Our final Digest Season Preview show takes a closer look at the rules for 2010 - from the enormous changes, like a ban on refuelling, to the smaller things, like allowances for new driver testing. It's all in here, and combined with the other three shows, your perfect guide to the season about to start.
The Rules
Starting with the technical regulation changes, we discuss things such as the ban on refuelling, KERS and the engine and wing technical specs. Then we move on to more sporting aspects of the race, including the engine freeze, qualifying format and much, much more.
The championship is finally decided, in a race that had a little bit of everything. Teams and drivers felt the pressure - listen on to find out how they handled it.
The Race
It was all about the start and the restart, after the Safety Car left the track, Button and Vettel began their fightback through the field. Meanwhile at the front, Barrichello and Webber were fighting for first.
Team by Team
There is obviously one team who are very happy, but the real intrigue comes between Trulli and Sutil who are still arguing over their incident.
It's Free Practice Friday, and we'll be up in just a couple of hours to watch the first action in Japan. The drivers are all bigging up the weekend, so let's hope it lives up to expectations. Meanwhile, here are some of the things we're talking about:
F1 Punter has taken a look at the possibility of a safety car at Suzuka. It looks like the chances are not exactly high, but a lot of the current crop of drivers haven't been on this track before, so anything could happen!
James has written a post with his ideal F1 calendar on there, and is curious what you would put on your own calendar, if you could make the decisions. I'm more than happy to go with James' as he's only got 15 races on there.
Pitlane Fanatic have their Japanese GP preview up, and take a look at the main challengers for the weekend, plus what to look out for on the circuit itself. The weather forecasts are still suggesting rain, which sounds suspiciously like Fuji!
That'll do it for now. We'll be back with live threads throughout the day, and the usual F1 Minute and Digest roundup later. Yay for Fridays! I'll see you in the comments.
It's tough being an F1 fan at the moment. If you're on Twitter, all you need is the hashtag #f1happyplace and you'll be fine. Whilst you're having a look at that, here are some SPC things to chat about:
Once again, Jake Humphrey has provided some great insights into the life of a BBC anchor, and what one gets up to when there's no racing to get excited about. Good to know that he misses F1 when it's not around.
F1 Punter has some thoughts about the upcoming race and the chances of seeing the safety car. We know that last year's German GP helped Piquet to his first F1 podium, all thanks to the SC, but this time we're at the Nurburgring rather than Hockenheim, so how will that affect things?
On the very sore subject of politics, Maverick has some interesting thoughts on the Pitlane Fanatic Blog, and Joe has also summed it all up in a great post, and really... in the title itself - SOS in morse code..
That should do it for now. It's really tme to start turning our attention to the German GP (the Preview Digest will help), so let us know what you are expecting from the upcoming race. I'll see you in the comments.
The F1 Safety mini series covers all things safety from the smallest details such as zips and cuffs to the big changes like Safety Cars, and MedEvac helicopters. The seven original shows are gathered here for easy listening.
There will only be one series on this topic, but please share your thoughts and feedback on what we covered. If there are other topics that you think would be a good subject to be covered in more detail, please let us know.
Welcome to the sixth episode of F1 Safety. Having covered pretty much everything in modern safety from the helmet to the Medical Car, today we’re going to look back through the years and see how safety has improved.
The first race of the new F1 World Championship took place at Silverstone in 1950. Grand Prix racing had been around for years, but this was the start of the official competition. Back then, Silverstone was simply an unused airfield, there was no particular thought to the safety of racing high speed cars. No medical backup was around, the only run off areas were a happy accident rather than a planned safety feature. The cars were built simply to be fast, to get round the lap in the quickest time, and that was all that mattered.
By the 1960s, it was clear that things had to change and safety needed to be a consideration. In 1961 the first rollover bars were introduced on the cars, and in 1963 helmets and fireproof overalls became mandatory. This same year, the FIA took over responsibility for safety during Formula 1 events, building procedures into the regulations. Fire extinguishers were introduced in 1969, and the next year circuit inspections were introduced. By this point, crash barriers were beginning to take shape, and a wall was mandatory between the pit lane and the home straight.
