What's new in F1 for 2013

After an often unpredictable 2012 season, there is every reason to expect just as much excitement in the year ahead.

With big regulation changes on the horizon for 2014, the buzzword surrounding the cars for the campaign ahead will instead be 'evolution' - thanks to only a few tweaks to the rules.

Here, AUTOSPORT looks at the differences fans can expect to see when the latest generation of cars goes in to battle.

TECHNICAL CHANGES

1) STRONGER FRONT WINGS

Formula 1 teams are going to have to ensure their front wings are stronger in 2013 following a change in the way the FIA's legality tests are conducted.

As part of an ongoing clamp down on teams trying to run clever flexi-wing technology, the governing body will now test this part of the car in two separate locations.

Last year, the wings were subjected to a 1000N force (approximately 102kg) at an area of the front wing that was 790mm forward of the front wheel centre line, and 790mm from the car-centreline. The wings were allowed to deflect just 10mm.

Front wings will have to withstand greater load tests © XPB

For 2013, although the strength of the test and the amount of deflection will stay the same, the locations of the tests have been revised. Now the forces will be applied at two locations 790mm from the car-centreline - one at 675mm forward of the front wheel centreline and the other 975mm forward.

What the technical regulations say...

ARTICLE 3.17.1 Bodywork may deflect no more than 10mm vertically when a 1000N load is applied vertically to it at points 675mm and 975mm forward of the front wheel centreline and 790mm from the car-centreline. The load will be applied in a downward direction using a 50mm diameter ram on a rectangular adapter measuring 400mm x 150mm. This adapter must be supplied by the team and:

a) Have a flat top surface without recesses.

b) Be fitted to the car so as to apply the full load to the bodywork at the test point and not to increase the rigidity of the parts being tested.

c) Be placed with the inner 400mm edge parallel to the car centre line and displaced from it by 715mm.

d) Be placed with its forward edge 1025mm forward of the front wheel centre line.

The deflection will be measured along the loading axis at the bottom of the bodywork at this point and relative to the reference plane.

2) STEPPED NOSES CAN BE HIDDEN

F1's 2012 generation of cars took some getting used to, when a quirk of the regulations relating to the height of the nose section and the main chassis section led to 'ugly' stepped noses.

With teams and the FIA keen to improve the look of the cars - but unwilling to shake up the regulations too much for fear of creating an unnecessary expense - a compromise solution was agreed for 2013.

Ugly stepped noses may look less offensive this season © XPB

Teams will now have the option of fitting a small piece of laminate - nicknamed a 'vanity panel' - over the step so that there is a smooth transition on the nose section.

What the technical regulations say...

ARTICLE 3.7.9 With the exception of an optional, single piece, non-structural fairing of prescribed laminate (whose precise lay-up may be found in the Appendix to the regulations) which may not be more than 625mm above the reference plane at any point, no bodywork situated more than 1950mm forward of rear face of the cockpit entry template may be more than 550mm above the reference plane.

The external surface of any longitudinal or lateral cross section taken through the above fairing may contain no concave radius of curvature less than 50mm.

3) HEAVIER CARS

Pirelli's move to make its products more structurally rigid in 2013 means that tyres will be heavier this year.

As a result of that, the FIA has agreed to increase the minimum weight of the cars - lifting it from 640kg in 2012 to 642kg this year.

Furthermore, there has been a tweak to the mandatory weight distribution to ensure teams do not try and respond to any changes brought about by the heftier tyres.

What the technical regulations say...

ARTICLE 4.1 (Minimum weight) The weight of the car, without fuel, must not be less than 642kg at all times during the event. If, when required for checking, a car is not already fitted with dry-weather tyres, it will be weighed on a set of dry-weather tyres selected by the FIA technical delegate.

ARTICLE 4.2 (Weight distribution) For 2012 and 2013 only, the weight applied on the front and rear wheels must not be less than 292kg and 343kg respectively at all times during the qualifying practice session.

Tyres will be heavier this year, and so will cars © XPB

If, when required for checking, a car is not already fitted with dry-weather tyres, it will be weighed on a set of dry-weather tyres selected by the FIA technical delegate.

ARTICLE 4.3 (Weight of tyres) The weight limits specified in Articles 4.1 and 4.2 will be adjusted according to any differences (rounded up to the nearest 1kg) between the total set and individual axle set weights respectively of the 2012 and 2013 dry-weather tyres.

4) TOUGHER CRASH TESTS

F1 chiefs are always pushing to improve safety - and the structural integrity of the car is an area constantly being made better.

For 2013, there is a new tougher test being introduced on the roll structures as well as on the survival cell.

Furthermore, to ensure that all chassis are as equally strong, the FIA has decreed that static load tests must be applied to each individual survival cell - rather than just one.

What the technical regulations say...

ARTICLE 15.2.2 The principal structure must pass a static load test details of which may be found in Article 17.2.

Furthermore, each team must supply detailed calculations which clearly show that it is capable of withstanding the same load when the longitudinal component is applied in a forward direction.

ARTiCLE 17.2 (principal roll structure test) A load equivalent to 50kN laterally, 60kN longitudinally in a rearward direction and 90kN vertically, must be applied to the top of the structure through a rigid flat pad which is 200mm in diameter and perpendicular to the loading axis.

