How Formula 1 Will Change This Decade

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YOUR FREE COPY WITH OUR COMPLIMENTS F1: The future How Formula 1 will change this decade

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If any problems arise concerning this document, Moog Controls please contact Oyster Studios on +44 (0)1582 761212. Publication: Race Car Engineering Job Number: 5038 Insert Date: December 2019 File Name: Moog_Motorsports_RaceCarEng_A4 Copy Date: 25-11-19 Last Updated: 24-11-19 Ad Size: A4 Proof Stage: 1 Booking Ref: Moog Approved by: CONTENTS Formula for the future

ormula 1, as we know it, is set for some dramatic changes over the next few years. In 2021 we will see a completely new set of technical, sporting and fi nancial regulations which include some of the biggest changes seen in F1’s recent history. These regulations not only aim to improve the show, but also Fto retain technical innovation whilst securing the sustainability of the sport. The latter will be achieved through new fi nancial regulations where, for the fi rst time ever, teams will lose championship points if they break these spending rules. Could this open the door for smaller, new teams to enter the Formula 1 club again? The most encouraging aspect of these new regulations, however, is that they have been derived from facts and fi gures, rather than based on an opinion. A monumental amount of research has gone into developing overtaking models, aerodynamic simulations and doing fi nancial studies. And even with the regulations now released, the FIA together with Formula 1 are determined to continuously evolve the rules as and when new issues arise. Never before have the rule-makers been this open, honest 4 The philosophy of F1 and sensible. It is this engineering approach that has encouraged me to believe in Peter Wright on how Formula 1 these rules and therefore the rule-makers. Even if 2021 doesn’t go to plan, Formula 1 is should aim to improve itself willing to change, which can only be good news. Formula 1 2021 regulations Another aspect F1 needs to change to keep up with today’s world is its eco 14 Tech details and the thinking behind message. The fundamental problem facing the world today is that the Earth only has F1’s exciting new rules package a fi nite amount of resources. What we need to do is use the resources as effi ciently and sustainably as possible – and F1 is a specialist in effi ciency. For decades, 22 Powering towards 2025 engineers have been maximising the performance of their racecars whilst adhering What sort of power units might F1 cars be packing in fi ve years time? to restricted amounts of power, energy and budget as stipulated by the regulations. So F1, and motorsport as a whole, is the perfect testing platform for developing new technologies that could help save our planet. This has been recognised by F1 which has committed to making all race events sustainable in 2025 and the sport net zero by 2030. A fantastic ambition and it will be fascinating to see if this will be achieved. In this supplement, Racecar analyses the short and long term future landscape of Formula 1. The latest 2021 rules are scrutinised while Peter Wright reveals his thoughts on how F1 could improve, while we also delve into the possible changes for 2025.

GEMMA HATTON Deputy Editor

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F1DigiDec19.indb 3 18/12/2019 15:25 FORMULA 1 – RULES AND REGULATIONS Future tense With environmental pressure building and the danger of a dwindling pool of race fans just how will Formula 1 survive in the future? Prompted by two very different Swedes our technical consultant has formulated his own ideas By PETER WRIGHT

F1DigiDec19.indb 4 18/12/2019 15:25 t looked like some sort of dark, Scandi April respect of economics, technologies, relevance, by someone putting on an event, encouraging Fool joke. First there was Greta Thunberg, regulated competition, sporting issues, competitors to turn up to compete by offering the 16-year-old Swedish schoolgirl who entertainment and, of course, its effect on the starting money plus the promise of prize- refuses to attend school while politicians rest of motorsport. Inevitably it was from the money, and the promoter hoped enough Irefuse to do something about a future that viewpoint of a driver, but Johansson is also a fans would show up to pay for the show. If holds few prospects for her, and in April toured commentator and has had a broad experience all involved: promoter, entrants, teams, car Europe by train to berate politicians and the in motorsport, so should be listened to. That constructors, drivers and fans went home Pontiff for their inertia in doing anything about said, it doesn’t mean I agree with him. I’m not satisfied, the event was repeated the following climate change. Then, shortly afterwards, qualified to write about the economics, so year. No one became very rich and a few rich Swedish racing driver Stefan Johansson wrote will try and stick to the technical and sporting individuals became poorer. Few constructors a three-part article about the future of F1, matters, and, with over 55 years as a fan, the were industry- or state-supported, and even advocating, among quite a few other things, question of whether motorsport, and Formula 1 if so, it did not guarantee dominance. It was a 1400bhp Formula 1 engines. in particular, is entertaining. good business for those who loved motorsport. In fact, Johansson’s article was a fine, Of course, one cannot ignore the economics Two interrelated things changed this courageous and timely piece, reviewing very totally. When I started off in F1 in the late reasonably sustainable status quo: television broadly the whole of F1’s potential future in 1960s motorsport, including F1, was funded and sponsorship. TV vastly widened the

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Former driver Stefan Johansson has presented a raft of suggestions as to how he would improve F1

audience and, as we now know so well, if you can get people’s attention you can influence them and persuade them to buy stuff. Sponsorship put brands on to prime time TV Rookie Nikita Mazepin was able to turn in some decent laps at Barcelona. Does this prove the Mercedes is too easy to drive fast? without the need for commercials. But, as any snake oil salesman knows, to gain and hold attention you have to entertain people. That’s entertainment With more than half the world living in cities and another quarter in suburbs, people turn to entertainment to ‘take them out of themselves’; to relieve the stress and often boredom of modern work and living. Music, films, video gaming, and sports provide the bulk of entertainment, and in total make up around a $1trillion a year business. Of this, Formula 1 is around 0.3 per cent, while video gaming is now 15 per cent and rising fast. The competition for bums on seats and eyes on screens is intense. Motorsport is finding it ever tougher to compete for the attention of young people, who are showing a declining interest in cars. Cars have had a number of bad reputation Even junior categories such as Formula 3 suffer from the effects of too much aero dependence, leading to too little passing hits recently, being held up as a major contributor to both global warming and the personality that approaches generating that From an engineering perspective, what toxic air in cities. Whether vehicles will be able sort of passion today is Valentino Rossi. The contribution does or could the car and the way to be fossil-fuel powered, or even permitted personalities of racing drivers have been it is operated make towards the entertainment in cities in the future, remains to be resolved isolated from the fans. There is now so much provided? Sports become popular politically, economically, and technically, but perfection in how they and their vehicles entertainment when they test and demonstrate the passion for them and their ability to go perform, there is little to be in awe of. an individual’s skills, strength, endurance and fast is waning; while the numbers watching This is a magazine for engineers, and so ability, either alone or as part of a group or team, motorsport are declining. I won’t go off into a discussion about racing to vanquish others in a regulated competitive Entertainment must still be emotional – driver personalities, but it is still worth noting endeavour. Since the Romans raced chariots passion, fear, laughter, anger, excitement – and, that since Michael Schumacher stopped racing popular sport has provoked the passions of while motorsport has exploited passion for in F1 attendance and interest in Germany has people. So why is F1 and much of the rest the motor car, it is losing influence. It is the fallen away to the extent that a German GP is of motorsport failing to do so now, except passion stirred by the exploits of other people no longer economically viable. This is in spite of perhaps for the participants themselves? Which that entertains. Fans of football (soccer and a German multi-world champion in Sebastian is maybe why those same participants are not American), rugby, baseball etc. are moved from Vettel, and a supremely successful German car successfully sorting out the problem. joy to tears by what happens to their heroes in the Mercedes. Neither of the latter is now able I believe there are two basic problems with on and off the field. The only motorsport to provoke the required passion. motorsport as a sport: firstly, the way the cars Motorsport is finding it ever tougher to compete for the attention of younger people, who are showing a declining interest in cars