In 1972, the red rear lights on the cars were introduced, the aim being to try and reduce pileups. Circuits had benefitted from marshals and some even had a medical centre, but in 1975 these two safety features became part of the regulations. Permanent medical centres were mandatory in 1980.
A couple of years earlier, the FIA introduced the rule that a driver had to have a super licence to take part in a Formula 1 event. By this point, the car had the safety cell, otherwise known as the tub, that was strong enough to keep a driver safe. In 1981, the cell was extended so that it covered the driver’s feet as well.
With medical centres a big part of each circuit, the next stage was to bring the helicopter in, and by 1986 the chopper had to be on stand by at all times. In 1988, we saw the introduction of crash tests for the safety cell and the fuel tank, and in the same year, Charlie Whiting was appointed as the permanent Race Director for the FIA.
We’re into the ‘90s now, and entering the new decade saw the rear view mirrors grow larger – still useless though – and the steering wheels now had to be detachable and quickly removable in case of an accident. In 1992, the Safety Car was introduced, and so the regulations were tweaked to allow for a period following the slower car.
Next up, pit lane safety, as the refuellers and mechanics had to wear fireproof overalls, plus the speed through the pit lane was reduced. The FIA also began to take a dim view to the crowds of fans gathered at the circuit breaking onto the track at the end of the race. They started to encourage more stringent crowd control measures. Following a tough year in 1994, the FIA undertook some computer analysis of the circuits on the calendar and found 27 corners that were high risk and needed to be improved. The governing body also tightened up restrictions on getting a superlicence, only the best need apply.
In 1997, the black boxes were introduced, meaning accident data could be recorded and reviewed after the event. Preventative measures were also improved, with the crash tests broadened to include rear impact and gearbox safety as well.
Towards the millennium, we started to see safety improvements that have shaped how Formula 1 is, including tethered wheels, the introduction of asphalt run offs rather than gravel, increased number of medical cars, and the ability to remove a driver with his seat in case of emergency. In 2001, the FIA turned their attention to marshal safety, and specified some more stringent protection for them.
In 2002, the crash tests became even more detailed, and in 2003, five tracks had to tighten up their run offs and safety zones to be allowed on the calendar. HANS also became mandatory.
Whilst safety improvements are happening all the time, little by little, most of the massive things that can be done have been done already. The FIA are turning to a new bigger picture, and following the McLaren fine of $100 million, they set up a Motor Sport Safety Development Fund. The idea is that within five years they will have organised a safety program for young drivers, and set up training programs for officials and potential new circuits. There is plenty more still to be done.
That’s it for this penultimate episode of F1 Safety. Tomorrow is the last show, and you can let me know what you think of this series by emailing Christine@sidepodcast.com or leaving a comment on sidepodcast.com.
Welcome to Sidepodcast, this is the fifth episode of our miniseries F1 Safety. We’ve looked at the safety of the cars, what circuits do to help, and the medical facilities in place. Today we’re going to put them all together and run through the accident process.
Starting at the very beginning, to have an accident, first you need drivers. To participate in an F1 weekend, you need to have an FIA superlicence, and these are granted based on good results in some of the feeder series, or perhaps another exceptional circumstance. If a driver is not well before the weekend begins, he can be replaced by the teams third driver, and substitution is acceptable up until the start of qualifying. Otherwise, the team will just have to run with one car.
Once a session is underway, then the cars will head out onto the track and do what they do. If a mild incident occurs, such as a driver running wide and having to regain the track, then the marshals will wave a single yellow flag. This is an indication to other drivers that there is something to be wary of and they need to reduce their speed. Overtaking is also prohibited under yellow flag conditions. Double waved flags are for a slightly more serious incident, as it tells approaching cars that they need to be prepared to stop if necessary. If the danger is easily removed, ie the off-road car regains the track and continues on it’s way, then green flags will be waved to show that it is all clear.
