

"You’re going to gamble. I mean, last year we had to raise the knee to make it 
work [referring to F-duct system], and I went through Eau Rouge with one leg, and 
that’s not the purpose."

According to Mercedes, the DRS system may be used for up to 63% of the Spa circuit, second only to Monza.

FIA to use incident-spotting software during races

New software from the FIA will automatically detect incidents like this

The FIA has announced that it is testing software that will automatically notify Race Control when a driver breaks the rules during a race.

This software is a combination of real-time lap timing, GPS co-ordinates for each car, and data regarding tyre patterns. All of these are combines to detect when a driver has broken a rule while out on track.

The end result of this software is that it can advise Race Control, and race director Charlie Whiting, if a car has been behaving oddly, which in turn may lead to swifter penalties.

This information was released through the FIA’s magazine InMotion. The designer of this innovation, Gareth Griffith, explains the software’s function:

"We tied in the cameras with the timing and the GPS, so we knew exactly where a car 
was on the track.

Then we started to analyse the data to pick out incidents. The software creates 
alerts and that automatically takes the Riedel technicians to the right cameras, 
instead of them having to find them, as used to happen.

Within a few seconds Charlie [Whiting] can be looking at the incident: either for 
safety purposes or to refer it to the stewards. It is automated, using the data 
available and algorithms based on the interactions in that data.

In the case of baulking, for example, the algorithms can analyse the proximity of 
two GPS signals to see how long it takes the car behind to close from five to two 
seconds behind the car in front. We can then measure how long the second car stays 
behind the first and if there is no time lost then there was no incident.

The data can show us when a car is not behaving as it should be behaving and so we 
can ascertain at what moment that changed and if there was another car in close 
proximity at that moment."

However, this new technical innovation is still well away from passing judgement on drivers’ actions. It can already detect what kind of an incident has occured, but the responsibility of penalties still lies with Charlie Whiting:

"With all of this it is still Charlie’s decision whether to refer incidents 
to the Stewards and their decision as to whether the driver is penalised or 
not."

Sauber and McLaren fined for unsafe pit releases

Jenson Button's wheel detaches as he leaves the pit lane

Both McLaren and Sauber have suffered the wrath of the stewards after the British Grand Prix.

Both teams have received fines after seperate incidents in the pit lane, where Jenson Button and Kamui Kobayashi respectively were unsafely released from their box.

In Jenson’s case, the front right wheel was not secured before the lollipop was lifted. In Kamui’s case, a slow getaway meant his Sauber went alongside Rubens Barrichello, forcing Kobayashi to take evasive action – running over the Force India wheel guns in the process.

Sauber received a €20,000 fine, as well as the drive-through penalty sustained in the race. As McLaren’s mistake was much less dangerous, the Woking team will only pay €5,000.

FIA explain V6 decision in Q&A

The recent announcement of a 1.6 litre V6 engine by the FIA has not been universally commended, with many questioning the benefits of such a change.

With this in mind, the FIA have released a Q&A session, in which they explain the thinking behind the engine regulation change, as well as state the detailed engine specifications:

1. The World Motor Sport Council voted on 29 June 2011. What did it decide?

Following consultation with the various Formula One stakeholders  and the current Formula One engine manufacturers, the WMSC has ratified the adoption of a V6 turbo engine to be used in Formula One from 2014 onwards. This required changes to the regulations initially adopted by the World Council on 3 June 2011. The full regulations applicable to the 2014 season will be published in due course.

2. Will a V6 use more fuel, or have inferior economy compared with the original proposal?

No. To push the engineers to develop engine efficiency, the technical regulation imposes a fuel flow control. When evolving the regulation to fit with the manufacturers’ new request this parameter has not been changed. Thus the efficiency requirement will be unchanged.

3. Why has the rev limit been increased from 12,000rpm to 15,000rpm. Is this purely to enhance the sound of a Formula One car?