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F1DigiDec19.indb 6 18/12/2019 15:26 Neither from the edge of the track or the sofa at home is it really possible to see that the Formula 1 drivers do anything extraordinary

are operated has become too optimised and too physically easy. It is too perfect to either tax the drivers in controlling them at the limit, or to do so for two hours. Neither from the track-side or the sofa is it possible to see that the drivers do anything extraordinary, or even that a car is operating in a realm much beyond normal experience: 1000bhp, 200+mph, 5g – where? Lewis Hamilton hardly has to apply opposite lock and doesn’t break a sweat when he gets out of the car after leading from lights to flag. Helmut Marko recently summed it up after Russian driver Nikita Mazepin led the test days’ times in Barcelona after the Spanish Grand Prix. ‘That a second-class F2 driver is fast right off the bat in the Mercedes shows how superior it is.’ Mazepin, on his first day in a Formula 1 car, The aero approach in the sidepod area can be fiendishly complex. This is the Mercedes at the Barcelona test drove a lap that was right up there with the top regular F1 drivers the week before, and aerodynamic details (which are checked three The engineers and drivers would optimise completed almost two GP distances in the day. times: CFD, wind tunnel and on track) – and everything because that yields the fastest lap tyres are now optimised using computer codes time and is the way to win races. Technical overkill developed by aerospace. The second problem is that the drivers, What has happened to racecar driving at the Universities are churning out smart even the most skilled racers, are unable to highest level? Fifty years ago, F1 teams were engineers who have been brought up with engage closely with their opponents, with the generally less than 50 people, with maybe five these tools. How the driver should manage victor eventually emerging ahead. A friend to ten in the design department driving drawing tyres, fuel, electrical energy and the race overall who follows F3 closely commented to me boards and slide rules. In the late 1980s, design is simulated and optimised in real-time and recently that there are plenty of really good and development departments started growing, controlled tightly. It is not surprising that the drivers emerging from the cut and thrust of with engineering graduates recruited to run only excitement occurs when things go wrong, karting who are very quick in a single seater. wind tunnels, test rigs, and computers. Today, and that doesn’t happen very often in the well- Unfortunately, they cannot demonstrate their 30 years later, teams are 500 to 1200 strong, funded, well-organised teams. The teams and skills as the cars prevent them from racing. and equipped with the latest CAD, CFD, FEA, drivers strive for the optimum and the result is The root causes of this stem from the same wind tunnels, hardware-in-the-loop test never going to be exciting to watch. era as the first issue: the 1980s. It was then that rigs, 6-axis motion simulators, and unlimited The reality is that this cat is well and truly FISA, as the governing body was then called, computing power and speed. out of the bag and has disappeared over the eventually banned ground effect by eliminating Every part of the car – ICE , turbines and horizon. Make radical changes to the cars, 300 skirts and mandating flat bottoms. Downforce compressors, the electrical energy systems, or 1500bhp, zero aerodynamic downforce was drastically reduced, to be replaced by gearboxes, multi-channel data systems, and skinny tyres, and it would be the same. 1000bhp turbocharged engines and wide, sticky tyres. Cars were not nice to drive as engineers stiffened suspensions to try and Average number of overtaking manoeuvres per race control the long, wide, flat underside of the car. Driver skill was paramount in these years of Nelson Piquet, Keke Rosberg, Niki Lauda, Alain Prost, Ayrton Senna and Nigel Mansell. They battled within half a second of each other and whether they overtook did not matter, as the driving was exciting. Then gradually, over the decade from 1985 to 1995, the engineers tamed the flat bottoms with ever more sophisticated aerodynamics, developed in CFD and 60 per cent wind tunnels, and complex suspension systems to control the geometry between floor and road. Sidepods were cut back, front wings gained elements, end plates were developed that controlled vortices to Average number of overtaking manoeuvres Average guide the air around the tyres, the radiator Year intakes and the edges of the floor. These devices became more effective as ever-expanding aero Data derived from Jabby Crombac’s lap charts shows average number of position changes per race from 1955 until 2005 departments got on top of the technology, and

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The wake of a preceding racecar reduces the energy of the free- ﬂow and introduces vortices and eddies that upset aero devices

the flow was optimised in pitch, roll, yaw, and teraflop-hungry tools, have recovered all and a new set of technical regulations for the period with steering angle. From 1985 to 1995, average more of the downforce, and so we are back to of 2026 to 2030 and beyond this. position changes per race reduced by a factor of the same sensitivity to the energy loss behind In 2025 Greta Thunburg and her striking four. This is the problem we have today. another racecar. This particular cat could be school friends will be in their 20s. Global ‘natural’ What they could not do so well was to put back in the bag; F1 has caught the cat disasters may have convinced the population of combine optimised performance with tolerance and is wrestling with it, but it isn’t going to be the world that she is right and it will have turned to disturbances. The wake of a preceding easy to get it back in the sack without getting on the politicians who do not do something car reduces the energy of the free-flow and severely scratched, 2021-concepts, India-Juliet- about the state of the planet while there is still introduces vortices and eddies that upset Kilo-or-whatever notwithstanding. time. How will Formula 1 and motorsport fit into these devices. The loss of downforce behind this scenario? This is the issue that, by itself, will another car means that it cannot overtake A new approach have the most influence on the motor industry unless the following car has a 1.5 to 2 seconds The key question is whether there is a set of and the future of our sport. per lap speed advantage. Drivers soon learned technical regulations to give us a car such that While discussing what sort of racing car that to try and do so was liable to damage the best drivers in the world can entertain us. might fulfil society’s and the fans’ requirements their tyres, leading to an overall loss of race Stefan Johansson suggests this. Powertrain: for the second half of the next decade, I should performance. Better to wait, falling back 1 to 1400bhp; open cycle; open fuel; open energy make a few points about Johansson’s proposals. 1.5 seconds for something to happen to the car recovery. Tyres: open to competition; 18-plus The powertrain should be discussed last, ahead, or for a strategic advantage arising from inch rims. Weight: reduced by 150-200kg. once the rest of the racecar/tyre package is pit stops. Result: boring racing. Aero: limit to 30 per cent of current level; defined. The key element is the aerodynamics DRS was introduced to help the car behind standard front wing and no DRS. Electronics: and I totally agree with what Johansson says make up for the debilitating loss of performance, standard; reduced or no driver adjustments. about this … as far as he goes. and Pirelli was asked to introduce degrading Communications: pit to home base; no. Downforce plays no useful role in the tyre choices, to open up strategic opportunities. Overtaking: push to pass. Such a car would automotive world and it has had a major The banning of skirts generated the need for make most racing drivers very happy! negative effect on motor racing. Get rid of it! all these vanes and vortex generators, in-wash But they are too late for 2021 to 2025. It Jimmy Clark, in the wingless Lotus 49 (450bhp) and out-wash devices that make the flow so looks as if it will be business just about as is far more entertaining and apparently skilful sensitive to turbulence. The addition of flat usual for these five years. What state F1 and than Lewis Hamilton in a Mercedes W10, and bottoms increases the sensitivity of the car to its motorsport will be in at the end of that period is there was nothing inhibiting overtaking and attitude. The clever aerodynamicists, with their anyone’s guess, but let us suppose we still need close racing. Regulatory control of bodywork