If the danger is too great, then the red flag is waved. This can either mean that an accident has left a car in a precarious position, that there is too much debris on track for conditions to be safe, or that the weather is too harzardous to continue. The red flag means the session is instantly stopped. Cars must return to the pit lane unless the race has begun, in which case they head to the main straight to wait further instructions.
Whilst we’re on the subject of flags, there are a few others to be aware of. The blue flag is waved to tell a car that it needs to move out of the way of a faster car behind it – this occurs during a race when the leader is lapping back markers. A black flag means a driver’s race is over, and this is usually because he has been driving without due care.
This often occurs if a car leaves the pitlane when the light is red. A white and black diagonal flag is a pre-cursor to the fully black flag, a sort of warning for bad behaviour. A black flag with orange circle indicates to a particular driver that his car is dangerous and needs to pit, whilst a flag of red and yellow horizontal stripes means the track surface is slippery and due caution is required. This is commonly shown after an incident leaves oil on the track.
Finally, a white flag occurs if there is a slow-moving vehicle on the track, for example one of the rescue vehicles – however this is rarely seen as the safety car or a red flag situation has usually been employed at this point.
Moving on to the safety car, then, the Mercedes-Benz will be deployed during a race if conditions are hazardous and require cars to slow down, but it is not quite severe enough to bring proceedings to a complete halt. The Safety Car will pull out from it’s position at the end of the pitlane, pick up the race leader, and guide the train of cars round the track at a controlled speed, taking whatever safe line avoids the scene of an accident. It has been known for the cars to have to navigate through the pitlane, if an accident has occurred on the main straight. Behind the safety car, there is no overtaking, and drivers are tasked with making sure their tyres stay warm for the restart. It is the Safety Car drivers responsibility to make sure speeds are low, but not so slow that tyre temperatures become dangerous themselves.
Bernd Maylander has been behind the wheel of the Merc since 2000, having progressed through the ranks of karting, Formula Ford and DTM. He is in charge of the car through the entire weekend, including the support series as well. Bernd also attends the drivers briefings to be aware of any specific safety worries for the weekend. There are two safety cars, and two mechanics are employed to make sure they are in tip top condition.
Peter Tibbetts is the co-driver in the car, and both men are in contact with Race Control and Race Director Charlie Whiting throughout the Safety Car period. The Safety Car has flashing lights on top of it, and when the track conditions are safe these will go out to indicate to the F1 drivers following behind that it is returning to the pitlane, and the racing can restart.
That is it for today’s episode of F1 Safety. We have covered most of the aspects of modern safety in Formula 1 now, so for the next couple of episodes we’ll look at how things have changed and improved.
This article was originally written for BellaOnline, but is republished here for posterity.
When Vettel took pole in qualifying on Saturday, it wasn't a complete surprise. The Red Bulls have been threatening the Brawn GP drivers in terms of speed and it was only a matter of time before they made it stick.
Webber held a provisional pole, before Vettel took it from him, and the real surprise in qualifying was Fernando Alonso in second. Lining up on the front row of the grid, very light on fuel, we were eager to see what he could do at the first corner.
Unfortunately, we were robbed of the chance, as on Sunday, it had been raining all morning and wasn't showing any signs of stopping. The race began behind the Safety Car, which stayed out for 8 laps. Alonso pitted just as the safety car came in which meant the battle never happened.
Nevertheless, Vettel streaked away into the lead, navigating through the puddles, whilst the best battles happened behind him. Trulli and Kubica came together, with the Pole riding up over the Toyota and breaking off it's rear wing. Webber and Button scrapped through several corners, with each driver running wide to allow the other through, and then the Australian putting in a fine overtaking move to eventually grab the position.
Sutil was running up in sixth, before crashing out in the last few laps, after being unable to turn the corner. Another crushing disappointment for the Force India boys who could use a good points haul as motivation, if nothing else.
