On paper, it seems simple enough. Get within a second of your prey, press a button and the DRS rear wing opens. Drag is slashed, top speed is boosted and before you know it you're overtaking move is complete. But like everything in Formula 1, it's not anything like as simple as that.
Even the relatively humble DRS system creates a whole series of setup questions that teams must grapple with each and every grand prix weekend.
Central to the challenge are the different ways that the DRS is used, primarily the fact that its deployment is unregulated during qualifying but strictly limited in the race itself. As Force India technical director Andrew Green reveals, there are a series of compromises to be made that can depend on where exactly you are likely to be on the grid.
Andrew Green, Force India technical director © LAT
"Whether you are at the front of the grid versus being the in the midfield, if you are attacking or trying to defend, makes a big difference," explains Green. "For us, the big compromise is in the drag and downforce level of the car. There is a conflict between qualifying aero setup and race aero setup.
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Edd Straw is Editor-in-Chief of Autosport, overseeing both print and digital versions of the brand. Edd has worked for Autosport since joining as a junior reporter in 2002. He became Editor in November 2014, having previously worked as National Editor, News Editor and Grand Prix Editor.
Originally from Guernsey in the Channel Islands, he joined Autosport shortly after graduating from university. He went on to cover a wide range of categories from club motorsport to the World Touring Car Championship and Le Mans to Formula 3 before switching to F1 full-time at the 2008 French Grand Prix. He continues to cover a range of international events in his position as Editor-in-Chief.
In his spare time, he was formerly a club racer whose abilities did not match his enthusiasm in a variety of categories.