Overtaking action is rare in Formula 1 these days, even with the help of DRS. Since the banning of ground effects in the early 1980s the aero has worked against the following car

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T +44 (0) 1954 253 600 E [email protected] FORMULA 1 – RULES AND REGULATIONS

Downforce plays no useful role in the automotive world and it has had a major negative effect on motor racing. Get rid of it!

The 1968 season saw both sponsorship and wings introduced into Formula 1, sowing the seeds of many of its current problems. This is a recent picture of a Lotus 49 from that year

can easily establish a small window that determines the permitted lift/downforce figure. The consequences of zero downforce? Overtaking, with no need for DRS or push to pass; less drag, less power and less fuel consumption for a given velocity; less damage to bodywork with the associated performance loss; less cost – CFD, wind tunnel, bodywork, people – less effective performance from spend/ budget, and therefore more equality. Weight and see Then there’s weight. Currently in Formula 1 it’s 743kg minimum empty, but including driver, of which 75kg is the driver and their safety equipment, and about 40kg the safety features of the car. To reduce the 630kg that is left by 150 to 200kg (24 to 32 per cent) is a tall order and expensive. Leaving out the hybrid system would save 40 to 50kg, which would be a start – this would be up to the supporting motor industry. As for the rubber, in the past tyre competition has been very expensive due to the demand for extensive testing by the tyre Our writer sees no advantage in switching to 18in wheels, saying this will just mean added expense for the Formula 1 teams manufacturers. It also splits the grid into two or more races. I don’t believe anyone, except ride and handling as anyone who drives on change to 18inch wheels will present expensive possibly Michelin, really wants this. them on British, potholed and tram-lined roads new problems. There is no need for the better As for 18plus-inch wheels, I have no will attest’. The 13in wheels and tyres currently braking that larger wheels would enable. Yet particular feelings about this other than that I used on a Formula 1 car have been developed this change is happening in 2021. hate them on the road. As the late John Miles over decades as part of a sophisticated There should be no need for three tyre used to say: ‘They are rubbish, terrible for both suspension system, and so a fashion-driven specifications for each event, or for mandatory

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tyre changes during a grand prix, but that is more of a sporting matter. Then there is the electronics and communications. We are in the age of electronics and computers, and road cars are ever more dependent upon them. They are a part of engineering, and it would be difficult to strip F1 cars of data and controls systems. Whether the team needs to communicate with both its driver on track and its home base during an event is really a sporting matter, but there are safety and cost issues relating to failures, which makes communication desirable. Which brings us to the powertrain. Once the weight, aerodynamics and the tyres are determined, and a top speed that impresses fans selected, but one that does not obsolete circuits – Johansson’s 250mph/400km/h top speed would present some problems – maximum power can then be selected. Without downforce and with sensible width tyres, around 700 to 800bhp would probably be adequate. Road relevance If the motor industry can financially and socially still be interested in F1 in 2025 for the purpose of selling its products, then relevance is likely to be important. A non-fossil fuel, i.e. synthetic, plus ICE and energy recovery is likely to be the Should direct communications with the driver and with mission control back at the factory be banned from Formula 1? formula – some variation on what we have now. If entertainment is all that matters, then Without downforce and with sensible width tyres, a fire-spitting, ear-popping, high revving ICE will be needed. Something like a 2.4-litre, 18,000rpm, V8 should do, and that could easily around 700 to 800bhp would be adequate be reinvented at low cost to make up for the lack of industry funding. Whether they would last journal diameter etc. Opening up the formula safety and at low-cost. Racing yourself or your seven or more events, I don’t know. would explode the R&D necessary, and I doubt mate is one thing, racing Hamilton, Charles Incidentally, is it possible that the sound of a the industry could afford or indeed would Leclerc and Max Verstappen would be quite high revving, normally-aspirated V8, V10 or V12 be interested in this at a time when they are another. Once the games developers truly allow was the only thing that made F1 exciting over investing so heavily in their own futures. a player to participate in real-time, in an actual the last few decades? Having watched some of Will such a car, and the racing that is event, I believe motorsport would engage a video of the amazing, electric VW ID.R taking arranged for it, capture and hold the attention with the generation that has been brought up the EV record for the Nurburgring, slower only of enough people to fulfil the objectives with the personal computer. Just watching F1 than a Porsche 919, I suspect so. of the rights holder, the teams, and a few will not be interesting or entertaining enough. manufacturers? I have grave concerns about Real-time, real-event racing games have been Choosing a path whether motor racing will be able to compete predicted for years, but the technology to It is between these two scenarios that I believe with other more human-intimate sports, films make it work is not trivial. It requires total the discussion will rage. The real issue is and video games. For sure motorsport will hold cooperation between event participants, the relevance versus entertainment. Johansson an attraction for those who can participate, gaming industry, and reliable, high-speed suggests that the thermodynamic cycle and those with the resources and time to drive networks. It is all becoming possible. energy source should be free, to encourage racing cars, old and new, and to campaign the motor industry to work with the clever them at some self-funded level and frequency. Future formula people in motorsport and come up with the Some of this activity is already televised and When we fully realise that we have been conned best solution for both racing and for road attracts a large number of visitors, but nothing into believing that we can sustain a growth rate transport. Unfortunately, then the cost would like to the level necessary to sustain the F1 that doubles the consumption of the Earth’s become prohibitive, as every manufacturer commercial interests. Combining races into resources every 20 years, and the consequential would have to explore every potential solution a wider event, with concerts etc. providing a trashing of the planet and its atmosphere, and to find the winning specification. broader experience, and making GPs into a real we wonder why we were so stupid as to not do Clever people in the motor industry have, ‘grand prix’, with seriously large prizes for the something about it while we still could, (science of course, already looked deeply at this. The winners, can only help attract the large number tells us that this is the next decade). We will Formula 1 powertrain regulations today tie of people that high-level motorsport needs. formulate a way forward for Formula 1 and the down almost every dimension of the ICE, However, to provide real sustained rest of motorsport that will be acceptable to simply to prevent the level of development entertainment to a large number of people, they society and allow us to continue to enjoy the necessary to determine the optimum bore/ themselves need to participate. Video games human and technical challenges it offers, stroke ratio, valve included angles, crankshaft provide the opportunity to race in comfort, while fuelling our passion for the sport.