Massa also retired, his Ferrari just coming to a halt out on track. Raikkonen didn't have a much better day, finishing out of the points. The pair of them not benefitting from the lack of KERS. Hamilton also struggled today, spinning five times in the wet conditions. Teammate Heikki kept it much cleaner, and both finished in decent points positions - an improvement for McLaren.
Finally, Vettel took the top spot, with Webber making it a Red Bull 1-2, and Button joining them on the podium. Vettel's second career victory was Red Bull's first, and no doubt they celebrated late into the night.
It’s 10.55am on Saturday, Jenson Button has just put the Brawn on pole in Malaysia, and within the hour it will be my turn to get behind the wheel of a single seater for a chance to see if I have what it takes to be a speed demon. After a quick sprint up the A43 past Brackley and the home of Brawn GP, I arrive at the hallowed, sacred ground that is Silverstone. The circuit evokes many strong memories for me, there’s something about the place I just don’t feel anywhere else. This is the home of British racing. It’s more than just a track, this is history.
I’d been given a Single Seater Experience as a Christmas gift from the family; it came with a six month expiry so I was determined to hold out until the good weather arrived. I couldn’t have picked a better weekend and was thrilled to see not a cloud in the sky and a strong dose of sunshine which I would hope could only improve track temperature and thus make me quicker. Upon arrival at the centre I handed over my driving licence as proof I could drive and was handed back a rather complicated looking circuit map with numerous dots and markings over it. As I read on it dawned on me all these little dots were braking points and apex points. The enormity of what I could be letting myself in for slightly unnerved me but in true racing driver style I hid any anxiety from my accompanying chaperone with a cursory shrug and a ‘looks cool’. After a brief wait a group of us were called into the drivers' briefing room and so the fun began.
The instructor couldn’t stress enough how powerful and different a single seater is to drive but he gave us excellent advice on how to get the most out of the car and ourselves in the session. He explained driving techniques, the car, rules, safety, and what to expect. Today we were driving the Stowe circuit (yes I was a little annoyed it wasn’t the GP circuit) which is just under 1 mile and contains two long straights leading into tight corners, chicanes, and a great driving challenge. A 20 min session behind a pace car then 25 mins free lapping was the itinerary. After being suited up and fitted with a helmet we were led out to the cars and strapped in. I could barely contain my excitement of being strapped into a single seater and immediately appreciated just how hard it is to ease one's frame into the cockpit. The familiar smell of petrol wafted over me as the cars in front started and it was time to get my game face on.
The cars look like an F3 car, beautiful looking machines, and the sort of curves men kill for! 0-60mph in 5.4 secs, 4 speed manual transmission with a 1600cc engine. I remember the instructor quoting they were five times more powerful then a VW Golf with the same engine capacity due to weight to power ratio. The gears are different to normal, no neutral as such and you have to be very positive to enforce the gear changes. Once sat on the grid waiting to go, all nerves I had dissipated and I was desperate to get going, so desperate in fact I didn’t realise the previous driver had left the car in gear so when I got the order to start up my car lurched forward and I nearly tapped the car in front. I felt like Fisichella in Malaysia or Hamilton in Canada, I couldn’t believe I’d made such a ‘rookie’ error!! Fortunately for me there was ample room to the car in front so my blushes were spared. Starting the car requires flicking down a switch and then pressing a big fat button to engage the starter motor, for someone who drives a standard road car each day it was a great novelty to start without keys.
The safety car pulled out and the cars in front filtered away slowly in an orderly fashion, pulling away requires 3,000+ revs and slow off the clutch. I lunged forward in a style Richard Hammond would be proud of and at last was cruising out the pits onto the track. The noise immediately hit me as we gently opened our throttles and powered down the back straight, the vibrations rendered the mirrors instantly useless and I braced myself for some heavy braking and getting it into turn 2 safely. The safety car built us gradually up to speed, highlighting all the braking points (like it’s hard to miss a big board saying BRAKE! on it) and showing us the best lines to take through the corners. After 20 minutes I was signalled into the pits for a 5 min break, in no time at all I was released back onto track for the final free lapping period.
