[haryan]

The FIA has finally issued the Formula 1 regulations for 2005. The teams have been unable to stop the FIA imposing its changes because they have been unable to agree on any package. The aerodynamic rules will mean that front wings will be raised and rear wings will be brought forward. The height of the diffusers will be reduced and the bodywork in front of the rear wheels will be reduced. This will result in a reduction of downforce of about 25% but engineers are already saying that 15% of this will have been won back by the start of next year and that by the end of the 2005 season, downforce levels will be back to where they now are. One set of tyres will be used for qualifying and the race. This means that pit stops will no longer involve tyre changes. The tyres will be harder and should, in theory at least, reduce the lap times. The FIA is insisting on two-race engines, which it argues will reduce the horsepower levels but with development these will rise again. The switch to one-race engines has done little to reduce the speeds.

The most controversial aspect of the new rules package is the engine regulations for 2006 which will see 2.4-litre V8s introduced alongside restricted V10s. The V10s will be allowed to race in 2006 and 2007 subject to a number of restrictions "determined by the FIA". This, in effect, can force the manufacturers to switch to V8s because a rev limit on the V10s could easily make the V8s more competitive.

The FIA says that the reductions will slow the cars and will cut costs, while also providing engines for customer teams at a sensible level.

[haryan]

MY THOUGHTS:
Which teams will have an advantage with the new rules? From the standpoint of the engines, it would seem Ferrari will have an advantage because their engines have been extremely reliable. I would bet their engines weren't too far from being able to last 2 races already. So, they may not see a significant loss in power because their engines don't have to last too much longer. A team like McLaren, which never has been able to be reliable, will take time to get that reliability. They may see a more significant loss of revs, and power.

For tires, it would seem Michelin riders have an advantage because there are more of them. With more data, the Michelin engineers should be closer. However, it should also be noted that Bridgestone tires got better last year the longer they were out there. Perhaps, Bridgestone is closer to finding the perfect balance. Sauber's performance, who have shifted to Michelins for 2005, will decide whether Bridgestones are good or Michelins are better .....

For aerodynamics, it would seem the teams might be fairly even, though, once again, Ferrari might have an advantage as they always have an excellent aero package.

[Hatari]

From the standpoint of the engines, it would seem Ferrari will have an advantage because their engines have been extremely reliable. I would bet their engines weren't too far from being able to last 2 races already.

theres actually a HUGE difference when u tune an engine to last 1 weekend or 2
for the simple reason that the longer an engine has to last, the power it delivers comes down.. therefore designing an engine that can last more than it shud is a waste

this is extensively tested on the dynos in fact engine bhp differs from race to race
the higher the altitude of a race track.. the lower the air pressure
this affects engine combustion.. thus resulting in the engineers compromising on engine output
this figure can be as much as 90bhp !

no doubt the ferrari engines were the most reliable.. but they have a long way to go for them to last 2 race weekends

after restrictions on tyres, engine & aerodynamics
the F1 cars are expected to go 3 secs a lap slower than last yr !

but it will make for interesting racing..
the lower downforce level will help in overtaking.. tailing cars around faster corners will become easier
making tyres last the entire race is another art.. this too helps in overtaking
(drivers who havent looked after tyres will suffer towards the end of the race

[Shan2nu]

How quickly an F1 car laps a track isn't all that important to me as long as i get to see some serious action on track.

The MotoGp bikes are said to be some 20 secs slower than the F1 cars around a circuit, but i find MotoGP much more interesting.

Shan2nu

[Technocrat]

Hi guys this is what i found :

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A number of changes to both the Sporting and Technical Regulations have been made by the FIA for the 2005 Formula One season.

Qualifying
The 2005 race weekend will feature one qualifying session on Saturday afternoon and another on Sunday morning.

The first session will run from 1300 to 1400 on Saturday and will, as in 2004, be single lap qualifying, with the cars going out in the reverse order of their finishing positions at the previous race.

The second session, from 1000 to 1100 on Sunday, will also use the single lap format, with the cars going out in the reverse order of the qualifying on Saturday (i.e. the fastest car on Saturday runs last on Sunday).

The cars will run on Saturday with unrestricted fuel. They will then go into parc ferme after this qualifying session and for the Sunday qualifying session they will run with race fuel, having been allowed to refuel before the second qualifying session. They will not be allowed to refuel again before the race starts.

The times of the two sessions will be aggregated to determine the grid, with the shortest aggregate time in pole position.

Tyres
Drivers will have access to far fewer tyres in 2005 and will have to make a single set last through both qualifying sessions and the entire race. A tyre can only be changed during this time if it is punctured or damaged.

On Fridays, drivers will be able to test two different dry tyre compounds. Ahead of Saturday practice they must choose one of these for the remainder of the weekend. They will then be allocated three sets of this compound – one will be used in practice, one in qualifying and the race, and one kept in reserve in case of punctures or accident damage.

These changes will require harder compounds than in 2004 and will force drivers to drive with tyre preservation in mind. The knock-on effects will be slower lap times and much-revised race strategies.

Drivers will also have access to wet and extreme-weather tyres. These can only be used when the track is declared wet by the race director.

Engines
In 2004 engines had to last one race weekend. From 2005 they must last two – equivalent to a distance of around 1,500 kilometres (close to 1000 miles). If a driver requires an engine change ahead of qualifying, he will drop ten places on the grid for that race. If an engine is changed between the start of qualifying and the race the driver will be put to the back of the grid.

In both instances the driver concerned must use his new engine for the remainder of that meeting and the entire following grand prix weekend. If a driver fails to finish a race, he may start the next meeting with a new engine without penalty.

With even greater reliability required from the engines, these changes are likely to cut rev limits and power outputs, hence reducing car performance.

Aerodynamics
Aerodynamic regulations have been dramatically revised in a bid to reduce downforce and hence cut performance. The key changes are a higher nose and front wing section, a changed rear diffuser profile, and the bringing forward of the rear wing structure.

Initial estimates suggest that the changes could cut downforce by as much as 25 percent over 2004. Designers are likely to claw much of this back as their 2005 machines evolve, but slower laps times and trickier-handling cars would seem inevitable.

For More details check out their website :

http://www.formula1.com/insight/rule...gs/13/995.html