Analysis
Formula 1
Analysis: Why 'too-slow' F1 needs a big boost
After the Strategy Group flops of double-point finales and standing restarts, a Formula 1 overhaul to make cars dramatically faster has finally injected some positivity about the future.
Jonathan Noble
Edited: May 16, 2015, 11:01 AM
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And while the return of refuelling for 2017 may have divided opinion among fans, it is hard to find anyone unhappy about the prospect of grand prix machinery lapping up to six seconds quicker over the next two years.
Slow cars criticised
Lap times have been one of the big criticisms aimed at F1 since the current formula of 1.6-litre turbo V6 engines and new aero rules were introduced at the start of last season.
Despite the cars being quicker in a straight line, a combination of extra weight, conservative tyres and less downforce has led to a big increase in lap times.
A look back through the pole position times for the Spanish Grand Prix shows that in low-fuel trim, cars are around four seconds slower than they were at the end of the V8 era.
Perhaps most worrying of all is that they are not dramatically faster than other categories.
It was quite telling that Marcus Ericsson’s qualifying time for Sauber at Barcelona last weekend (1m28.112) was just six-tenths faster than his GP2 pole position time (1m28.706) from 2013.
Here is how the pole positions time for GP2 and F1 compare since the current configuration of Barcelona track was used since 2007...
Year
GP2 pole
F1 pole
2007
87.713s
81.421s*
2008
87.547s
81.813s*
2009
87.510s
80.527s*
2010
87.727s
79.995s
2011
90.473s
80.981s
2012
90.655s
82.285s
2013
88.706s
80.718s
2014
89.293s
85.232s
2015
89.273
84.681
* – race fuel qualifying
The 10-second gap
But it is not qualifying that tells the full story of how much slower the current regulations have made F1.
It is only by looking at how slow cars are at the start of races – when drivers are hindered by a full 100kg fuel load and are mindful of managing degrading tyres – that the pace difference between flat-out F1 and now becomes apparent.
Looking at the opening flying laps of Spanish GPs dating back to 2007, the fastest laps were delivered when there was refuelling.
At F1’s race-pace peak in 2008, Kimi Raikkonen’s Ferrari delivered a blistering sequence of laps when racing began properly following an early safety car restart: 1m23.035s, 1m22.934s, 1m22.703s, 1m22.947s.
Fast forward to last weekend’s race, and the gulf becomes hugely apparent. Nico Rosberg’s opening laps were as follows: 1m32.313s, 1m31.755s, 1m32.027s, 1m31.908s.
Have those two cars racing on the same track and Raikkonen would be more than 35 seconds clear after four laps.
With a near 10-second difference from the flat out days, it is no wonder drivers complain about the current generation of F1 cars not delivering the challenge of the past.
Year
Lap 2
Lap 3
Lap 4
Lap 5
Lap 2-5 total
2007
83.751
83.561
83.017
83.109
333.438
2008
83.035
82.934
82.703
82.947
331.619
* SC start
2009
84.325
83.898
83.849
83.744
335.816
* SC start
2010
88.430
88.074
87.990
87.608
352.102
2011
90.812
90.606
90.012
90.318
361.748
2012
90.597
90.382
90.011
90.248
361.238
2013
91.123
91.188
90.671
91.064
364.046
2014
92.010
92.104
91.913
92.028
368.055
2015
92.313
91.755
92.027
91.908
368.003
Making the cars quicker
The return of refuelling will cut fuel loads by around 50kg for the start of the race, and a further 50kg cut in car weight that is possible would make a 100kg total reduction – equivalent to three seconds per lap.
Ramped up aerodynamics, more power, some more aggressive tyres, and the return of flat-out racing, should easily trim off a further two or three seconds to hit that magic six seconds target.
There is plenty of work to do yet before F1 is there: not least in framing a set of aerodynamic regulations that will deliver speed improvements, improve the looks and hopefully not make the racing worse.
But at least F1 has made a start in agreeing on some targets: now it is over to the genius engineering talent that inhabits the pit lane to deliver.
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