2013 started with a bang but ended in a boring, one-note whimper of predictability as Sebastian Vettel and Red Bull Racing went 9 for 9 on the way to their fourth consecutive championship. Vettel’s RBR was the ultimate example of the previous rules formula, and made the absolute most of its coanda exhaust, high nose, rear diffusers, steel-reinforced Pirelli tires, and- of course- the 2.4 liter naturally-aspirated Renault V8 racing engine.
For 2014, though, all that changes.
Rules changes designed to reduce the cars’ aerodynamic grip in a bid to make winning a race come down to spirited driving rather than superior aerodynamic trickery take effect in a few weeks at the 2014 season’s opening race. Once the green flag waves, we’ll be able to determine what, if any impact on the ranking those changes might have had. Until then, however, all we can do is talk about stuff- so here’s a rundown of the biggest 2014 rule changes from Planet F1 … we can talk about them in the comments section at the bottom of the page. Enjoy!
Who better to write the idiots’ guide to the new 2014 Formula 1 rule changes than (Planet F1’s) own Andrew Davies?
In 2013 the engines were 2.4 litre V8s, in 2014 they will be 1.6 litre V6s boosted with a turbocharger and greater energy recovery systems.
In 2013 teams had eight engines per season: engine units had to last 2000kms, inn 2014 they’ll have just five before grid penalties kick in: engine units have to last 4000kms
In 2013 engines had indirect injection, in 2014 engines will have direct injection into cylinders, with fuel pumped in at 500 bar.
In 2013 engines produced around 750HP at up to 18,000rpm, in 2014 they’ll knock out around 600HP at up to 15,000rpm. The engines will be fuel flow restricted (the last generation of unrestricted 1.5 litre turbos could produce 1500HP!)
In 2013 gearboxes had seven forward gear ratios, in 2014 gearboxes will have eight, which teams must determine ahead of the season.
In 2013 teams weren’t limited to a fuel weight, though typically they’d have 160kg on board when they started, in 2014 they’ll have to manage with just 100kgs. Monza here we come!
In 2013 you could have two exhaust pipes which could be directed over the rear bodywork, in 2014 there will be one exhaust pipe, angled straight up and with no bodywork placed behind it for cunning plans like exhaust blowing and blown floors.
In 2013 KERS (a hybrid-electric speed booster) was good for around 6-7 seconds a lap delivering 80HP, in 2014 ERS will deliver 160HP plus, and will be available for around 30 seconds per lap.
In 2013 KERS harvesting was done using brake energy to drive a generator, in 2014 ERS will generate energy from two sources – kinetic energy from braking, ERS-K, and heat energy ERS-H.
In 2013 drivers would adjust the brake bias manually to change the KERS harvesting, in 2014 with so much energy needed to be recovered there will be a system controlled by the ECU that manages braking.
In 2013 drivers used a push-button to call up KERS energy, in 2014 the ERS will be delivered through the throttle pedal, it will be up to the drivers to vary engine maps to control how they use it.
In 2013 a failure of KERS might cost 0.3 to 0.4 seconds a lap, in 2014 an ERS failure will drop drivers over a second a lap and may give them a double whammy of having to save more fuel and go even slower.
In 2013 a car weighed 642 kgs, in 2014 with all the weighty energy recovery systems incorporated that has gone up to 690kgs (and really should have gone 5kgs higher, except Mercedes supposedly blocked it).
In 2013 the nose height of cars was 550mm, in 2014 it will be a much droopier 185mm.
In 2013 front wings were almost as wide as the car at 1800mm wide, in 2014 they’ll be obviously narrower at 1650 wide
In 2013 teams experimented with beam wings below the main rear wing, in 2014 these will be gone. And no playing around with dummy camera mounts either.
Source: Planet F1.