Mat Coch writes

The drag reduction system continues to be a hot topic this weekend after its less than auspicious debut in Melbourne two weeks ago. Many continue to question its effectiveness while others are concerned the complexity it introduces will further alienate casual fans who simply won't understand.

Introduced in an attempt to spice up the show, the system has left purists cringing at the prospect of artificial racing while those interested in the entertainment have been rubbing their hands together in anticipation. However, during the Australian Grand Prix the impact of DRS was negligible, drivers were still unable to overtake their rivals despite enjoying as much as a 10 mph boost in top speed.

"In Melbourne, the wing obviously wasn't that powerful," admitted Red Bull boss Christian Horner in Sepang. "Arguably, it put a few cars in a position to make an overtaking manoeuvre but it is one of the shortest straights. We will have a much better view of the impact that the DRS has this weekend with the length of the straights."

For this weekend the FIA has elected to use the front straight for the wing's 'activation zone' in an attempt to increase overtaking into the first turn. Other alternatives were the approach to turn three, an uphill right hander, or along the straight leading into the final turn. Both, it was decided, are already conducive to overtaking without the need for DRS assistance.

"It'll work really well around here because you've such a long straight," said 2009 world champion Jenson Button after the opening two practice sessions. However the McLaren driver is wary that, while relatively ineffective in Melbourne, the system may have a more pronounced effect in Sepang. "I think it'll, in a way, make it too easy to overtake," he said.

"This is a circuit where you can overtake," he continued. "If you get within one second of a car in front you normally can have a chance to overtake him. The difficulty still will be to get within that one second."

Whether the British driver is correct is still unknown as the FIA tweaks the system for each event or, as some are suggesting, making it up as it goes along. It's hardly the way to rekindle the interest of dwindling television audiences who are forced to try and make sense of the reintroduction of KERS, the drag reduction system, a new tyre supplier, team orders, the 107% rule and the banning of technical developments (namely the F-Ducts) which dominated the headlines last season.