12/03/2007
NEWS STORY
Tyres
Bridgestone is the sole tyre supplier in the 2007 championship. Under the terms of the Sporting Regulations, they must make available "identical quantities and specifications of tyres to all teams" (Art. 25.1b).
For testing, this means an allocation of 300 sets of tyres per team, for the entire season (with total testing mileage restricted to a maximum of 30,000 km, this means approx. 100 km per set of tyres).
At a race weekend, tyre usage is as follows:
Total: No more than 14 sets dry tyres per driver (7 of each spec). 5 sets wet tyres per driver. 4 sets extreme tyres per driver
P1 + P2: 8 sets dry tyres per team (4 of each spec), all to be returned after P2. Only 1 set of wet and 1 set of extreme permitted per driver, which must be returned if used.
P3: 10 sets of dry tyres per driver (5 of each spec), 2 sets to be returned after P3 (1 of each spec). 4 sets of wet and 3 sets of extreme allocated per driver. Unused tyres from P1/P2 can form part of this allocation.
Qualifying + Race: 8 sets of dry tyres per driver available (4 of each spec). At least 1 set of each dry spec must be used by the driver in the race, unless wet or extreme tyres are used.
The different tyre specifications must be visually distinguishable from one another when on track.
Pat Symonds, Executive Director of Engineering: "Tyre usage is something we had to pay close attention to during 2006, and while the rules offer a little more freedom this year, it will still play an important part in how we plan our race weekend.
"Using two types of tyre during the race is not a huge change. The impact will vary from weekend to weekend, and its severity will depend on whether or not the softer tyre is marginal on the circuit in question, or in the prevailing conditions. Just as with any other strategic factor, though, there will be an optimum way to run the race – and most of the teams will arrive at that optimum point pretty quickly. There may be some variation at the start of the season, but I am sure we will soon all be following similar strategies.
"It is a very good thing indeed that spectators will be able to distinguish between the tyres types. It makes the sport easier to understand, it's more transparent, and that's a good thing. For the teams, it makes very little difference, as we all used our resources to obtain this information anyway. Now, we will be able to invest that energy elsewhere. Quite simply, it's better for everybody."
Engines
2007 sees Formula 1 enter a period of engine homologation during which the sealed perimeter of the engine will remain unchanged for the 2007, 2008, 2009 and 2010 seasons.
All engines are based on the units used at the 2006 Chinese and Japanese Grands Prix. Approved modifications, at the discretion of the FIA, to specified areas of the engine, were permitted to re-tune the units for a new maximum rev limit of 19,000 rpm. All engines must be 2.4l V8 engines.
Rob White, Deputy Managing Director (Engine): "Our development programme is clearly much reduced compared to previous years – and our resources have been structured to reflect this. In the past, the primary routes to improved performance came through development within the engine's sealed perimeter, and any such development has been outlawed by the engine homologation regulations. No development is permitted within the sealed perimeter of the engine, which restricts our work to optimising how we use the engine in the car – and the areas of electronics, ancillary components and gains from fuel and lubricants with our partner Elf. Last year, with unlimited development under deliberately restrictive V8 engine regulations, we could expect to achieve a gain of between 1 and 2% in engine performance. During 2007, modest gains of up to 1% may be achievable."
Engine usage is now free during the free practice sessions on Friday (P1 + P2), in order to encourage increased on-track action relative to 2006.
An engine must still last for two consecutive Events, but for the purposes of engine usage, an Event is deemed to comprise P3, qualifying and the race. This means engines will be changed after P2, in preparation for running on Saturday and Sunday.
In total, the ING Renault F1 Team will bring eight engines to each Grand Prix event, compared to five in 2006. However, engines that run in Friday practice will not reach peak mileage during these sessions, and may subsequently be run at other Grand Prix weekends, or during testing.
The Renault F1 Team will supply identical specification RS27 engines to Red Bull Racing for the 2007 season and beyond.
Denis Chevrier, Head of Trackside Engine Operations: "Competitive customer engine supply is part of Renault's racing heritage, and we have tried to approach our new relationship with Red Bull Racing in the best possible conditions, establishing clear, honest operating principles from the outset. Priority number one was to ensure that the works team suffered no drop off in the quality of trackside support. And number two, was to establish a strong trackside team with Red Bull Racing, building for the long term. Our teams have had to learn how to work together, in order to build up performance levels ahead of the season. What's more, our engine supply agreement has meant we completed more miles with the RS27 engine this winter, allowing us to learn more about its on-track behaviour than would otherwise have been possible. That additional knowledge will be beneficial for both Renault and Red Bull Racing."
Race Weekend
Free practice sessions will take place on Friday from 10.00 to 11.30 (P1) and 14.00 to 15.30 (P2). Teams are permitted to run additional drivers during these sessions, but may run no more than two drivers in any one session.
For all free practice sessions, pit-lane speed limits will be fixed at 60 kph. For qualifying and the race, this will be raised to 80 kph – reduced from 100 kph in 2006. The additional time required for pit-stops may influence teams' decisions on race strategy.
Safety
The 2007 Formula 1 cars incorporate several significant safety improvements relative to their predecessors, as part of the continuous ongoing development in this area. All cars must include new side intrusion panels on the cockpit sides with a minimum thickness of 6.2mm, and are constructed from Zylon and carbon.
The dimensions of the rear impact structure have been standardised to ensure improved performance in both barrier impacts, and rear impacts with other cars.
Furthermore, all cars must include a ‘track signal information display' in the driver's line of sight. This electronic marshalling system alerts the drivers to flags displayed around the circuit, and complements the traditional marshalling methods. Each car will also include a telltale medical warning light, linked to the data logger, to provide medical crews with an immediate indication of accident severity.
Pat Symonds: "The safety improvements for 2007 are extremely important. Testing work last year showed that the side intrusion panels offer a major benefit in avoiding potentially serious accidents in the event of major impacts. The revised rear impact structure improves performance in two dimensions: improved resistance in the event of an impact with the barrier, and a reduced risk of cockpit penetration if a rear impact with another car occurs. And finally, the marshalling system is a big help for the drivers – and a much more effective, modern system than waving flags from trackside, out of the driver's line of sight."
Testing
Each Formula 1 team is now governed by an agreement that limits total annual testing mileage to a maximum of 30,000 km. In-season testing is restricted to just eight, three- day, single-car teams tests – and a limited number of shakedowns and aerodynamic tests.
So far in 2007, the ING Renault F1 Team has completed a total of over 13,300 km during 37 car days of running since the opening test of the year on 16 January 2007 in Jerez.
In spite of completing just 5 test sessions during the 2007 pre-season, compared to 7 in 2006, the team has completed just 150km less than at the same time twelve months ago – thanks primarily to its ability to run with two brand new R27 chassis from 17 January onwards.
In spite of poor weather conditions hampering running at some tests, the team's cars have averaged over 350 km per day of running – just over a Grand Prix distance.
The team has used nearly half of its total mileage allocation by the start of the season – but that does not mean it will be severely restricted for the rest of the year. While the team completed 37 car days of running between January and early March, only a total of 24 car days of testing are permitted between the Australian and Brazilian Grands Prix.