LCMB is back in action after my off-season sort-of-break. Given that the off-season is especially short this year (for me, it started after the 6 Hours of Rome race in the second week of Dember and ends this Wednesday with the start of the 24 at Daytona weekend), I thought it important to relax a bit, do some planning and simply enjoy being part of the off-season "motorsports fan" scene. (Also, I've been playing Civilization III and watching Star Wars: Clone Wars a lot).

First of all, the annual blog tradition of sifting through the new regulations. This entry will deal with the technical regulations while other entries will handle the sporting regulations and assorted other changes. If you don't have any of the latest F1 documents yet, I strongly recommend you wander over to fia.com and download yourself copies. If nothing else, they will help you link the comments I make here to what is recorded by the powers that be.

Contents

The font has been changed to something more rounded, with more width and slightly wider kerning. This is the main reason why the Technical Regulations are 5 pages longer this year (77 as opposed to 2011's 72) despite removing an entire Article.

The contents section for the Technical Regulations has been altered slightly. There are now page spreads for each Article, just like the Sporting Regulations have had for years. This is a good idea for navigation purposes.

Also a good idea is that the Article headings in the contents are now in bold. Hurrah!

Article 5 has new headings: Article 5.5 is re-labelled as "Engine torque demand" instead of "Engine throttles" while new sections are in place for Engine Control and Engine High Rev Limits.

Article 9 now covers "Gear changing" as a separate section within the topic as Article 9.8.

Article 12.7 is no longer called "Tyre gases" but "Treatment of tyres".

Article 18.9 has had its heading slightly changed to reflect the fact that there are now multiple "Side impact push off tests".

Article 21 was about changes for 2012. It has been removed, but I will discuss which of those changes actually happened towards the end of this entry.

Article 1 (Definitions)

The reference to Drawing 6 in Article 1.15 is no longer capitalised. Yes, this is completely trivial but it indicates a change in the house formatting at the FIA. Proofreading geeks like me thrive on this sort of thing.

Article 3 (Bodywork)

Article 3.7.9 bans any bodywork more than 19.5 cm ahead of the cockpit opening from being more than 55 cm above the reference plane. In practise, this is likely to force all aerials and similar devices on cars to be in that 19.5 cm area, because most drivers have legs longer than 19.5 cm (meaning the bodywork of the car cannot be dropped significantly below the 55 cm limit to accommodate aerials/devices).

The area defined by Article 3.8.4 is being treated slightly differently. The size of the area itself is the same as the 2011 regulations. It covers the area behind the cockpit which is above a certain height (anything from 10 cm to 67.5 cm, depending on which part of the area) and a certain amount away from the car's central lengthways line (between 2.5 cm and 35 cm, depending on the area) and can be summarised as "the area around the sidepods and around the engine cover top surface". In 2011, this area could have as many gaps as desired for things like exhausts to poke through. Now, cars may only have one per suspension member to ban top-exiting exhausts.

Article 3.10.1 now allows multiple sections to be in the area 15 cm or more behind the rear wheel axle, between 15 cm and 73 cm above the reference plane and between 7.5 cm and 35.5 cm from the central lengthways line. There is a proviso however - the sections must be purely vertical because there can still only be one section horizontally. The effect is that provided the left and right of that area of the car is the same, there is more freedom in the rear wing area of the car in terms of bodywork.

Article 3.10.2 allows similar freedom with any part of the rear wing over 73 cm above the reference plane, specifically including gurney flaps.

Article 3.12.1 prevents any sprung parts of the suspension from interfering with the any part of the car described by Article 15.4.8. Since this is the survival cell covering, that seems like a good idea from a safety perspective.

Article 3.12.6 was to be simplified. Instead of different tolerances being permitted on different bits of the bodywork when it comes to parts being visible from beneath the car, all measurements would be permitted a 3 mm tolerance (a reduction from the 5 mm allowed in some areas and an increase from the 0 mm allowed in others). The same tolerance would be applied to vertical measurements for anything above the step and reference planes. However, no tolerances are permitted for any other measurements for bodywork, which was previously the case.

Here I wish to highlight something which hasn't changed: Article 3.15, concerning compliance regulations for anything with an aerodynamic effect. This is because Lotus has recently had its reactive adjuster banned on this category of grounds. Had it been introduced in 2011, presumably it would have been banned on the exact same grounds as it was this week with regard to 2012.

Article 4 (Weight)

The requirement to have at least 291 kg of weight through the front wheels and at least 342 kg of weight through the rear wheels (leaving 7 kg that may be placed anywhere if the car is at its minimum weight) was originally meant to be for 2011 only, but has been extended into 2012 and 2013, with Article 4.2's wording changed accordingly.

