'%20x='0'%20y='0'%20height='100%25'%20width='100%25'%20%0A%20%20%20%20%20%20%20%20%20%20xlink%3Ahref='data:image/jpg;base64,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'%3E%3C/image%3E%3C/svg%3E)
Before the start of the 2014 Formula 1 season, it was said that Red Bull’s domination, for the past four seasons, might finally be challenged this year. As, a massive regulation change (after a long time) was in-store for teams. And, rightly so, the season ended with Mercedes-AMG F1 Team dominating most of the races to clinch their first constructors’ championship as a works team. After the rule change was made official, many had predicted correctly that Mercedes (as an engine suppliers also) would pounce on to any opportunity to rise to the top.
The regulation changes also saw the fortunes of many teams and engine-suppliers declining in 2014. Apart from Red Bull’s dethroning, the likes of Ferrari (also their engine-department), Lotus, and champion engine-makers for the last four years, Renault, struggled to find form through-out the season. Team Williams was the one that benefitted most this year by-virtue of their strong package, which included the mighty Mercedes engines.
Of course, we cannot make absolute comparisons (against previous years) of all the changes. But, some of the alterations had a positive (and even a negative) effect on the actual running, and the future, of the sport. Let us scrutinize the modifications, and their visible effects.
What was the relevance of putting in a new power-unit?
The decision to change the previous engine-regulation was made by the FIA way back in 2011 to in their own words “push the engineers to develop engine-efficiency”. With it, a 1.6-liter V6 turbo efficient engine was introduced, with an allocation of maximum revving till 15000rpm. The previous 2.4-liter normal-aspirated V8s use to produce 750bhp, but the new turbo was only going to shell-out around 600bhp.
The lack of power (compared to last year) was however compensated thanks to the extra-force coming from the new, and the more sophisticated, Energy Recovery System. The cars, this year, received extra 160bhp from the ERS for nearly 33 seconds during a lap. Even-though the power-units had the output comparable to the previous years, but, they were more significantly efficient to run. Either way, the top speed of the cars remained same. These engine-regulation changes, though, did create a greater operating cost for the teams. And, the midfield teams (the trio of Force-India, Lotus and Sauber), were all unhappy about the extra-bills they paid to their engine-suppliers.
The engine revolution proved vital for some manufacturer and F1’s future.
It was revealed by Mercedes this year that it would have left the sport all-together, in 2009, if F1 had not committed itself, back-then, to make fuel-efficient engines. And, it was also a known fact that even Renault would have bid adieu for the same reason. This is because; both Mercedes and Renault felt that the old V8s were no longer relevant to their road-car engine development programs.
Hence, you can easily say, if these changes were not made, the grid could have lost its two major engine suppliers (and long-term supporters of the sport) in a whisker. Honda’s imminent comeback to the sport, with McLaren in 2015, is also largely due to this regulation alteration. Apart from the sound factor (or the lack of it) of the new hybrid engines, one can agree that the rule change was a positive, and certainly a required step, towards securing the future of the sport.
The struggles for Ferrari and Renault’s power-unit
Ferrari were dead against the introduction of fuel-efficient V6s, becausethe Italian team, nowadays do not associate themselves with the terms “fuel-efficient” and “anything less-than V8s”. Even-though they were very vocal about the situation, the Scuderia still had to compete within the regulations. Hence, they had to produce a V6 power-source, at their Maranello factory after many-years.
Ferrari struggled all season long with its power-units (one of the key reasons for their dismal performance) and this meant they finished a frustrating 4th in the championship. This prompted a forced (and some unforced) mass exodus from the team, which included Luca Marmorini, the director of the team’s engine & electronic department.
Renault, who had pushed for the regulation-changes, surprisingly, couldn’t master the 2014 specifications. This was imminent in the form book where, apart from Red Bull, all their customer teams finished seventh downwards in the championship. There was strong rumor in the paddock that the unreliable Renault turbo-units were facing a shortfall of at least 40-to-60bhp, against Mercedes power.