No. This parameter has been updated from 12000rpm to 15000 rpm to allow engineers more flexibility in power and energy management. However, as a consequence of the new architecture (V6) and the change in rev-limit, the engine will sound different, but will remain representative of Formula One.

4. Will the increase in rpm alter fuel consumption?

Absolutely not. As mentioned above, the fuel flow limit will stay the same. The technologies are the same and as a consequence any increase in rpm will constrain the engineers to work harder on reducing friction and gaining on engine efficiency. The challenge will be even bigger than originally planned and will therefore enhance the technological lead of Formula One.

5. Has the FIA  retained the energy recover devices originally intended to be used in conjunction with the I4 engine?

Yes, the concept initially presented is respected. All of the technology intended for the I4 is still present. This new power plant will be a dramatic step forward in both fuel efficiency and in energy management.

6. Will those manufacturers already engaged in the development of a four-cylinder engine face increased costs now they need to redirect their resources toward designing a V6?

To our knowledge, five manufacturers were working on the proposed 4-cylinder engine. They will all need to adapt their project and this will surely involve some additional costs, depending on how advanced each project was. This evolution has been proposed and supported by all four engine manufacturers currently involved in Formula One.

7. Why is the introduction of the new generation of engines now being delayed by year?

The decision to delay the introduction until 2014 comes at the request of the four engine manufacturers currently involved in Formula One. Their request for extra time is linked to the change in architecture but also to ensure their projects are more robust (one of the goals of the project is to enhance engine durability to c.4000km)

8. Will these energy recovery systems and other efficiency devices ultimately influence the development of road cars?

Yes. The clear need for the automotive industry to reduce emissions means energy management will increasingly become a key factor in the development of more efficient powertrains. Kinetic energy recovery is already applied in Formula One and the introduction of exhaust energy recovery will add another technology route to be explored. Formula One will also return to its role as a developer of turbo-charger technology. This research will have real-world benefits, contributing valuable knowledge that will be of use to future road car development.

Combustion engine specifications:

1600cc, V6
15000 rpm max
Direct fuel injection up to 500bar
Single turbocharger
Controlled fuel flow

Energy recovery and storage systems specifications:

Kinetic, 120kW on the rear wheels
Exhaust energy recovery linked to the turbocharger

FIA approves V6 engines for 2014

Current F1 engines are set for an overhaul in 2014

The FIA has today approved the change in engine regulations for the 2014 season.

The move will see the sport switch from 2.4 litre normally aspirated V8 engines to more efficient 1.6 litre turbocharged V6 power units.

It has also been confirmed that this new engine formula will feature several energy recovery units, though this detail has yet to be elaborated on.

The last time turbocharged engines were used in F1 was back in 1988.

A statement issued today from the FIA reads as follows:

"Following a fax vote by its members, the World Motor Sport Council has ratified the
engine regulations recently drawn up in consultation with the main stakeholders in
Formula 1.

“he new power plant will be a V6 1.6 turbo unit with energy recovery systems. This
new formula will come into effect as from the start of the 2014 FIA Formula 1 world
championship season."

It has been revealed that the original push for 1.6 litre 4-cylinder engines, which was rejected several  days ago, was being put forward by Audi, a prospective engine supplier to F1 teams from 2013 onwards.

The switch to efficient turbocharged engines is not a surprise, considering the FIA has been keen to improve the “green” aspect of the sport in recent times. It is currently unknown how this regulation change will affect total power output, but it is expected that the energy recovery systems (KERS, exhaust gas recovery units) will compensate for any loss in engine power.

Update: The FIA has confirmed today that these new engines will use a 15,000 rpm rev limiter.

FIA to enforce Monaco tunnel DRS ban

DRS will be banned in the tunnel in Monaco

After safety complaints from many of the drivers, the FIA has made the decision to ban the Drag Reduction System in the tunnel of the Monaco Grand Prix street circuit this weekend.