Article 5 (Engines and KERS)

Article 5.5.1 requires that a single pedal be the only method of controlling engine torque, in order to stop fancy systems developed in 2011 from being used again. This pedal is officially known as the "accelerator". Before, the pedal was the only method of controlling throttle positions but nothing was said about torque. Due to the restrictiveness of the engine regulations, dropping all mention of throttle positions from the regulations does not create any new freedoms for designers.

Article 5.5.2 has been adjusted slightly because of the adoption of "accelerator" as the throttle pedal's new official nonemclature.

The rewording of Article 5.5.3 is wordy but really is a rewriting of the old requirement that the minimum and maximum pedal positions correspond to the engine's minimum and maximum capabilities, expressed in this new method of torque and accelerators.

What is new is Article 5.5.4. There are only two versions of accelerator mapping allowed now: dry and intermediate/wet-weather tyres. Before, 12 engine maps were permitted and the pedal could have its behaviour adjusted for any of them in whatever way teams wished. From what I can see, 12 engine maps still are permitted but there is more restriction on some parts of the maps than others.

Article 5.5.5 requires that a smooth increase in torque arises from increased pressure on the accelerator and vice versa. A smooth increase in accelerator pedal pressure is no longer permitted to produce an irregular increase in torque. This is followed by an Article (5.5.6) covering the minimum torque increase for each engine revolution speed increase, further restricting the performance qualities of the engine. In an environment of engine sorbet, it is difficult to see how this can be complied with if anyone is breaching the regulations. If they weren't breaching them before... ...what was the point of putting the rule in this year instead of in the new engine regime of 2014?

The accelerator signal must be acted upon by the engine within 0.005 seconds of the pedal being pushed into the appropriate position, according to Article 5.6.1.

Teams will be required to prove their engine configurations are accurate under Article 5.6.2, though under Article 3.2 of the Sporting Regulations, teams had to do that anyway.

The maximum engine torque must always be achievable using a given engine map under Article 5.6.3, though targeting may be used to prevent variance in that maximum (thus providing a small loophole).

The clutch cannot influence the ECU due to Article 5.6.4.

Engines are now forbidden from idling above 5,000 rpm as a result of Article 5.6.5. Idling that high seems odd behaviour for an engine, but one has to imagine there was a reason for it if the FIA needed to ban it.

Ignition-offsetting is permitted under Article 5.6.6 but the offset cannot be more than a fifth of normal, can only occur above 15,000 rpm and are only allowed to affect cylinder pressure. Other forms of engine protection are covered Articles 5.6.7 and 5.7. Those permitted at any time are:

- Air tray fire detection protection
- Throttle failsafe
- Stall protection (which indeed must activate within 10 seconds of the car stalling)
- Scenario-based protections (specifically neutral gear, clutch more than 95% active, bite point finder mode, the formation lap and Safety Car situations)

Engine protection is also allowed in practise for any reason or none. Otherwise, engine protections may only activate nine seconds after the scenario triggering them has begun, and only if that scenario has remained for the whole nine seconds.

In situations where engine protection is not permitted, ignition, throttle and fuelling can only be used to adjust rev response if the engine is within 1000 rpm of its maximum (which means 17000 rpm in the current scenario, but may change after the 2014 regulations are introduced). Presumably revs can still be adjusted with the accelerator, otherwise this will be a very short season.

Article 5.8 requires that fluids only enter the exhaust through leaks or the engine exhaust ports.

There may be no leaks in the exhaust itself, according to Article 5.9.1, and exits must must not pass through the engine cover or other upper bodywork (due to the bodywork regulations and Article 5.9.2 combined).

Any exhaust must finish with at least 10 cm of circular cylinder that is no more than 7.5 cm wide. The angle it must point upwards is between 10 and 30 degrees. The hole must be at the end of the exhaust (sounds obvious, but somebody would surely have exploited the loophole had it been left). It has to exit between 50 and 120 cm of the rear wheel axle. There also can't be any bodywork too close to the end of the exhaust.

The stall prevention system (Article 5.19) requires the clutch to be be diengaged until the driver activates it using at least 95% of the clutch travel. Gear changes are allowed in stall prevention mode only if the car is in 2nd gear or higher, and then only downshifts.

Article 8 (Electrical Systems)

The Appendix to the Technical Regulations now lists the only methods the FIA will accept to verify the software on a car, ECU set-up issues, wiring regulations and the homologation process for control sensors and actuators.

Article 8.2.3 demands that all wiring looms be approved by the FIA before use. Electronic components in the looms must be approved separately. Before, only the wiring loom's connections needed FIA approval.

Control and logging-only elements of wiring must be separated by the wiring loom.

