The Times They Are A-Changin'

Over the winter there has been a lot of focus on the introduction of the standard ECU, and the banning of driver aids that comes with it. That's sure to be an ongoing subject for discussion in Melbourne this weekend, especially at a track where the heavy braking areas will really highlight the loss of engine assistance, and possibly create a little extra drama.

But along with the technical changes there's also a significant package of updates to the Sporting Regulations, which will have a dramatic effect on how the teams approach the weekend. Here are some of the key issues.

Qualifying: Time Passes Slowly

One of the most welcome changes to the format is, of course, the end of the unpopular and (un-PC) fuel burning period, via the simple expedient of a rule that forbids refuelling after the start of Q3. Whatever the top 10 guys have in their tanks when they get back to the pits after their qualifying runs is what they will start the race with.

One extra piece of housekeeping takes care of those who made the top 10 in Q2, but who damaged their cars or had some kind of mechanical problem, and were unable to run in Q3. They have to inform the FIA in writing of how much fuel they intend to put in the car, and they have to do it before the start of Q3, which will involve a bit of a logistical scramble for the team manager involved.

That extra fuel will be put in the car under supervision on Sunday morning, as it was the case when everyone refuelled.

Q3 has now been cut to 10 minutes, and it will be fascinating to see how teams approach what promises to be a spectacular and short session.

Gearboxes: Fourth Time Around

Toyota gearbox detail © XPB/LAT

The most significant single change to the Sporting Regulations is the requirement for drivers to use a gearbox for four events. The system mirrors that already in place for engines, in that Fridays are free, and thus a race weekend is considered as consisting of Saturday morning practice, qualifying and the race. However, the penalty for a change is less severe, since it is five places rather than 10.

As with engines, any driver who fails to finish an event can use a new gearbox at the next one without penalty as long as he retires for reasons which the FIA accepts as being 'beyond the control of the team or driver.'

Also, should a replacement driver be used, he will have to use the same gearbox until its fourth race is up.

The big difference between the gearbox and engine rules is that while teams are not allowed to break the seals and work on an engine, they can perform a limited amount of work on a gearbox. In essence they are allowed to change gear ratios and dog rings once between each race, but since it involves breaking the seals, the work has to be done under FIA supervision.

The rules allow teams to make that change as late as after Friday practice, when they will have been running a 'free' gearbox. Once they have finalised their ratio choice, they have to inform the FIA of what they intend to use within two hours of the end of the afternoon session.

Of course teams can make the physical change in the race gearbox earlier, since they usually come to a track knowing exactly what they want. But there is nothing to be gained by doing that, so no doubt they will wait until after the Friday running.

Teams can change individual ratios and dog rings at other times without penalty, but only if the FIA accepts that they show signs of physical damage. However, any change has to be for an identical item, and the FIA will also ensure that teams aren't asking for such changes on a systematic basis.

They are not allowed to change final drives or reduction gears, and damage to such items will inevitably result in a full gearbox change, since whether you change one part or the whole thing, the penalty will be the same.

One intriguing aspect that could crop up during the year will be if any team produces a 'B-spec' rear suspension mod or any other development that has some impact on the gearbox.

They will have to wait until the fourth race to introduce the new 'box, and if the two cars get out of sync it might mean that one driver gets the update a few races before his team mate. That could be interesting ...

Engines: Jokerman

The engine rules have been tweaked this year, apparently as a direct result of a team principals meeting, rather than the team managers who form the Sporting Working Group.

Every driver can now make his first engine change of the year without penalty, and since the FIA does not need proof of a technical problem, it can be done for strategy reasons - for example before or after an especially hot race, or one where engines are severely tested, such as Monza.

The only catch is that you can't make the change prior to the final race in Brazil, if you haven't already used your joker. The obvious risk of a strategic change is that you might play your joker and then have a genuine problem later in the year.

The other area of interest with respect to engines is that after Malaysia - or later if they have not finished two races with the same car - teams have to hand the FIA an engine that will represent the definitive frozen specification until the end of 2012.

Teams have been allowed to do a certain amount of work over the winter, but now that stops. They can also homologate three different types of intake trumpet, which can be used freely over the next five years.