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F1DigiDec19.indb 13 18/12/2019 15:26 FORMULA 1 – 2021 REGULATIONS Tomorrow’s world After many months of speculation the deﬁnitive technical, sporting and ﬁnancial Formula 1 regulations for 2021 and beyond have now been released. But what will all this mean for the F1 teams and for the quality of the show? Racecar investigates By GEMMA HATTON

‘We don’t think that speed is a key parameter for the spectacle, race-ability is the main target’

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F1DigiDec19.indb 14 18/12/2019 15:25 he time for speculation is over. The F1 crucial thing about the financial regulations The specifics of these financial regulations 2021 technical, sporting and financial now is that they are part of the FIA regulations are to be finalised by December 2019 and by regulations have now been released so the sanctions of breaching the financial regs 30 June 2020 the teams can voluntarily submit and include some of the biggest will incur sporting penalties depending on the their 2019 data as a sort of practice run. By 31 Tchanges seen in F1’s recent history. severity of the breach. Whereas before we had March 2021 teams can again voluntarily submit The objectives behind this new batch of the resource restriction agreement which was their 2020 financial data as a ‘soft introduction’ rules was to create a competitive grid filled with a gentlemen’s agreement with the teams. Well to help the FIA and Formula 1 iron out any financially sustainable teams whose cars could there’s not many gentlemen in the paddock, I’m issues, and so won’t incur any penalties. But, battle out on track, whilst showcasing road afraid, and that was a failure. by 31 March 2022, teams will have to submit relevant and eco-friendly technologies. A tough ‘But this time if you breach the financial their financial data and will be subject to both ask for the FIA, but one that has been supported regulations you will be losing your financial and sporting penalties. by a wealth of research and experience from championship, so it has serious consequences,’ both F1 and the teams. In fact, this collaborative Brawn adds. ‘There are a number of exclusions; Frantic Friday effort has made the research into the 2021 we’ve tried to really capture the areas where From a sporting point of view, the regulations regulations the most in-depth to date. they can spend money and gain a competitive are conceptually similar to 2019, although there advantage so we’ve tried to control some of are some changes. These include increasing the Thinking cap those. We’ve got a very strong team of financial maximum number of grands prix to 25 and But what have they come up with? Well the experts within the FIA and F1 and we’ve also also compressing the current four-day race biggest change is undoubtedly the cost cap. sourced outside support with Deloitte and weekend format into three days. Each team only has $175m to play with for 21 they will continue to help introduce and ‘Our promoters rely on a three-day race races +/- $1m for each race above or below that. develop these regulations. They’ve been weekend, so we’re changing the format of a As expected, there are several exclusions to this pretty well thought out, but they will need Friday so that all the activities that used to take including marketing costs, driver salaries, FIA development like any new regulations. So, I fully place on a Thursday will now be on a Friday,’ entry fee and super licence costs, as detailed in expect that we’re going to have challenges in says Brawn. ‘For example, scrutineering will take November’s Racecar (V29N11). the future but its absolutely essential that we place on Friday morning and there will be two ‘The financial regulations are a dramatic have control on the finances and how much we practice sessions, possibly shorter, on Friday change for F1,’ says Ross Brawn, managing spend in Formula 1. I think it’s a turning point in afternoon. We will still get pretty close director of motosports at Formula 1. ‘I think the F1, but it won’t be a smooth road.’ to the same amount of track time, but we’ll

The 2021 regulations will mean a sleeker racecar, while they also address the costs of Formula 1

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The outwashing effect of the elements on the wings, bargeboards and underfl oor contribute to a large mushroom shape wake which makes following another car diffi cult in corners. The phenomenon can be seen here on this pressure coeffi cient CFD simulation of a 2018 F1 car

make it more effi cient. The teams have been very cooperative and have given strong feedback that they can come to a race meeting one day later, so that’s been the objective.’ Of course, this will completely change the way the Formula 1 teams approach practice sessions. Currently, FP1 is for testing aero items Currently all the aerodynamic elements you and other new parts, while the track rubbers in. By FP2 the track is in good condition, and the see on a Formula 1 car are not only generating timing of FP2 is usually similar to that of the race which means ambient and track temperatures downforce but also conditioning the fl ow will be most representative. This is why you see all the teams complete high fuel long runs There will also be a stronger curfew, to 2009. You may remember that there was a during FP2 as it is the best time to understand reducing the number of hours a team can work complete overhaul of the regulations in that the performance and degradation of the over a grand prix weekend to try and lessen year to improve overtaking. The idea was that diff erent tyre compounds. Squeezing both FP1 the workload on personnel. Meanwhile, further the new racecars would generate around and FP2 into an afternoon means that the most limitations will be implemented on the number 60 per cent of the downforce that the 2008 representative temperatures will be during FP1, of dyno hours the power unit manufacturers cars did. However, the teams worked hard to where the track will be green and have less grip. can use and there will be further restrictions recover this loss of downforce and this was While in FP2, ambient and track temperatures on wind tunnel time and CFD simulations in an achieved through exploiting the outwash eff ect will drop off , but the track will be rubbered in. attempt to reduce costs. of components such as the front wing end Therefore, neither FP1 or FP2 will have race- ‘That’s been one of the success stories of F1 plates and bargeboards. By the start of the new representative conditions, which will make it in the past few years; the aero restrictions that’s season, the teams had already recovered this impossible for the teams to fully understand been placed on the teams that have reduced lost downforce, but the consequence was the behaviour of the tyres, leading to more the time they can spend in the wind tunnel and large, with wide wakes which made overtaking variability in the race itself. how many CFD simulations they can do,’ Brawn more diffi cult; completely negating the says. ‘To address the comment that there will be objectives of the regulations. The FIA has Reference spec a massive rush [for aero development] before continuously tweaked the regulations ever Also new for 2021 is a ‘Reference Specifi cation’ the 2021 cost cap comes in, I think we need to since to try and combat this overtaking which will ensure that the confi guration the remember that the most fundamental change problem, but for 2021 it is hitting it head on. car is scrutineered in on a Friday will be what is with this car is the aerodynamics and that’s the raced on a Sunday. This means that teams won’t area that is most controlled under the existing Flow conditioning be able to run with diff erent bits of bodywork regs. So there will be no increase in the eff ort Currently, all the aerodynamic elements you during the race, but they can test new parts the teams will put into aero testing because see on a Formula 1 car are not only generating on a Friday. ‘The idea behind this is to stop the they can’t, the ATP [Aerodynamic Testing Period] downforce but also conditioning the fl ow. The necessity of building lots of parts,’ Brawn says. controls how much work they can do in the latter is arguably more important because ‘Currently, if you want to take a new front wing wind tunnel [and CFD] so they won’t be able directing clean, laminar airfl ow to aerodynamic to a track, you test it and if it works you need to to exceed those limits. They’ll have to balance components is the most effi cient way of make several for both drivers and have spares. that time between their existing car and the maximising the aerodynamic performance. Suddenly you’ve a huge expense and you’re new car, as they do every year.’ Therefore, the turbulent, chaotic air generated fl ying parts in at the last minute to satisfy that This segues nicely into the biggest by the front wing and wheels needs to be need. So there’s some sensible housekeeping technical changes for 2021; aerodynamics. To pushed as far away from the racecar as is being done on how we operate over the fully understand the reasoning behind these possible. That’s why you will see complex weekend to take a lot of strain off the teams.’ changes, we fi rst need to turn the clock back arrangements of winglets and elements

