Retro F1 tech: The focus on safety
Motorsport.com looks back at how changes to the Formula 1 regulations affected the landscape of the sport in the past. Part 2: the 1990s and the early 2000s.
Photo by: Giorgio Piola
As the sport entered the noughties, the FIA and then-president Max Mosley looked to reign in the cost to compete in Formula 1, the first act being a single-engine specification, as 3-litre V10's became the order of the day.
Unable to effectively police the use of traction control, the FIA permitted its use again in 2001, banned the use of beryllium alloys, stipulated a maximum of three rear wing elements and increased the size of the safety cell and cockpit template.
Testing was also placed under the microscope with limitations imposed in 2003 that were designed to help the smaller teams, whilst the HANS device became a mandatory addition to the drivers' apparel.
The next big chapter in Formula 1's technical framework came in 2004 when the FIA instructed teams that an engine must last an entire race weekend and, while further efforts were made to ban traction control, the teams were able to retain it due to the mooted increase in cost.
Changes to the engine cover were also made, creating a minimum cross section in order that the cover not be made infinitely smaller.
The rear wing regulations were also refreshed, limiting the designers to just two upper elements, eliminating the forward elements that had become envogue, whilst changes to the endplate length were also invoked.
Often regarded as one of the key machines in the sports history, the F2004 allowed both Ferrari and Michael Schumacher to sweep the drivers' and constructors' titles for a fifth straight year.
In his recent book, Ross Brawn talks about his philosophy of creating a unified working structure at Maranello; the F2004 was the culmination of this effort with every aspect of the car designed to work harmoniously with the other.
The imperious V10 delivered unrivalled power and reliability at a point when the warring tyre manufacturers development had piqued, with Bridgestone throwing their weight behind the Scuderia.
Further restrictions continued to be placed on the teams in 2005, firstly in terms of aero, followed by a requirement that the engine would last two race weekends.
By far the most innovative element of this period was the use of mass damping, pioneered by Renault and subsequently adopted by others in the field
Renault's earlier adaptation meant the pace of its development far outranked its adversaries and, after the French team's 2005 title, it was swiftly followed by a more advanced version.
It was a fairly simplistic idea, with a weight suspended firstly in the nose box and latterly at the rear of the car to be able to counter the forces acting on the chassis and to help stabilise both it and the tyre.
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