The Motor Sport Month - Formula 1 News

The development race begins
The longest season in Formula 1 history looks set to be a question of who can keep ahead in the development race over the course of 20 Grands Prix, rather than who kicks off the season with the most competitive package.
While early testing in Spain suggested that the usual contenders are likely to set the pace, the major rule changes mean teams have much to learn, and only in the opening race in Bahrain will a true picture emerge. Even then the sheer number of events — with a finale as late as November 28 — means engineers have time to turn troublesome cars around.
“Every team knows in the first half of the year whether they’re in contention or not,” said Ross Brawn. “I am sure there will be some people who set the standard at the start of the season. We want that to be us. If not, we will respond. If we don’t find a suitable response, then we won’t be challenging. But I don’t think you can judge from the first few races where things are going to develop.”
Ferrari won the race to be the first car on track with its F150 — later renamed F150th Italia after pressure from Ford — running at Fiorano on January 28. Seven other cars were ready to run in the following week’s group test at Jerez, while McLaren, Virgin and Force India ran their new models only in the second test at Jerez.
For all teams there is a huge learning curve. They’d previously tried the new Pirellis over two days in November at Abu Dhabi, with their 2010 cars. Since then the Italian company has developed the tyres.
In the cool weather of Spain teams struggled with massive tyre degradation, and didn’t necessarily get a clear picture of what might happen in the hotter early races. The focus on coping with the tyres made it harder than usual for teams to fully understand their new cars.
Getting a handle on the tyres was made more difficult by the cut in downforce they have had to face since 2010, not to mention the learning curve with KERS and the moveable rear wing.
Inevitably most teams have studied the title-winning Red Bull RB6 — aero-friendly pullrod rear suspension has almost become standard — and encouragingly designers have been trying different approaches. After the flow of exhaust gases and their effect on aerodynamics came to the fore last year, the Renault R31’s exhausts exit at the front of the sidepods, a route others are exploring.
“I think you’ll see a number of teams with different solutions before you get to Bahrain,” said Brawn. “There are a few solutions you can use to get the benefit from the exhaust energy.”
The Williams FW33 has an impossibly compact gearbox and differential, while even a small team like Toro Rosso — now in its second year of independence from Red Bull Racing — is using a complex sidepod arrangement.
“I don’t know what the reason is, but there’s more technical differentiation with the cars than there has been previously,” said Patrick Head. “Evaluating why that is will be interesting.”
Other secrets remain hidden and more novelties might not be fitted to the cars until Bahrain, when teams unveil their definitive starting packages.
Adam Cooper