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F1DigiDec19.indb 16 18/12/2019 15:25 DRS remains for 2021, because it could be the case that the tow is less effective, so cars will need to use it for overtaking

Note how the 2021 regs are designed to suck the wheel wakes inboard and maintain them along the sides of the car, rather than outwashing them

surrounding the bargeboard area and the front DRS remains for 2021, because it could be the sidepod. Ground eff ect is a way of modifying of the underfl oor on Formula 1 cars. case that the tow is less eff ective, so the cars will the airfl ow underneath the racecar to create an When a Formula 1 car is behind another on a need to utilise it for overtaking. area of low pressure due to its close proximity straight, this outwashing eff ect means that the One of the philosophies the FIA and F1 to the ground. This will be achieved by the two wake of the lead car fl ows around the following have used to reduce the wakes is to exploit the venturi tunnels, which are eff ectively a narrow car. With the lead car eff ectively punching a ground eff ect of the underfl oor. The underfl oor tube, or tunnel, that join together two wider hole through the air, the following car then is the most effi cient downforce-generating sections of tunnel. In this case, the front of the travels through less air, experiences less drag, device and currently produces around 60 per underfl oor and the large diff user. increases in speed and can capitalise on this cent of a Formula 1 car’s total downforce. The low pressure created at the narrowest additional boost with an overtake, otherwise For 2021 the current fl at fl oor and diff user section of these tunnels will accelerate the known as a tow or slipstream. set-up will be replaced with two venturi tunnels fl ow in accordance with Bernouill’s principle. The problems come in the corners, where and a long diff user starting at the front of the Accelerating this fl ow creates suction, which this outwashing of the wakes directs this dirty air onto the following car, reducing its aerodynamic performance, making it almost impossible to overtake. For 2021 the aero regulations aim to not only reduce the size of the wakes, but also suck this turbulent air inboard and then eject it up and over the car behind. In this way, cars should be able to follow each other closely through the corners. Teardrop wake Initial simulations suggest that this is indeed the case, but there is a side eff ect on the straights: the wake now comes onto the following car in a teardrop shape. This means that the following car will not experience a reduction in drag and so the slipstream will no longer be as eff ective. On the other hand, if the so called ‘mushroom’ wake is being ejected higher over the following car then there may still be a hole behind the lead car for the slipstream to work. This is why These quirky winglets will sit above the front wheels to help reduce the wheel wakes, while also guiding the airfl ow inboard

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F1DigiDec19.indb 17 18/12/2019 15:25 FORMULA 1 – 2021 REGULATIONS

increases downforce. This will also help to draw in the wheel wakes inboard of the car and along, with the revised wing, eject the turbulent air higher up and over the following car. ‘The research has been focussed on reducing the wakes to improve the performance of the following cars,’ says Nikolas Tombazis, head of single seaters at the FIA. ‘We’ve also seeked to simplify the cars, the final shapes and sensitivities in some areas, leading to lower performance differentials. So we hope that with these new aero regulations the difference between the fastest and the slowest cars will be smaller than it is currently. ‘We’ve simplified the front wing to create weaker vortices around it to give less opportunities for the teams to control the wake of the front wheel,’ Tombazis adds. ‘There are no bargeboards, as currently these are massively complicated. The [2021] cars are fundamentally a ground effect car, with a long Above and left: Venturi tunnels and diffuser starting from the front of the sidepod the large diffuser will create an area going underneath and finishing at the very of low pressure to help accelerate back. That is fundamental for the flow structures flow under the racecar to increase that we have been trying to achieve with this. suction and therefore downforce Some areas of the car are going to be prescribed because we felt that if we didn’t restrict those shapes then we would end up with teams potentially finding ways to overcome the key objectives [of the regulations].’ Follow closely The initial results of the RANS simulations can be seen in Figure 1. The black line shows the loss of downforce experienced by the following car at increasing distances behind the lead car. Currently, a following racecar only has around half of the downforce of the lead car, when it is one car length behind. Even at seven car lengths behind, the following car still only has 79 per cent of the lead car’s downforce. For 2021, however, at one car length behind, the following car will have 31 per cent more downforce than in 2019, achieving almost maximum downforce at seven car lengths. However, these simulations are based on a concept which has not yet been optimised by the full force of an F1 team. Therefore, as teams continue their hunt for downforce this could increase the wakes and consequently reduce the downforce available for the following car. ‘When teams do their aero development clearly this number will reduce a little bit but we still expect a huge chunk more performance available to the following car compared to the lead car,’ Tombazis says. ‘The simulations so far show that cars will be following much more closely and will be able to attack more.’ Another tactic to try and control the Formula 1 teams’ aerodynamic development is to define the legality volumes by CAD. ‘We Figure 1: The FIA’s aero have introduced a coordinate system, so a lot of studies show there’s a big legality of the cars will take place on CAD,’ says improvement in the following Tombazis. ‘We will simultaneously be taking car downforce numbers scans of the cars and comparing these scans to