Both, Renault and Ferrari, are currently pushing for a lift on the engine development-freeze put in place by the law makers of F1. This move is of course not supported by Mercedes. The unfreezing will allow both the power-unit markers to modify their next year’s V6s. It might prove very important if any decision regarding the freeze is made in the coming weeks. Because; the unfreeze might considerably close up the playing field, if the French and the Italian manufactures can solve their problems.
What issues did the new brake-control system bring in?
Since more power was going to be generated this year under braking, thanks to the new ERS, the FIA told the teams that they could use an electronic rear brake-by-wire control system. Changes to the existing braking system proved vital. Because, however fast a car went in the corners or on the straights, a driver had to feel confident under-braking.
Unfortunately, the system created some problems for the teams, and especially the drivers, as many were failing to adjust themselves to the system. “The brakes work in a different way. It is electronic brakes, brake-by-wire, and I still need to improve the way I’m braking because it’s different. It’s a little bit strange sometimes,” said Felipe Massa after testing the system in February.
Apart from Massa, who himself was an innocent victim of a possible brake-by-wire system failure on Kamui Kobayashi’s Caterham in Australia, other teams and drivers (particularly Lotus) also took time adapting to the new braking-system. One might argue that the change was necessary because of the ERS output, but this year certainly was a season of just “understand the brakes” from a team’s point of view.
Changes to the gearbox rules gave the teams food for thought
Basically gearboxes were to have eight forward gears from this year onwards, previously they had seven. And, forward gear ratios had to be nominated before the first race of the season with only one chance of changing the ratios was allowed, during the ongoing-season.
Last year, drivers had the luxury of changing them race-to-race. This meant, teams had to adjust the gear ratios bearing in mind they had to race in Monaco and Monza (and other-non radical tracks), where the configurations-used are poles-apart from each-other. This was a challenge the teams had to tackle this year, which added extra-spice to the spectacle.
The fuel regulation changes made the racing interesting
To make Formula 1 more fuel-efficient (usage-wise at least), this year the teams were given a limit of 100 kgs of fuel per race, with a fuel-flow limit of 100 kg per hour. Drivers had to be very pernickety and precise about fuel-flow-management this season, because a F1 Grand Prix generally runs for 90 minutes.
The new restriction certainly added more guess-work in terms of which driver was pushing when (i.e. using more fuel-flow), which made the racing more exciting (Try remembering all Hammer-Time radio-messages to Lewis Hamilton’s car). The fuel-flow meters were at the center of controversy between Red Bull and the FIA during the season opening, Australian Grand Prix.
Car weight did cause some concerns for the “heavier” drivers
The minimum weight of the car (driver included) had been increased to 690 kgs for this year. This was an increase of 48 kgs, from last season, mostly to accommodate the new power-unit system in the cars. However, it was argued by many that this wasn’t a big enough increase because of the weight some tall drivers carried added an unfair disadvantage to them.
There was a strong rumor in the paddock that Nico Hulkenberg (a driver with 6ft-plus height) was overlooked, by first McLaren and then by Ferrari, for a 2014 drive because of his sheer size. Although the weight-height issue has been going on since the introduction of KERS in the sport, the FIA, this year, had a chance to sort this out by simply increasing minimum-weight, even-more.
Increasing the minimum weight won’t require the teams to only employ “heavier” drivers, as they can always add ballast in the cockpit to reach the legal weight-limit.
Front-wing change, nose and chassis height reduction created “ugly” cars
This was of course done for safety-reasons, as a low nose and a chassis would stop cars from take flight when the nose made heavy contact with the rear of another car. This made the noses of this year very “unusual and ugly” to say the least. Of course safety is paramount, but it was argued by Adrian Newey, of all people, that even these noses could prove dangerous at some scenarios. Hence the FIA decided to alter the nose again for 2015, which will fortunately mean aesthetically better noses.
Individual driver-numbers
The drivers this year were allowed to pick a driver number (which they have to carry for their whole racing-career). Some drivers used their number as a marketing-strategy, while some selected a number for emotional or previous-associations factors. The change was welcomed by the fans.
5-second penalties
The five second-penalties introduction was also a new addition to the rules. The change proved practical and pragmatic (several times) during the course of the year and hence was retained for next season.