Over the next 25 minutes I was out alone on track living the dream. I deliberately dropped back off the pack (instructors advice) and let them zoom away for 1/3 lap. This freed up the circuit for me so I could literally drive flat out and not get stuck behind traffic. With every lap the tyre and brake temps came to the car which, coupled with a rapidly growing self confidence, made me push harder and harder with every single lap. Towards the end of the session I started to catch other cars up and the satisfaction of being waved through under blue flags was immense. I was Senna hunting down the pack (well in my head I was) and I duly dispatched every driver but one (12 of us). I can’t convey how good it feels following a car though a corner then burning past them on the main straight. On one lap I took two people in one move and felt thoroughly satisfied, all that homework had paid off. The best experience was storming down the straight at easily 120mph, then slamming the brakes down hard to get into the corner. I never appreciated how hard it is to control the car in that state. It’s rocking from side to side and you're half expecting to go straight on into the ever increasingly looming crash barrier. The noise, the vibrations and all this coupled with looking out of a little Perspex visor makes it an incomparable experience. After the fastest (literally) drive of my life it was nearly all over as I could see the chequered flag waving away. I buried the throttle and raced through the last few corners and couldn’t resist the temptation to raise my arm as I took the chequered flag. Sad I know but when do you ever get a chance to be a racing driver?
We all pulled in happy, with huge beaming smiles, and some very sweaty looking faces. A quick presentation followed with me getting second fastest time of the day - 45 second lap. I was 0.8secs off the best time of the session and 10 secs clear of the slowest driver, I was delighted (especially beating a police ‘driver’). We all received a nice looking certificate and telemetry print outs showing every lap time, performance increase, speed, average lap time etc. With that, we signed out, with the option of purchasing pictures taken of us on track (onboard footage £40). I got back in my shed of a car and raced off down the A43 back home, satisfied that for that brief hour I was Senna.
For reference I did the Single Seater Experience which is the more expensive of the two options on offer from Silverstone, it cost approx £120 and worth easily double that. You can view an onboard lap here, which shows it is simply worth every penny. Where else do you get to drive on the limit in a race car?
This article was originally written for BellaOnline, but is republished here for posterity.
The regulations for the 2009 season have changed so radically that there were a few items we weren't clear on. Now, the FIA have cleared things up by publishing an interview with Race Director and all round technical chief Charlie Whiting. A couple of the points are very important, so I'll share them here.
Engines The new ruling states that a team can run eight engines per driver, and there will be no penalties incurred until the ninth engine is run. Teams can run their engines however they like, and swap them out as necessary, even in the midst of a race weekend. The FIA will make sure that the engines are sealed and not tweaked, as per the engine freeze. The three-race engine rule no longer exists, as this change has replaced it.
There was some confusion over why Renault got a special dispensation to upgrade their engine whilst the other teams remained under the engine freeze. Whiting confirms that all teams submitted any changes they wanted to make and it was agreed that Renault could bring their engine up to speed. There is no favouritism at work here.
Safety Car The safety car regulations caused a lot of problems in 2008, with the timing making things a lottery. If a driver was scheduled to pit just as a safety car came out, he faced the unenviable choice of pitting and received a penalty, or continuing and running out of fuel. Now the rules have been reverted back to 2006 standards.
The pit lane will remain open, but to ensure that drivers don't race their way back to make their stop, a minimum lap time will be calculated. The ECU will work the time out, display it to the driver on his steering wheel, and then it is up to him to make sure he sticks to it. This way, the drivers will still slow as the safety car comes out.
KERS Whiting also addresses the concerns over KERS, and says that a KERS Safety Working Group has been created with BMW heading it up. There is apparently a long list of suggestions, and some of them have already been incorporated into the regulations. At least we know that they are paying attention to team concerns.
