F1 feature: the 2017 rules changes

NOW GOING NOWHERE EVEN FASTER

THE NEW REGULATIONS WILL REDUCE LAP TIMES BY BETWEEN FOUR AND FIVE SECONDS, BUT SPEED MAY NOT NECESSARILY MEAN SPECTACLE

The 2017 Formula One cars have not so much as turned a wheel and already they have been roundly criticised. Not that this should surprise anyone, given the ill-advised thinking that once again threatens the reputation and image of what is supposed to be motorsport’s agship.

The substantial performance gains dreamed up by the F1 Strategy Group will come from, according to a statement, “wider tyres, an evolution of the aerodynamic rules and a reduction of car weight”. The group was tasked with framing aero regulations that will make the cars more dif cult to drive thanks to the driver having to deal with higher Gforces through greater cornering speed.

FASTER, YES, BUT…

On paper, the desired aim is to see long-standing lap records beaten; an ambition that ies in the face of the reason behind the existing cars being made slower in order to assist with the real bugbear – a lack of overtaking.

At a stroke, the new rules are likely to make overtaking more dif cult, even if that is not the intention. Hence the criticism of changes that have no meaning in terms of pleasing the spectator and television viewer.

In truth, it will be dif cult to stand trackside and fully appreciate that cars are lapping faster, whereas a reduction of the already limited amount of passing and wheel-to-wheel racing will stand out like a sore thumb. The strategy group – made up of representatives from the six top teams, plus Bernie Ecclestone and FIA president, Jean Todt –

really ought to have known better.

The bigger tyres – increase of around 30% – will certainly make the cars look more chunky and purposeful, with the increased mechanical grip contributing to the corresponding rise in cornering speed. The tyres alone are predicted to contribute 2,5 seconds to the expected four to ve seconds a lap improvement.

The front wings will be wider. Given that there is an argument for making them narrower, out of harm’s way and less likely to be disturbed by the wake swirling from the car in front, the increase in dimensions is not being viewed as positive. The rear wing will be lower which, if nothing else, adds to a more squat and purposeful appearance.

“The cars are actually pretty good looking,” says Pat Symonds, the chief technical of cer at Williams. “It looks like a proper racing car. It’s got very big rear tyres and it doesn’t look retro, which is something I was worried about.”

Then Symonds, with more than 40 years’ racing experience, adds the sting in the tail. “But the truism is that the more downforce you’ve got on the car, the more you’re going to be affected by the wake of another car.”

THUMBS DOWN FROM THE DRIVERS

It’s a crucial point, taken up by Lewis Hamilton. “I think we need more mechanical grip and less aero wake coming off the back of the cars, so we can get close and overtake,” says the three-time world champion. “Give us ve seconds’ worth of lap time from aero and nothing will change; we’ll just be driving faster.”

Hamilton’s thoughts are endorsed by other drivers, too.

“Unless you have a big advantage over the guy in front, you get to within a second and you just lose downforce and there’s no way you can get any closer,” says former teammate and current world champion, Nico Rosberg. “You get within that 10th of a second, but within it you can’t get close enough. So, for sure, something has to change, but I’m not sure this is the right

decision. The bosses make these decisions. That doesn’t mean to say they’re right.”

“What we need to follow another car closer in the corners is more mechanical grip,” says Sebastian Vettel. “I also think we need better tyres to allow us to go quicker. I think the solution is very simple. Unfortunately, the sport is very political, with different interests from different people. But since the responsible people can’t agree on anything, the people who are literally paying for that are sitting in the grandstands.”

Not everyone agrees with this, though. Mclaren team principal, Eric Boullier, is one such person. “The cars will generate more grip from the tyres, mechanically,” says Boullier. “This should not hurt the overtaking numbers. Additionally, the in uence of the front wing will be lower since the oor and the diffuser will generate more downforce.

“All this makes the car allow more overtaking manoeuvres, maybe by 5%, as all current overtaking manoeuvres are driven by DRS [drag-reduction system] and tyre regulations [tyres dropping off in performance].”

This begs the obvious question, though: why were the drivers not consulted? Answers on a postcard to the FIA, Paris.

ALL IN ALL, A BAD IDEA

With the new regulations, the relationship between the wheels, bodywork and front wing will force the teams to prioritise air ow outboard of the front wheels. That means the ridiculous (in the view of this writer, among many observers in the F1 paddock), elaborate and expensive front wings will continue to lose performance in turbulent air. This and shorter braking distances (thanks to wider tyres) will not improve the chances of overtaking and do nothing for a spectacle more signi cant than the basic error of making the cars lap faster.

This, for better or worse, is what lies in store for the coming season. F1 appears to be going nowhere. And quickly – in every sense.

THIS BEGS THE OBVIOUS QUESTION, THOUGH: WHY WERE THE DRIVERS NOT CONSULTED?