Some suggested objectives
We have prepared a first draft of the 2008 rules with the following objectives:
the rate of increase in performance of the cars should not exceed the rate of improvement in measures to protect the public, marshals and competitors;
the rules and the means of enforcing them should be clear so that everyone competes on the same basis;
the rules and methods of enforcement must be sufficiently flexible to deal with unforeseen technical innovation;
costs should be contained in order to (i) decrease the likelihood of a manufacturer leaving after poor results (ii) enable a private team to be competitive without the support of a major manufacturer and (iii) reduce the performance deficit of the less well-funded teams;
expensive technology which is invisible to the public and known only to a tiny band of specialist engineers should be eliminated where possible;
expensive materials or designs should not be used as a substitute for good engineering;
driver aids should be eliminated as far as possible. In particular the use of electronic devices should not be allowed to replace driver skills;
downforce should be drastically reduced and “mechanical” grip increased substantially for closer racing.
This, then, has been our approach to 2008. Criticism, constructive or otherwise, is welcome. All comments received during the July consultation period will be carefully considered when the FIA technical department finalises its proposals, which it will do in consultation with those teams and race organisers which have indicated their intention to participate in the Formula One World Championship from 2008 onwards. We will also take full account of the results of the FIA/AMD survey of public opinion. Once finalised and approved by the World Motor Sport Council and FIA General Assembly, the rules must be published before the end of 2005 as required by the Concorde Agreement. Thereafter the 2008 technical regulations cannot be changed without the agreement of everyone concerned.
Changes for 2009 will still require two years’ notice (ie publication before 31.12.2006). Thereafter notice of changes which affect the design of the car (sporting or technical) will be announced no later than 30 June to come into force for the next-but- one season (ie a change for 2010 will be announced before 30.6.2008).
Summary of the main changes proposed for 2008
ENGINES
All components of the engine will be controlled by an Electronic Control Unit (ECU) which has been manufactured by an FIA designated supplier to an agreed specification
The ECU may only be used with FIA approved software and may only be connected to the control system wiring loom, sensors and actuators as specified by the FIA
All control sensors, actuators and FIA monitoring sensors will be specified and homologated by the FIA
The control system wiring loom connectivity will be specified by the FIA
A 3 litre V10 engine will remain an option for teams unable to obtain a 2.4 litre V8, but subject to similar strict performance limitations as in 2006 and 2007
Reasons
to eliminate the use of driver aids such as traction control
as teams will not be able to develop their own ECUs, expenditure on electronics will be considerably reduced
to allow the FIA to check testing mileage and other elements
to keep engine costs low for the smaller independent teams
GEARBOXES
All cars will be fitted with gear ratios, final drive ratios and differentials which have been manufactured by an FIA designated supplier to an agreed specification
Gear changing will only be permitted by the use of a manually operated mechanical linkage to the gearbox
Clutches will only be operated via a foot pedal connected mechanically to a release mechanism
Reasons
to restore control over the clutch and gear changing to the driver
the use of standard gearbox internals will result in a very significant reduction in expenditure
BODYWORK
Downforce will be reduced to approximately 10% of current levels
Drag will be maintained at current levels
Overall car width will be increased
By stipulating maximum and minimum dimensions cars will be “cleaned up” with devices such as barge boards, flip ups, winglets and other small add on parts removed
Total advertising area on the car to remain unchanged
Reasons
to reduce the reliance upon downforce as a means of improving performance
by increasing mechanical grip the likelihood of one car being able to follow another closely in corners, and hence be in an attacking position at the end of the following straight, will be increased
eliminating winglets, bargeboards, etc, will reduce costs as well as the danger of debris on the circuits
drag should remain unchanged in order to ensure straight line speeds do not increase significantly
WHEELS AND TYRES
Tyres will be supplied by one manufacturer appointed by the FIA after an invitation to tender. Such an appointment will be conditional upon :
a suitable supplier being available ;
