![]() ![]() A driver like him might find even more time than what he currently can.There’s been little to separate Mercedes and Ferrari this year, despite the fact that both teams have adopted very different car design philosophies. "You might see someone like Sebastian Vettel who thrived in 2011, putting his foot down even before he's got to the apex of the corner. You're going to now have wider tyres at the back and loads more downforce and giving you that extra grip. The whole thing could be turned on its head. You're going to be power limited rather than grip limited. That might be eradicated next year, you might be able to lean on your tyres as much as you want through the whole race and you don't have to consider the tyre wear or the car moving around at all. "Let's take Sergio Perez known for his qualities of looking after tyres, with the car slip-sliding around and he's great at keeping them alive during a long slippery stint. They're going to be so different to drive that it will take different qualities from a driver. ![]() I think you're going to see a shake-up in the drivers that perform now or don't perform now - things might turn around. "Next year the cars are completely different," he said. They're going to be like big Formula 3 cars next year. We won't be covering the rumours and driver line-up changes for next year here, but Sky F1's Anthony Davidson's analysis on how the grid could be "turned on its head" is certainly an interesting scenario. Any outfit who can not agree a power unit deal must be supplied by the manufacturer which supplies the least amount of teams, which is currently Honda, at a stipulated rate.īut concerns still linger, with Sauber boss Monisha Kaltenborn confirming that both her team and Force India expressed concerns to the sport's governing body about the deal. In an effort to make the field more competitive, meanwhile, the engine token system will be scrapped from 2017 onwards and a boost pressure constraint will be introduced. Next year's rules will also limit drivers to four power units per season compared to this season's five in another cost-cutting approach, and one to perhaps add yet more unpredictability.Īll teams have now confirmed their engine suppliers next season, but even if they hadn't, we wouldn't be seeing a repeat of Red Bull's 2015 issues. "All this makes the car allow more overtaking manoeuvres, maybe by 5 per cent, as all current overtaking manoeuvres are driven by DRS and tyre regulations."ĭespite some high-profile and persistent opposition to the hybrid turbos since their 2014 introduction - most notably from Bernie Ecclestone - the technology will remain in place until at least 2020.Ĭustomer costs was one of the biggest issues when it came to engines and power unit supply costs will be reduced by 1m Euros in 2017 compared to this year's price and by a further 3m Euros in 2018. "The car will generate more downforce from the tyres, mechanically, which should not hurt the overtaking numbers," he said. "Additionally, the influence of the front wing will be lower, since the floor and the diffuser will generate more downforce, allowing more overtaking. And it's not just Alonso at McLaren, team principal Eric Boullier has also given his backing. ![]() Give us five seconds' worth of lap time from aero and nothing will change - we'll just be driving faster."īut there are also those who believe racing will improve next season. In terms of drivers not keen on more downforce, Lewis Hamilton perhaps put it most starkly: "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. "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," said Symonds. While the decrease in lap times and increase in downforce is likely to make the cars more challenging for drivers, few believe the changes will do anything to alleviate F1's overtaking issues - and some fear the age-old problem of cars being able to follow each other closely will only get worse. Reduced exclusions zone allowing for larger bargeboards Swept endplate in side view and tucked in front viewġ400 max width 1300mm min width Edge radii <50mm constantġ600 max width 1400mm min width Edge radii <100mm variableġ25mm high, 1000mm wide, starts at rear axleġ75mm high, 1050 mm wide, starts 175mm ahead of rear axle ![]()
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