Fans had a say on the doubles-points extravaganza and driver-coaching
This rule change, to make sure the title-fight was alive longer, was not welcomed by anyone. And thankfully, the double-points have been scrapped for next year because of the negative response it garnered from the fans.
Meanwhile, this year, giving out “car or driver-performance enhancement tips” over the radio was also banned from the Singapore Grand Prix onwards. This change was deemed as positive one, as many drivers use to depend on tips (from the pit-wall) about how to perfectly “drive” their cars. The fans welcomed this ban, as many felt it was a bit unnecessary (and a very un-Formula 1 thing) for a driver to ask for tips during a race. The coaching-ban has been enforced again for 2015.
Most importantly, how did the regulation changes affect the lap-times?
As predicted, with the changes in the front wing, exhaust-systems (which resulted in significant down-force loss) and engine-specs, the 2014 cars were a bit slower compared to last year’s versions. Also, because of the turbo-units, the drivers were a tad extra careful on putting the foot down this season. Let us compare the times from this and last year, at few specific rounds of the season:
| SPANISH GRAND PRIX-2014 Round 5 | | |
| Driver(s) | Qualifying-Time | Race-Time |
| | | |
| Pole & Winner: Lewis Hamilton | 1.25.232 | 1.41.05.155 |
| | | |
| Pole: Nico Rosberg & Winner: Fernando Alonso | 1.20.718 | 1.39.16.596 |
| 22nd in Qualifying 1 & Last-Driver on the Lead Lap | 1.25.070 | 1.40.38.334 |
As you can see the delta between the pole-times for the two years is huge. Hamilton’s 2014 time in qualifying, would have given him last place on the grid in 2013. In the race, Hamilton would have finished a lap-down, if last year he had used-up the same race-time.
| ITALIAN GRAND PRIX-2014 Round 13 | | |
| Driver(s) | Qualifying-Time | Race-Time |
| | | |
| Pole & Winner: Lewis Hamilton | 1.24.109 | 1.19.10.236 |
| | | |
| Sebastian Vettel | 1.23.775 | 1.18.33.352 |
| 4th in Qulafiying-3 & Last-Driver on Lead Lap | 1.24.132 | 1.19.30.179 |
The scenario got a bit better at Monza, as this year’s pole time, would have given Hamilton Massa’s 4th position last year. But, this year’s race-pace would have still have seen him finishing 10th last year.
| US GRAND PRIX-2014 Round 17 | | |
| Drivers(s) | Qualifying-Time | Race-Time |
| | | |
| Pole: Nico Rosberg/Winner: Lewis Hamilton | 1.36.067 | 1.40.04.785 |
| | | |
| Pole & Winner: Sebastian Vettel | 1.36.338 | 1.39.17.148 |
| Last-Driver on Lead Lap | - | 1.40.54.001 |
As Jenson Button had correctly predicted before the start of the season; the cars did eventually catch-up with the 2013 pace. And, at the US Grand Prix they surpassed their last year’s predecessors in qualifying-trim. Also, at Brazil, even the race time of the 2014 cars was faster than of last year’s one, albeit, both the races used different tyre-compounds compared to the previous year.
Conclusion: The alteration mandate has generally worked-out in terms of beefing up the racing this season. Though, the cars were initially a bit slower from last year’s version, but they significantly gained pace as the season progressed. Major factor was the unlocking of the new regulations as the season progressed.
The engine related changes were essential because of the exit-threat Mercedes and Renault had posted in front of the sport. Also, practically speaking, Formula 1 should act as a role model to road car projects. Making efficient-engines and fuel-efficient vehicles, is now Formula 1’s and the car industry’s future. Hence switching over to efficiency was vital.
If engine-unfreezing is allowed in the coming days, then there is a chance that the rest of the field will get closer to the Mercedes dominance next season.
But, overall, apart from few glitches and usage of trail-error methodology, this season has put on a positive spectacle for the fans, where, even their opinion was respected. And, most importantly wheel-to-wheel racing and outright speed was not at all hindered because of the regulation changes, as many had feared before the start.