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F1DigiDec19.indb 18 18/12/2019 15:25 be a really strong fi gurehead in that. So, in a Another tactic to try and control way I’m glad we didn’t change the engines that much because we’re now [giving] the power the teams’ aero development unit suppliers [the opportunity] to provide solutions to that problem.’ is to defi ne the legality The 2021 power unit is, then, largely carried over from the current regulations, along with volumes by CAD the MGU-K and the MGU-H, but with many more cost-driven initiatives. These include simplifying particular components, restricting the use of exotic materials and introducing some non-exclusivity clauses which prevent teams from purchasing turbochargers from suppliers which are exclusive to that team. The fuel system will be much more prescribed with standard high pressure and primer pumps, piping, fuel fl ow meter, collector and several internal components. The fuel itself will have double the renewable content, at 20 per cent, and for 2022 onwards the FIA has committed to an ambitious roadmap to increase renewable fuels, which the power unit and fuel suppliers will work together to achieve. CFD simulations show the car’s ‘The reason we kept the same power unit wake is not only reduced but is in the end was also to do with the fact that we being ejected up and over the have the most effi cient engine on the planet in following car. Below: Rear wing terms of what percentage of energy consumed end plates remain a free area as fuel actually gets transmitted to the wheels,’ says Tombazis. ‘So we felt that any change we would have made would have taken a step backwards and that is the wrong direction to go.’ Safety drive Safety has been another focus of the 2021 regulations. A rubber membrane will be incorporated into the carbon lay-up of some components in an attempt to try and contain the sharp debris resulting from any bodywork damage. The frontal energy absorption of the nosecone will be increased by using a longer nose, while the side strength of the chassis will be improved, along with a more comprehensive side impact structure. The headrest and how it is attached to the chassis will also be improved and some parts will now be tethered to the rear of the car to avoid detachment during an accident. The result of the standardising of the power unit, along with the increased safety, plus the move to 18in wheels, is an increase in the the CAD shapes to ensure the cars are legal in more ambitious plans to change the engine racecar’s minimum weight from 743kg to all aspects of the regulations.’ and in a way I’m glad we didn’t because I think 768kg. ‘This is not an attractive element of With such tight control you may be it has enabled us to change our focus,’ Brawn the 2021 car, but it is a consequence of the wondering how on earth we’ll be able to tell the says. ‘We’ve all seen the increasing concerns of safety and the hybrid power system we have cars apart? Well the FIA has assured us that there the environmental impact of the things we do implemented, which is essential,’ says Brawn. ‘We are numerous areas of diff erentiation, including and I think refocusing the engine suppliers on did look at if there were any signifi cant ways of the nose, front wing and end plates, engine air how we contribute to the solution we need to reducing the weight of the car and we haven’t intake, sidepod inlet and overall shape, brake fi nd for the future is very important. I think all found any that wouldn’t have been a massive ducts and rear wing end plates. So visually the the manufacturers know it’s not a single answer; reversal of where we are today.’ cars should still be quite diff erent. electric cars are one part of the solution, but This weight increase will mean that the cars also fi nding fuels which are sustainable and will be approximately 3.0 to 3.5s slower per lap Power addressing renewable is another part. There are a billion than currently. ‘We don’t think that [speed] is a The power unit was originally pitched as fuel powered cars on the planet and we’re not key parameter of the spectacle, race-ability is another big change for 2021, however this is going to get rid of them in two years, so we the main target, so we haven’t been focusing on now not the case. ‘It’s true, we did start with have to fi nd other solutions and I think F1 can the overall level of performance,’ Tombazis says.

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Brawn agrees: ‘To put that into perspective therefore more suspension travel will have to be (SSC) – single supplier chosen via tender, that’s the performance of a 2016 car,’ he says. incorporated elsewhere in the system. currently wheel rims, brake discs and tyre ‘Remember from 2016 to 2017 there was a huge Regarding tyres, there was lots of hype blankets; 3) Prescribed Design Components increase in downforce. It’s worth thinking back earlier in the year about Formula 1 doing away (PDC) – design is owned by the FIA but teams on that experience. It was done for reasons that with the tyre blankets for 2021. However, this can manufacture it themselves; 4) Transferable I don’t understand because the huge increase in has been postponed until the end of 2022, Components (TRC) – parts that can be downforce was to make the cars go faster and although the number of blankets and transferred from one team to another such as make F1 better but all we’ve done is actually temperatures will be reduced for cost savings. the transmission; 5) Open Source Components make it worse because the cars can’t race each Meanwhile, the construction and compound (OSC) – parts where teams submit their other. It’s an example of rules that haven’t been of the tyres themselves will be completely designs to a server and a rival team can make a thought through. The cars are very quick now redesigned for 2021. The testing programme component based on that design. but they’re not raceable and the reality is that for this has already started with several of the ‘[Open Source Components], are not critical the performance of these new cars are going to Formula 1 teams running 18in wheels, and this areas of the car,’ says Tombazis. ‘These are be where we were in 2016, which I don’t think will continue throughout 2020. relatively small details that teams spend a lot anyone was complaining about.’ ‘In fairness to Pirelli, they have had so many of resource on trying to redesign each year for diverse inputs to what has been demanded maybe a little packaging advantage or weight Frozen too from them,’ Brawn says. ‘They have been advantage, so we don’t feel we’re altering any Moving rearwards, the transmission has been struggling to have clarity on what they should DNA aspect of F1 by making these components a key focus area for cost reduction. This was focus on. For a long time everyone was telling more widely spread across the grid.’ originally going to be achieved through a them we need tyres with high degradation and tender. However, the FIA has now decided to lots of pit stops, which created tyres that were Golden rules? instead freeze the transmission spec for several thermally fragile so the drivers couldn’t push. Whether you agree or disagree with the finer years, with teams allowed to do a complete Now with the FIA, teams and drivers we’ve details of the 2021 regulations, overall you re-design every five years. had a much better process to try and identify have to commend the effort that has gone on ‘We have analysed the cost that teams what we need to aim for. We still want to have behind the scenes to try and establish a set of incur and have found that a large proportion a reasonable number of pit stops, but we’re regulations that will improve the race-ability of costs is really the R&D that gets carried out from one year to the next for marginal gains which we don’t feel add anything to the sport,’ The construction and compound of the tyres says Tombazis. ‘So we have created rules that freeze the transmission spec for a number of will be completely redesigned for 2021 years. Teams will still be able to use their own designs but will have to keep the transmission changing the objectives for Pirelli and giving of the Formula 1 cars and hence, hopefully, within certain volumes. In this way we feel that more clarity on what F1 really needs and I think improve the show. Also encouraging is the fact the transmission as a performance differentiator they’ve been responding quite well.’ that F1 and the FIA will continue to refine and between cars will not play a significant role.’ develop these rules with every new piece of Another area that’s been simplified is the Brake clause information, data or study that is conducted. suspension. Hydraulic suspension is now In terms of brakes, the larger wheels can ‘One of the things which we have built banned, along with inerters, while the inboard accommodate a larger disc, which will increase collectively over the last two years is a lot of elements of the suspension such as the springs from 278mm diameter to 330mm. The simulation models to understand how cars race and dampers will be far simpler. Restrictions geometry of the discs will be simpler with fewer each other and what the important elements on kinematics will also be in place and the ventilation holes of larger diameter. Again, a are,’ concludes Brawn. ‘The governance has to be outboard suspension points will now be inside standard brake system was expected to come in a better balance of stability for the teams, with the volume of the wheel rim. for 2021, but this will be delayed until 2023. the ability to make developments when they’re Of course, the new, larger, 18in wheels Talking of standardisation, for the first time really essential. The priority of F1 and the FIA is and tyres will have a significant effect on the ever in the technical regulations components to make the sport as great as possible, we don’t suspension design. Especially as the tyres are now classified into five different categories. have any other objectives, so when it comes will be low-profile so there will be much 1) Listed Team Components (LTC) – made by to changes that are going to happen in the less suspension travel within the tyre itself, each team; 2) Standard Supply Components future, it’s all with those principles in mind.’