During the test, the roll structure must be attached to the survival cell which is supported on its underside on a flat plate, fixed to it through its engine mounting points and wedged laterally by any of the static load test pads described in Article 18.2.

The tests described in Articles 18.2, 18.3, 18.4, 18.5, 18.6 and 18.9.2 must be carried out on every survival cell intended for use.

Cars will face more stringent crash tests in 2013 © XPB

During these tests (on deflections greater than 3.0mm), the deflection across the inner surfaces must not exceed 120 per cent of the deflection obtained on the chassis used for the tests described in Articles 17.2 and 17.3.

ARTICLE 18.1.1 The tests described in Articles 18.2, 18.3, 18.4, 18.5, 18.6 and 18.9.2 must be carried out on every survival cell intended for use.

During these tests (on deflections greater than 3.0mm), the deflection across the inner surfaces must not exceed 120 per cent of the deflection obtained on the chassis used for the tests described in Articles 17.2 and 17.3.

5) ACTIVE DOUBLE DRS OUTLAWED

Mercedes caused a stir at the start of last season when it exploited a loophole in the regulations to run a unique double DRS.

The concept filtered air through an opening in the rear wing endplate that was exposed when DRS was activated.

This air flowed through the car to slots under the front wing - to help stall the front wing for a reduction in drag on the straights.

Although the jury remained out about the ultimate benefit of the system, rival teams were concerned about expensive development projects on the idea - so got together to outlaw it for 2013.

However, the passive double DRS that Lotus and Mercedes were evaluating in the second half of 2012 remains legal for now.

What the technical regulations say...

ARTICLE 3.18.1 The incidence of the rearmost and uppermost closed section described in Article 3.10.2 may be varied whilst the car is in motion provided:

Mercedes used double DRS in 2012 © XPB

- It comprises only one component that must be symmetrically arranged about the car centre line with a minimum width of 708mm.

- With the exception of minimal parts solely associated with adjustment of the section, no parts of the section in contact with the external airstream may be located any more than 355mm from of the car centre line.

- With the exception of any minimal parts solely associated with adjustment of the rearmost and uppermost section, two closed sections are used in the area described in Article 3.10.2.

- Any such variation of incidence maintains compliance with all of the bodywork regulations.

- It cannot be used to change the geometry of any duct, either directly or indirectly, other than the change to the distance between adjacent sections permitted by Article 3.10.2.

SPORTING CHANGES

1) NO MORE FREE DRS USE

When DRS was introduced at the start of 2011, the FIA believed the only way to ensure teams worked hard to make it a success was by allowing its free use in practice and qualifying - because the speed boost would prove vital in the battle for grid positions.

Having proven to the sceptics that DRS was invaluable in the races, and amid concerns that driver safety was starting to get compromised by them needing to activate it in high-speed corners, the FIA has tweaked the rules in this area for 2013.

Now, drivers will only be allowed to activate DRS in the exact same areas where it is being used in the race. The FIA is also keen to have two zones at each track for 2013.

What the sporting regulations say...

DRS use is now restricted to race levels all weekend © LAT

ARTICLE 27.5 Driver adjustable bodywork permitted by Article 3.18 of the F1 Technical Regulations:

a) During all free practice sessions and the qualifying practice session the adjustable bodywork may only be activated by the driver in the sections of track where it will be available for use during the race.

In conditions of poor visibility however the race director may, at his absolute discretion, disable all such systems until conditions improve.

If the adjustable bodywork is disabled in this way at the start of any of the three periods of the qualifying practice session (Q1, Q2 or Q3) it will remain disabled for the remainder of the relevant period.

2) FORCE MAJEURE NO LONGER COUNTS

Following the controversy surrounding the out-of-fuel qualifying incidents of Lewis Hamilton in Spain and Sebastian Vettel at the Abu Dhabi GP, the FIA has tweaked the regulations to remove a grey area in this part of the regulations.

Until last year, teams could justify stopping on track on the way back to the pits after qualifying if they could successfully prove there had been 'force majeure'.

Amid unease about the use of that loose term, the FIA has now removed the clause completely - and any car that stops on track will have to have enough fuel for not only the mandatory one-litre fuel sample but also an amount equivalent to what it would have taken to return to the pits.

What the technical regulations say...

ARTICLE 6.6.2 Competitors must ensure that a one-litre sample of fuel may be taken from the car at any time during the Event.

After a practice session, if a car has not been driven back to the pits under its own power, it will be required to supply the above mentioned sample plus the amount of fuel that would have been consumed to drive back to the pits.

The additional amount of fuel will be determined by the FIA.

No HRTs mean fewer cars fall out of Q1 from now on © LAT

3) SIX CARS OUT OF Q1 NOW

The demise of HRT means that Q1 will take on a different shape this year.

Ever since the new teams came in, Q1 has mostly been a battle among the establishment to not be the only one to join the Caterhams, Marussias and HRTs at the bottom.

With 22 cars on the grid in 2013, there will now be six cars knocked out at the end of Q1 - which means that even if Caterham and Marussia do not make progress, two other drivers are guaranteed to be ending their Saturday afternoons early.

What the sporting regulations say...

ARTICLE 33.1 If 24 cars are entered, seven will be excluded after Q1 and Q2 and if 22 cars are entered only six cars will be excluded after Q1 and Q2.