Back-up sensors are banned from improving the performance of the car by Article 8.2.4. This would seem odd; if a sensor improved performance, wouldn't it be a first-line sensor anyway?

Somewhat more sensibly, driver defaults in instances where first-line sensors have failed must remain in default mode until the first-line sensor is available again.

Article 8.2.5 requires that pneumatic valve pressure is controlled by either the ECU or a passive mechanical device. Previously, any method was acceptable provided the ECU monitored the process. Said monitoring is still compulsory.

Article 8.3 states that the FIA will block some engine and clutch activities after starts and pit stops, much as it currently controls DRS activation and de-activation.

The FIA is now allowed unfettered access to rea-time telemetry data, anything logged by the telemetry system and application parameter configurations, due to Article 8.4. The format for sending telemetry to the FIA is standardised. If a team is asked to send telemetry data to the FIA, it must do so immediately. Teams must also provide a jump battery so that the FIA can use it, some cables and a laptop to check the car's on-board software at any time.

Logs can only be cleared during sessions if a FIA engineer grants permission, and must be capable of logging at least two hours and fifteen minutes of events without exceeding the memory (strangely, other technical limitations that could prevent comprehensive logging are not addressed).

Article 8.4.2 no longer requires complete isolation of logging and control sensors, only physical separation and electrical isolation. Telemetry units, power supplies not connected to any control devices, time/engine synchronisation lines and umbillical looms no longer need even that.

Only one device for grounding a car's electrical charge is now permitted, as a side effect of changes to Article 8.4.2's wording.

Juction and break-out boxes are specifically banned from team and ECU systems.

FIA approval is now required for anything linking one sensor on the driver's control interface (steering wheel, pedals and so on) to multiple ECU inputs.

The connections for the ADR are given in the Appendix to the Technical Regulations.

Article 9 (Transmission System)

The clutch can now only be automatically engaged in limited circumstances. These are when the stall prevention program is activated, during gearshifts, in bite point finder mode, drivetrain protection when not in a race start and in the garage. This is due to Article 9.2.5.

Article 9.2.6 means the clutch must be capable of going from fully activated to fully deactivated (or any other % of activation) within 0.05 seconds.

Clutch state must now be detected by the driver by his or her own faculties, as Article 9.2.7 bans systems that notify the driver that clutch slip or disengagement is happening.

The size of the "N" button label must now be at least 4 cm tall, with a black outline of at least 4 mm. Article 9.4 mandates this to make it easier for marshals to find the button.

There is a new section within Article 9 about gear changes. I'm pretty sure automatic gears were considered a driver aid as long ago as 1993, so how it only made it to the regulations in 2012 remains a mystery. Clutch and throttle aids during gear changes are allowed, however, presumably to avoid banning semi-automatic gearboxes by mistake.

Every gear has to be able to reach at least 100 km/h. This prevents deliberate use of short gears to aid starts and is required by Article 9.8.2.

Gear changes are not allowed after pit stops until the car reaches either 50 km/h or 90km/h (depending on whether the 60 km/h or 100 km/h limit is in use for that pit lane at that time).

Every gear must be accessible while the car is moving. That's been mandated for years to stop people from making non-functional reverse gears, so why does the 2012 regulations now feature a requirement under Article 9.8.3 making the minimum selectable gear fixed? Unless the FIA's trying to ban people from attempting to finish races with broken lower gears (some such drives, and even some unsuccessful attempts, have been great to watch, so it would be a shame if that was so).

Multiple gear changes are only allowed if going to neutral or activating an anti-stall routine.

The time taken for the complete process of upshifting (including but not limited to 0.05 seconds for signals to reach the ECU) is 0.2 seconds, while downshifts are allowed to take 0.3 seconds. If that is not possible, the gear change must be stopped, leaving the car either in its original gear or defaulting it to neutral.

Gearboxes are not allowed to take track position into account, which makes sense considering the driver is meant to control gear changes. (Note: everything in the last 4 paragraphs is from Article 9.8.3. It's a bit long).

Article 9.10.5 now requires an international sign for high voltage, 3 cm or more wide, to be used to indicate the KERS status light.

Article 10 (Suspension and Steering Systems)

Wheel tethers, as specified in Article 10.3.6, no longer have to be on opposite sides of the wheel they tether, as long as they're not in the same quadrant of it.

Article 10.5.3 bans suspension uprights from being more than 18 cm closer to the car centre line than the relevant axle. That would ban the uprights from extending far behind the front wheels or far in front of the rear ones. There would be no ban on them stretching well beyond the front of the front wheels or the back of the rear ones. They also could not extend more than 9 cm from the centre of the wheel in either direction.