a suitable system to ensure tyre testing is carried out in an equitable manner ;
no team being disadvantaged by the appointment of a single supplier (detailed regulations will be written to ensure this would not be the case) ;
there being no legal impediments during the process of appointing a supplier
Slick tyres will be introduced for use in dry weather
Lower profile tyres will be introduced
Significantly larger wheels with minimum and maximum sizes stipulated for front and rear will be permitted
Tyre blankets and other heating devices will be prohibited
All tyre regulations will reside in the Technical Regulations
Reasons
a single supplier would allow a bigger safety margin
the absence of competitive tyre testing would reduce costs
as relatively small differences in tyre compound and construction can have a significant effect on lap times, a single tyre supplier would simply ensure that no team would be adversely affected by being contracted to the “wrong” supplier
slick tyres would be re-introduced as a part of the low- downforce and high-mechanical-grip package
lower profile tyres would be introduced in order to give the wheels and tyres a more modern look and also permit more freedom on brakes and suspension
a ban on tyre heating devices would eliminate this significant but unnecessary expenditure
CHASSIS
The minimum height of the centre of gravity of the chassis will be specified
The minimum weight for a chassis will be specified
Energy of all impact tests will be increased
Loads for all static tests will be increased
Side intrusion test requirements will be increased
Ballast will be reduced to minimal levels
Reasons
to ensure that weight is distributed throughout the chassis
the centre of gravity requirement should result in less pure ballast being used, the minimum weight will have to be achieved by the construction of a stronger chassis
by raising the impact test speeds, the static load criteria on structures such as roll hoops and increasing the penetration resistance, drivers will be even better protected than they are at present
BRAKES
All cars will be fitted with brake discs, pads and callipers which have been manufactured by an FIA designated supplier to an agreed specification
Reason
to reduce the cost of continual development of new materials and designs, the FIA specified products will be designed to work on all types of track and last an entire Grand Prix weekend
DATA ACQUISITION AND TELEMETRY
With specific exceptions, any data acquisition system, telemetry system or associated sensors additional to those associated with the ECU will be physically separate and completely isolated from the control electronics
Pit to car telemetry will be prohibited
Reasons
to ensure that any data acquisition system used by a team cannot interfere with the FIA specified ECU and sensors
to ensure teams are unable to send messages to a car and potentially affect its performance
MATERIALS
Limitations, similar to those within the 2006 engine regulations, will be imposed on all parts of the car
Reason
costs will be reduced as research into exotic materials will be unnecessary
STARTER
All cars will be equipped with a driver operated starter which is capable of starting the car without outside assistance a minimum number of times
Reasons
to simplify the operation of starting a car, at present it is massively complex
to give the driver a chance of starting a car unaided in the event of it stopping on the track
to reduce the number of personnel needed at an Event and hence reduce costs
NOTICE OF CHANGE
Notice periods for changing the rules will be related to the effect (if any) of a change on the design of a car rather than an artificial distinction between “sporting” and “technical” regulations. There will no longer be a distinction between changes to the engine, transmission or chassis.
Reason
to ensure that changes may be made to the regulations in a timely and more realistic way
SPARE CARS
Spare cars will be prohibited, i.e. no team may have more than two built-up cars available at an Event at any one time. Spare chassis will be permitted but precisely what constitutes a car in this context will be clearly defined
Reason
by taking one car less to races teams will be able to save considerable sums of money as, apart from the cost of the car itself, fewer personnel will be needed
TESTING
Testing will be limited to 30000km per team between 1st January and 31st December, subject to a single tyre supplier being appointed
Reason
To reduce the enormous amounts of money currently being spent on testing
CAR ACQUISITION
Teams will be free to buy a complete car or any part of a car from another constructor
How constructor’s points are to be allocated will be clearly defined after further discussion
Reason
to enable a team to buy a complete car, or any part of a car, from another constructor. As a result teams will be able to save considerable sums of money on the design and development of their cars.
E.A.
Source FIA
