Formula 1 2011 Preview – Start Your Engines!

Welcome, one and all, to my very first Formula 1 blog!  First things first, let me say that, although I support Team Red Bull and, particularly, Mark Webber, I aim to provide a fair and even review of each race of the season. Over the next week and a bit I will be bringing you my review of the upcoming 2011 season, starting with the key changes for the new season!

Last season we saw the introduction of the F-Duct, which was pioneered by McLaren, adopted by Ferrari and Sauber BMW and allowed drivers to alter the air flow over their rear wing to increase down-force and create the possibility of a speed advantage over other drivers.  Some drivers felt, however, that the duct contravened regulation 3.15 (aerodynamic influence).  As a result, any system or device that relies on driver movement as a method of altering the aerodynamics of the car is prohibited in 2011.  This includes the F-Duct and double diffusers, which were developed and originally used by Brawn GP, Williams F1 and Toyota Racing, and enhanced the transition between the high velocity air underneath the car and the ambient atmosphere.  But fear not, because a change to movable bodywork regulations has allowed for drivers to adjust the angle of the rear wing from their cockpit which, as with the F-Duct, will affect down-force and aerodynamics.  The system is electronically governed and will be available for drivers at any time during practice and qualifying but, during the race proper, will only be available if the driver is less than one second behind another car at pre-determined points on the track.  Once a driver brakes, the system will become unavailable again.  I, for one, am excited to see how this incredibly sophisticated piece of technology will affect the dynamics of a race and whether it will live up to the hype it’s received pre-season.

Another key change for the new season is the reintroduction of KERS, or Kinetic Energy Recovery Systems.  KERS work by ‘recycling’ waste energy created by braking.  The energy can then be turned into additional power in fixed quantities per lap via a ‘boost button’.  This re-introduction of 2009 season technology brings with it a logistical issue to bear in mind: When KERS were last available, refuelling mid-race was legal but this is now no longer the case.  As a result, fuel tanks are larger and engineers may struggle to fit the battery packs and other related paraphernalia alongside.  Will this affect the shape and, ultimately, aerodynamics of the cars – jarring against the proposed power of the moveable rear wing?  Only time will tell, my friends!

2010 saw a few loose wheels shooting (and bouncing!) across the pit lane.  In response to call for tighter safety measures in this respect, teams must now place two tethers, contained in separate suspension members on every wheel.  As for tyres, the sport has a new provider in Pirelli following Bridgestone’s decision to withdraw after a 13 year run with Formula 1.  The most important thing to note about the rubber, however, is the change in rules.  Drivers are now allocated with only 11 sets of dry-weather tyres for the entire race weekend.  This is a reduction of three sets.  Drivers will each have 2 sets of prime and 1 set of option made available to them for P1 and P2 each weekend.  The final 8 sets will be at their disposal for the remainder of the weekend.  As per 2010’s regulations, a driver will be excluded from the result if both dry-weather specifications are not used in a race.  It should also be noted that, if a dry race is suspended and cannot be restarted for any reason, a driver who has not used both dry-weather spec tyres will have 30 seconds added on to his finish time.

Finally, let’s look at 2 important rule changes before we head on to the fun bit!  The first is the 107% qualifying rule.  This rule states that, if a driver fails to set a lap time within 107% of the fastest lap during Q1, he will not be able to start the race.  Stewards will have the ability to waive this rule under exceptional circumstances, for example, if a driver sets a suitable time during P1 or P2.  Personally, I feel that we will rarely see this rule waived except for, for example, when drivers are faced with severe weather conditions, as they were in S Korea last season.  The second and, possibly most controversial, rule change is the removal of the clause banning team orders.  Many of you will remember Ferrari getting into hot water last season following Rob Smedley’s immortal words to Massa; “Alonso is faster than you”.  Massa, who was leading the race, pulled aside to allow Alonso to pass him.  The entire F1 community had something to say about Ferrari’s display – whether it was to support or berate them – and the team were fined US$100,000 for breaching the regulation preventing team orders.  The removal of this regulation has the potential to create waves both for the sport as a whole and within separate teams: who can forget Mark Webber’s comment about being “OK” for a “Number 2 driver”?  Each team has it’s first and second driver, will the ability to feedback team orders from the pit automatically put the second driver at a disadvantage?  Only time will tell.

Next in the series will be my review of the teams and their new line-ups for the 2011 season. Hope to  see you then….