Article 12 (Wheels and Tyres)

Article 12.7.3 forbids any method of heating tyres except resistive elements on the tyre surface. This has been the case since 2009, but has been moved from Article 25.3 of the Sporting Regulations to here.

Article 12.8 now allows wheel fasteners to be attached to the wheel. Hold on, they're saying it was previously against the regulations to use anything to hold the wheels onto the car (other than tethers)? How strange.

The power source for anything that fits or removes tyres can only be compressed air or nitrogen. Previously, any compressed gas was fine, but Article 12.8.4 reduced the options.

Article 14 (Safety Equipment)

The "E" inside the emergency button must now be at least 8 cm tall and 8 mm thick for ease of reading by marshals. Article 14.1.8 can be thanked for making

Article 18 (Static Load Testing)

Article 18.9.2 introduces a second static test on the survival cell. This will test the ability of the survival cell to withstand an impact from below, to a power of 10 Newtons. This should mean less shock being sent through the car when landing after a "take-off" and also when bounding through things like high-kerbed chicanes.

Article 19 (Fuel)

Article 19.4.5 has been amended in a complicated way. Hydrocarbons and oxygenates may now form part of the fuel without being quantifiable or of biological origin, but can only be counted as part of the 5.75% biomass requirement if they are both.

Article 20 (Television Cameras and Timing Transponders)

Two sections have been added to this Article. These require two cameras to have their views unobstructed by any kind of bodywork. These are the left-hand one on the nosecone (Article 20.3.4) and the one on the roll hoop (Article 20.3.5).

Which predictions for 2012 shall come true?

No, I'm not talking about the supposed end of the world. I refer to the statements made in the 2011 concerning what changes would appear in 2012. Let's see what came of those predictions:

Article 3.12.1

An area of the car described by Article 15.4.8 (the survival cell covering) would no longer be permitted to be connected to the sprung suspension. Sensible, and it happened.

Article 3.12.6 was to be simplified and this happened in the manner specified.

Article 8.7 made clear that there would be no circumstances where making driver radio accessible to broadcasters was not appropriate. It has happened as promised.

Article 10.5.3 would ban suspension uprights from being more than 18 cm closer to the car centre line than the relevant axle. That would ban the uprights from extending far behind the front wheels or far in front of the rear ones. There would be no ban on them stretching well beyond the front of the front wheels or the back of the rear ones. They also could not extend more than 9 cm from the centre of the wheel in either direction. This has happened.

Article 15.4.4 would ban the cockpit survival cell from being more than 55 cm higher than the reference plane. This has happened by implication because the cockpit survival cell must extend far enough to be hit by the blanket ban on bodywork above that height given by Article 3.7.9. In fact, the cell will need to be a bit lower than 55 cm above the reference plane because Article 3.8.6 bans the survival cell from being an outside surface - the thickness of the bodywork shielding would have to be taken into account. Then, in the area where higher bodywork is theoretically permitted, the cell still couldn't be raised because it would create problems for the driver exiting the car within the 5-second time limit in Article 13.1.4. Beyond the driver, there is no engineering reason why the survival cell would need to be higher.

Article 15.4.6 would control the areas where the survival cell could be wider than the minimum specified by the FIA in Article 15.4.4 (limits which themselves were not due to change). This has been quietly dropped.

Article 19.4.5 would clarify the definition of a hydrocarbon as being that given in Article 19.2 (a clarification that should not have been needed). It also makes the acceptance of hydrocarbons and certain kinds of oxygenates as part of the 5.75% biomass requirement for fuel conditional on their being quantifiable and verifiably of biological origin. This seems like a method of making F1 greener, or at least more rigorous, except that in the original 2011 regulations, that was a condition of those hydrocarbons and oxygenates being allowed in the fuel at all. So F1 fuel would go from being 100% biological origin (if not necessarily the full 5.75% biomass intended) to being 5.75% biomass and the other 94.5% possibly not even quantifiable, let alone anything else. This has been implemented in exactly that form.

Article 20.3.4 would require that bodywork does not obscure the direct line of sight for any on-board camera. Having components in the peripheral vision would be fine but the central bit of the camera would have to be able to see some element of the outside world. This could be rephrased as the "cameras must be useful" rule. It happened but only for two of the many cameras position the FIA is entitled to use.

Conclusions

Most of the changes promised in 2011 have occured, which is a welcome change from previous FIA policy. The typographical and layout decisions regarding the regulations have been well-judged. The relatively short list of changes includes a lot that are in the realm of software engineers, which could be a challenge to enforce. To its credit, the FIA has thought about that. It will be interesting to see how the clutch and engine lockouts play out and this will probably be the only significant controversy in the Technical Regulations changes this year.