The 2021 cars will feature 18in wheels. Covers will also be used so teams will no longer be able to blow air through the rims for tyre heating, or to force the wheel wakes outboard

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F1DigiDec19.indb 21 18/12/2019 15:25 FORMULA 1 – 2025 POWER UNITS The power of dreams Major power unit changes in F1 are now on hold for a few years but the shape these new rules will take is still a hot topic in the paddock – we asked Formula 1’s movers and shakers what they would dearly wish to see in the 2025 engine regulations By SAM COLLINS

‘We are in motor racing for two reasons: ﬁrstly marketing and secondly technical development’

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F1DigiDec19.indb 22 18/12/2019 15:25 FUTURE FORMULA 1 www.racecar-engineering.com 23

F1DigiDec19.indb 23 18/12/2019 15:25 FORMULA 1 – 2025 POWER UNITS

t was all going to change in 2021. Alongside the massive aerodynamic and chassis ‘From our ‘We could have an engine rule changes Formula 1 was meant to be that will have a higher hybrid introducing a completely new power unit; perspective we component, renewable Ibut that will now not happen. Instead, the energies or electricity’ current power units will be largely carried over still believe that Toto Wolff to 2021, with some minor cost reduction tweaks including simplifying certain components and internal combustion restricting materials. Yet the revolution has not been cancelled, merely delayed. engines are part of ‘More power would be Early in 2019 F1’s chief technical offi cer, Pat great. Less expensive Symonds, revealed that completely new power the global picture’ units would be introduced in 2025. Right now would be outstanding’ the discussions are starting on this, but there Zak Brown are some varied opinions in the paddock about And 2035 is an important year. A number of what should be in the new regulations, and major European nations will have introduced ‘A normally-aspirated, high- simply by asking a selection of team bosses and legislation to outlaw the sale of new combustion revving V10 or V12 engine technical staff what they would like to see you engine only passenger cars by then, and that would be a wonderful thing end up with a very long wish list. has led some to say that the future of F1 is as a to have back in F1, but Racing Point technical director Andy Green fully electric racing category. While not going unfortunately I think they is clear about what he thinks is needed. ‘I think that far, Mercedes F1 CEO Toto Wolff does are rather outdated’ what we have now is an incredible piece of agree that the hybrid element might increase. Christian Horner engineering in the back of the car, but it could ‘I think that we are in the middle of a transition just be too incredible. I think what we have is of technology, at least on the road car side, ‘There will be new forms of potentially something where the technology and as much as we, most of us, are fans of the fuel coming up in the next bar of the power unit is just way too high and loud, traditional engines, it’s not where the few years, whether you are I think I would like to see something that is technology goes and where the perception on talking about more biofuel just slightly simpler. I think I’d never say no to sustainability goes,’ he says. ‘I believe we’ve done so a different composition, more horsepower, the sport can’t have enough the right thing in keeping the regulations almost or even synthetic fuel’ horsepower. We need to make the cars harder to stable for the next term because it would have Cyril Abiteboul drive. I think more power coming from a simpler caused a tremendous amount of development power unit is what it should be.’ to come up with the new formula. Also, it is Even though the current power units not quite clear where this next generation of ‘We want to see even have reached previously unthinkable levels of power unit actually should be. Listening to our higher effi ciency, and green effi ciency and are now producing in the range chairman of Daimler, we expect 50 per cent of technologies used … it is of 1000bhp, more power is something that is a our fl eet to be either hybrid or electric by 2030, developing and promoting that common theme in the paddock. ‘More power so I think if this is the direction technology goes, kind of technology that is the would be great. Less expensive would be we could as well have an engine that will have a reason Honda is racing in F1’ outstanding,’ chief executive of McLaren Racing higher hybrid component, renewable energies Toyoharu Tanabe Zak Brown says. ‘I don’t know that it’s achievable but if we could have some diversity in the engine itself and not be limited to a certain The 2025 power unit could have an amount of cylinders, things of that nature, I ERS to match or exceed the potency think that would maybe spice up the show too.’ of the one used in the Toyota LMP1 Search engine Yet while there seems to be a hunger for more power there is also a note of caution from some quarters. ‘The romantic in me says let’s go back to loud noise, high revs, normally aspirated,’ says Red Bull Racing team principal Christian Horner. ‘To have a normally-aspirated, high-revving V10 or V12 engine would be a wonderful thing to have back in Formula 1, but unfortunately I think they are rather outdated now. We have now got a period of stability with the engines, so it’s important that Formula 1 makes the right decision for the future. Obviously the automotive sector is moving an awful lot at the moment and what technologies are going to be relevant then? Because when that engine comes in in 2025 that’s going to have to be for a fi ve- to ten-year period, so we are actually talking up to 2035, which is a long way down the pipeline.’

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F1DigiDec19.indb 24 18/12/2019 15:25 proportion will go up, and maybe the technology we use to store energy will change, or how we generate electricity, but I think you have to bear in mind that the units we have now are only five-years-old. I will be very happy to keep working on this type of power unit, we so often hear people saying that the future is full electric, but people are starting to realise that we won’t get rid of internal combustion engines tomorrow, and actually it is a very efficient way to turn fuel into propelling energy, or even into electricity. I think it is fine to continue developing ICE technologies in F1, already there is a lot of technology we are using in F1 that has not yet transferred to road cars because it needs to be affordable, but it is coming.’ Road relevance It’s been said that F1’s current power units lack relevance to production cars. Regardless of whether this criticism is justified or not there is a clear desire to make the 2025 units much more relevant to production car technology. ‘For Honda that is the right direction, we want to see even higher efficiency, and green technologies used,’ Honda F1 technical director Mercedes power unit in the Racing Point. The team’s tech director says that the current F1 PUs are simply ‘too incredible’ Toyoharu Tanabe says. ‘Actually it is developing and promoting that kind of technology that or electricity. Today, it’s maybe around 20 per Remi Taffin, F1 engine technical director at is the reason Honda is racing in Formula 1. So cent, maybe that ratio is going to go to 50 per Renault Sport, agrees. ‘I think they should be those for us are the key technology pillars of cent. As long as it’s an exciting engine, the more electrified, I think there is a lot we could Formula 1. Actually to increase the efficiency is sound is something that we need to address imagine, but I would still see a kind of power something we need to think about how to do, or at least talk about it, but I believe the hybrid unit like we have now with a combustion engine as it is really not easy. When we [came] back to component is going to increase after 2025.’ and an ERS,’ he says. ‘I think the electrification Formula 1 in 2014, one per cent improvement By 2035 a number of major European nations will have introduced legislation to outlaw the sale of new combustion engine only cars

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F1DigiDec19.indb 25 18/12/2019 15:25 FORMULA 1 – 2025 POWER UNITS

‘I think Formula 1 needs to retain some level of internal combustion engine in the power unit rules, otherwise what is it, Formula E?’