Toyota © XPB/LAT

Spare Cars: Too Much of Nothing

Very little has been said this winter about the banning of spare cars, but it could have a significant impact on the weekend.

The move has been made in the interests of cost reduction. Teams would traditionally carry a T-car and its extra crew and equipment around the world for a full season, and yet they would very rarely be called into action. However, the insurance policy of having a spare in the garage that was ready to run has now gone.

They can still take an extra chassis on the road with them - in the past top teams often had a fourth tub in the back of the truck for dire emergencies - but there are strict rules on how 'dressed' it can be.

The FIA insists it cannot be fitted with an engine, bodywork, radiators and heat exchangers, along with any front suspension or oil tanks external to the survival cell.

When the rules were discussed with the Sporting Working Group it was suggested that teams would have all the parts ready in the garage, to be fitted together at a moment's notice. And that would have made a mockery of any cost-saving intent, as the extra crew and so on would still be on hand.

To discourage people having such instant kits at the ready the FIA has ensured that any new tub cannot be scrutineered, and therefore cannot be used, until the following day. If you write off your chassis on Friday morning, you cannot run in the afternoon. More importantly, a heavy crash on Saturday morning - not unknown at Monaco for example - means no qualifying.

In any case, a change of chassis after qualifying now automatically ensures that the driver will start from the pitlane. Last year at the Nurburgring Lewis Hamilton was able to start from the grid position he'd earned, because he kept his engine, and his change of chassis was regarded as a change of a damaged part. That can no longer happen.

An interesting aside to all this is that after the cars have gone to the FIA parc ferme garage at 6.30pm on Saturday, there will be no spare car left in the garage, and thus nothing for any visiting VIPs to be photographed with.

If granted special permission teams can keep one car for an extra two hours, but only for marketing purposes, and they won't be allowed to work on it. Crews will also have to schedule pit stop practice around the presence of the race cars in their garage, whereas before they could use the spare.

Safety Car: A Hard Rain's A-Gonna Fall

Last year's dramatic races at the Nurburgring and Fuji gave everyone food for thought, and several intriguing changes have been made to the system.

Most significantly, all drivers have to start on extreme wet tyres if race control has deemed the track wet enough for a safety car start.

This reflects the decision that was made on an ad hoc basis at Fuji, and which Ferrari somehow failed to acknowledge. Extreme wet tyres will now be marked with a white band, which will make it much easier for everyone to follow what is going on (and will allow the drivers themselves to see what the cars ahead are running).

Also as a result of Fuji, if conditions are poor race control may decide that lapped drivers cannot pass the field and regain their lap, as would normally be the case. This is because in Japan drivers in the queue could not see cars - such as that of Tonio Liuzzi - which were weaving through the pack at much greater speed.

Safety car leading the field at Fuji © XPB/LAT

After some confusion at the 'Ring, the race suspension procedure has been tidied up. Now everyone will stop in a line behind the pole position, rather than in the previous staggered formation.

Lapped cars, plus those about to be lapped and who are between the leader and the red flag line, will then be pushed to the opposite side of the grid. Prior to the resumption proper this line of cars will be waved away to complete the lap, and rejoin the field at the back.

Any driver who enters the pits and refuels after a red flag - unless they were deemed to already be in the pit entry - will now be subject to a 10 second time penalty.

Yet another direct result of the Nurburgring, and one which applies at all times including in practice, is what we might call the Hamilton JCB rule. From now on no driver can receive mechanical assistance in rejoining the track, and if they do, they risk a grid penalty or exclusion from the race, depending on when the incident occurs.

Lewis did not break a rule last year, but in sitting in his car and forcing the marshals to do his bidding he created a precedent that others might follow. And a repeat could put both drivers and officials at risk.

Testing: Forever Young

Although it doesn't affect race weekends, the testing agreement has now been officially sanctioned by the FIA, and teams are now formally restricted to 30,000kms of running in a calendar year.

In addition to this they are allowed four days of running purely for young drivers, defined as someone who has not started a Grand Prix in the previous 24 months, or done more than four days of testing during that time.

Promotional and demonstration events also come outside the testing rules, proving that Bridgestone tyres made especially for that purpose are used.