To prevent drivers taking risks at the sharp right-hander, race director Charlie Whiting has decided to ban the use of DRS in between two specific points on the circuit.

The distance markers 1350m and 2020m (the area of the tunnel) has been specified as an area that DRS cannot be used in.

Otherwise, the device is free to be used around the track during practice and qualifying, and the start/finish straight will soon be confirmed as the race location for DRS use.

In a letter to the Grand Prix Drivers Association on Monday, Whiting claimed that the FIA’s initial tough stance on DRS in the tunnel (they believed there was no safety concern) has since softened.

While most drivers are pleased with this announcement, Renault team principal Eric Boullier doesn’t see the point:

"Some feel that the incentive to benefit will force drivers to take unnecessary risks.

My own view is that the drivers will build up their confidence gradually during free 
practice and by the time qualifying arrives they will know in how much of the tunnel 
they can safely use the DRS wing.

Often in the past the tunnel has been very tricky to take flat out at the start of 
the race weekend when the track is poor.

"This has not caused the drivers to crash, they have simply built up their pace 
gradually until they were confident that it could be taken flat - I think the same 
approach will emerge with the DRS."

FIA make changes to blown diffuser rules

The exhaust blown diffuser has been limited by the FIA

The FIA has informed all F1 teams of changes to the technical regulations concerning blown diffusers, which will come into effect at this weekend’s Spanish Grand Prix.

One of the main points of development for the teams this year has been the blown diffuser, which channels exhaust gases onto the diffuser, which initially only brought downforce benefits while the driver was on the throttle.

However, several teams, particularly Red Bull, have been believed to have exploited the blown diffuser, by allowing the system to work even while the throttle is not being used. A constant flow of gas through the exhaust system is rumoured to be the cause for this.

This is the innovation that the FIA will soon ban. They have written to all the teams, instructing them that the use of the throttle is only to increase torque, not for aerodynamic performance.

If any team is caught to evade this ruling, they will have broken Article 3.15 of the technical regulations, which bans movable aerodynamic pieces or devices.

McLaren believe that this exploitation may be the key to Red Bull’s scintillating qualifying pace, so it will be interesting to see how Vettel and Webber perform in Barcelona this weekend.

Update: The FIA has decided not to go ahead with this regulation for this weekend, after several “unforeseen and unintended consequences” were brought to their attention. However, they are planning to move ahead with the new ruling as soon as possible.

No DRS ban for Monaco

DRS will be used in Monaco

The FIA has decided that there will be no ban on the Drag Reduction System for the Monaco Grand Prix, despite safety concerns from drivers.

The unlimited use of the adjustable rear wing in the tunnel is the primary concern from some drivers, who feel that it is an unnecessary risk.

However, some teams voiced their support for retaining the system, claiming it would be difficult to create a Monaco-specific rear wing.

Williams technical director Sam Michael has said that Charlie Whiting has told the teams there will be no ban, as only a handful of teams objected to the device:

"Charlie told us this morning. There were some teams that did not think DRS would be 
good there, but other teams were saying they did not agree [with the ban] and did not 
understand on what basis [it would be banned].

So Charlie was quite straightforward about it. He said that there wasn't a strong 
enough argument to not have it, so it is staying. We were neutral on it, we didn't 
mind."

On the other hand, several drivers are unhappy with using DRS on the street circuit. Rubens Barrichello in particular feels that the sport’s governing body has made the wrong call:

"I just think it is wrong. I would love the people at the top to sit in the car and 
try to do the tunnel with the DRS open.

In my opinion, they are waiting for something bad to happen. And when it happens, 
they will just say, 'oh, next year we will not have it for Monaco'.

The drivers have not been listened to right now and I think it is the wrong 
decision.

I can see a race [filled] with safety cars. If they could listen still: I think 
Monaco is what it is. It is not overtaking territory.

Do they think they can introduce overtaking through the DRS? They possibly can, but 
they might hurt someone. That is a voice from experience."