was not easy but it could be achieved, but now and the assumption is that everything will be high-revving, normally-aspirated engine, but we are chasing gains of 0.1 per cent. We believe all-electric, but actually a lot of them are giving still probably the way forward if we want to be that it is very important for the technologies we a misleading statement. When they mean relevant, not just to car makers, but to society.’ develop in racing to be used on future road cars. going all-electric they mean actually going The form (or indeed formulation) that the Not just the technologies, though, we also use hybrid, but I think that is a little down to media 2025 fuel may take is actively under discussion, it to develop the skills and knowledge of our hysteria, and wanting to get that headline. The as the sport aims to increase its relevance to engineers, and that too can be shared within all-electric headline sounds better but it’s not the wider industry. ‘I think it’s important to the company. It’s a good training place.’ reality. The reality is that you will have to have look at the fuel that we might use on the road multiple things to meet global transportation tomorrow in road cars and we keep on working Heat retention? demand. It’s a combination of electric and and developing new technologies towards that,’ While the current power unit regulations were internal combustion, including diesel. So I Taffin says. ‘With the fuel it is early days, we have instrumental in bringing Honda back into think Formula 1 needs to retain some level of had some discussions about what the fuel of Formula 1 not all the manufacturers remain internal combustion engine otherwise what are tomorrow should be. For example, you look at convinced that every element of the layout is they, Formula E? Besides, if everything went all- the percentage of biological components we right in terms of road relevance. ‘In my opinion electric there is not enough power generation, use in the fuel, we are quite happy to increase we need to look over the next couple of years as you have to build more power plants and that percentage, but we need to make sure that at the MGU-H and its road relevance, because there is no appetite for that in certain parts of whatever we use is available around the world.’ it’s clearly a component that was introduced the world, you just end up in a debate about It may be the case that Formula 1 does for that purpose,’ Renault F1 managing director nuclear power and things like that.’ not settle on a single fuel (or a single engine Cyril Abiteboul says, before adding a caveat configuration) and will open it up to entirely to that statement. ‘Right now, we don’t see Fuel for thought different fuels to compete against one another. any application on road cars but it may come. One area where road relevance could be directly ‘I think it would be a challenge to police, but in It may actually be in the pipeline of some increased is with the type of fuel used in the cars the auto industry they have been pushing hard manufacturers, so we need to be careful not to and Renault in particular is calling for the sport for separation on specifications of engine oils be basically in reverse in that respect. And then to consider this with the new rules. ‘Something and transmission fluids as they all want the best diversity of technology would be great, but we to be discussed is not necessarily the next protection and fuel economy for their product,’ also need to be careful not to open up the field generation of engine but the next generation Tsurusaki says. ‘The manufacturers don’t really and create some discrepancy.’ of fuel, because we still believe that Formula 1 is care about an industry standard that they Wider technological relevance is a major about hybrid technology, not full-electric, for have to sacrifice something for. That’s already reason that many companies, not just car a number of reasons,’ Abiteboul says. ‘Clearly happened with engine oil and it could happen manufacturers, are active in Formula 1, and we need more power and sustainable power with fuel too. There is technology that could see many are warning against any steps being taken and long races, but there will be new forms fuel pumps mix a specific blend tailored to your to reduce that relevance. ‘We are not looking of fuel coming up in the next few years, car. So you drive up to the pump which then at it to be a commercial engine, we are looking whether you are talking about more biofuel, dials into your car and delivers the perfect fuel at it as the future,’ Mobil 1’s global motorsports so a different composition, or even synthetic for the engine which might be a 98.3 octane technology manager David Tsurusaki says. fuel, coming from non-fossil sources, that with particular additives, for example, rather ‘From our perspective we still believe that could be attractive and that would require than the standard 98 available now.’ internal combustion engines are part of the new development. So, probably the way One of the biggest demands from global picture. Sometimes you talk to people forward. Less exciting, obviously, than a very independent teams is that whatever the new

Most of the F1 teams are calling for a lower cost unit. The current 1.6-litre V6 hybrid era started back in 2014 Honda says it is in Formula 1 to help develop road car technology

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ENGINEKing Combined PARTS A4.indd FP ATB.indd 1 1 09/12/201928/07/2017 16:2215:55 FORMULA 1 – 2025 POWER UNITS

It may be the case that Formula 1 does not settle on a single fuel but will open it up to entirely different fuels competing against one another

Audi has invested heavily in developing synthetic fuels. Could this sort of tech play a role in the future of F1? Variable compression ratios could be a feature of the 2025 PUs

power unit is it needs to be affordable. But with the manufacturers calling for increased road ‘Over the next couple of years we need to look relevance it is not clear exactly how this could be achieved. One suggestion is to follow the at the MGU-H and its relevance to road cars’ lead set by the 2021 chassis regulations and increase the amount of control parts used, with incremental basis year to year or every two It could be sustainable, reasonable and good the electronic systems, MGUs, energy store, years, it is not stopping you from developing for all but this is not happening in any state in fuel system and even the fuel itself all but it is saving you the big money from when the world. You look at the world, and think of it candidates for standardisation. you go racing. This may sound weird but it is in five or ten years time, but then ten minutes ‘We obviously don’t want Formula 1 to cheap to develop, but very expensive to race.’ later we go to the pit wall and try to win a race. go to a spec fuel or to be very restrictive,’ We could have that care, to have it drive us, Tsurusaki says. ‘We are in motor racing for Powering on but it’s going to be costly. But if we have a 30 two reasons, firstly marketing and secondly As the process of developing the regulations year roadmap it would allow us to select an technical development. Remove the technical for the 2025 power units has only just started area to develop and then freeze. Incremental development then all we need to do is put up there is an opportunity to ensure that the rules development could work, we need to set the a billboard. There is a lot of commentary out are written in a way that satisfies all of the goals, set the roadmap and do it all step by there saying that the fuel used in Formula 1 is objectives stated here, even though some of step, the regulations should drive us to achieve not road relevant, but we don’t agree with that them do seem contradictory. those goals. That would help in preventing us at all because it does have relevance to what ‘At the end of the day I think there is still a spending massive money on small things that we will do in future. This power unit is not question about what is going to be next,’ Taffin give us just milliseconds, instead we spend relevant to what is on the road today, but it says. ‘We could argue that Formula 1 should go all the money in areas that give a real benefit, features a lot of things which could be relevant back to a V8 or a V10 but this simply will not very specific matters that will be a performance in the future and it’s the same for our fuel.’ happen. We have to be realistic, closer to what is differentiator but also tackle a wider problem.’ going on in the wider world. I think that applies Before we conclude, it has been quietly Tighter controls to everything, the ERS, the fuel, the ICE. What suggested that a proposal for further power unit Another cost reduction could be a tighter should we do for 2025? We need to take a wider downsizing has been tabled, which calls for a homologation of parts in the power unit. It look at the world and see what is happening. turbocharged 850cc engine with an extremely might be argued that this will reduce the There are plenty of companies around, not only high (but potentially variable) compression potential R&D gains and technology transfer in the automotive industry but other areas, ratio, gasoline compression ignition and to production cars, but surprisingly some PU studying how people will travel in 10 years. I feel variable valve timing. This would be mated to a developers are in favour of it. ‘I think we could that [it’s up to] the FIA or F1 or us, the people much larger and more potent hybrid system. At accept having only one specification of energy in Formula 1, to start thinking like that, to start present there are very few details on this. recovery system per year, but that is not saying caring. It may be strange as competitors but we The new regulations are likely years from we have to keep the same system for five or ten need to have those high level discussions, to taking any tangible form, but the work is only years,’ Taffin says. ‘Should we be throwing our care a lot more about the wider world. just beginning. It is clear, though, that the resources away by trying to get 0.03 seconds ‘We need to get together and tackle it from resulting power units will be different to what per lap by having three different ERS A to Z,’ Taffin adds. ‘It may seem unrealistic but Formula 1 is using now, quite how they will specifications per year? If we worked on an we could have a roadmap for the next 30 years. differ will remain unclear for a while yet.

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