What's new for 2007?

With the start of the new Formula One season coming closer every day, the ING Renault F1 Team explains the things that will change during the 2007 World Championship season and how that will affect the team.

Tyres

Bridgestone is the sole tyre supplier in the 2007 championship. Under the terms of the Sporting Regulations, they must make available “identical quantities and specifications of tyres to all teams” (Art. 25.1b).

For testing, this means an allocation of 300 sets of tyres per team, for the entire season (with total testing mileage restricted to a maximum of 30,000 km, this means approx. 100 km per set of tyres).

At a race weekend, tyre usage is as follows:

TOTAL
No more than:

* 14 sets dry tyres per driver (7 of each spec)
* 5 sets wet tyres per driver
* 4 sets extreme tyres per driver

P1 + P2

* 8 sets dry tyres per team (4 of each spec), all to be returned after P2.
* Only 1 set of wet and 1 set of extreme permitted per driver, which must be returned if used.

P3

* 10 sets of dry tyres per driver (5 of each spec), 2 sets to be returned after P3 (1 of each spec).
* 4 sets of wet and 3 sets of extreme allocated per driver. Unused tyres from P1/P2 can form part of this allocation.

Qualifying + Race

* 8 sets of dry tyres per driver available (4 of each spec).
* At least 1 set of each dry spec must be used by the driver in the race, unless wet or extreme tyres are used.

The different tyre specifications must be visually distinguishable from one another when on track.

The engineer’s view:

Pat Symonds, Executive Director of Engineering “Tyre usage is something we had to pay close attention to during 2006, and while the rules offer a little more freedom this year, it will still play an important part in how we plan our race weekend.

“Using two types of tyre during the race is not a huge change. The impact will vary from weekend to weekend, and its severity will depend on whether or not the softer tyre is marginal on the circuit in question, or in the prevailing conditions. Just as with any other strategic factor, though, there will be an optimum way to run the race – and most of the teams will arrive at that optimum point pretty quickly. There may be some variation at the start of the season, but I am sure we will soon all be following similar strategies.

“It is a very good thing indeed that spectators will be able to distinguish between the tyres types. It makes the sport easier to understand, it’s more transparent, and that’s a good thing. For the teams, it makes very little difference, as we all used our resources to obtain this information anyway. Now, we will be able to invest that energy elsewhere. Quite simply, it’s better for everybody.”

Engines

2007 sees Formula 1 enter a period of engine homologation during which the sealed perimeter of the engine will remain unchanged for the 2007, 2008, 2009 and 2010 seasons.

All engines are based on the units used at the 2006 Chinese and Japanese Grands Prix. Approved modifications, at the discretion of the FIA, to specified areas of the engine, were permitted to re-tune the units for a new maximum rev limit of 19,000 rpm. All engines must be 2.4l V8 engines.

The engineer’s view:

Rob White, Deputy Managing Director Engine “Our development programme is clearly much reduced compared to previous years – and our resources have been structured to reflect this. In the past, the primary routes to improved performance came through development within the engine’s sealed perimeter, and any such development has been outlawed by the engine homologation regulations. No development is permitted within the sealed perimeter of the engine, which restricts our work to optimising how we use the engine in the car – and the areas of electronics, ancillary components and gains from fuel and lubricants with our partner Elf. Last year, with unlimited development under deliberately restrictive V8 engine regulations, we could expect to achieve a gain of between 1 and 2% in engine performance. During 2007, modest gains of up to 1% may be achievable.”

Engine usage is now free during the free practice sessions on Friday (P1 + P2), in order to encourage increased on-track action relative to 2006.

An engine must still last for two consecutive Events, but for the purposes of engine usage, an Event is deemed to comprise P3, qualifying and the race. This means engines will be changed after P2, in preparation for running on Saturday and Sunday.

In total, the ING Renault F1 Team will bring eight engines to each Grand Prix event, compared to five in 2006. However, engines that run in Friday practice will not reach peak mileage during these sessions, and may subsequently be run at other Grand Prix weekends, or during testing.

The Renault F1 Team will supply identical specification RS27 engines to Red Bull Racing for the 2007 season and beyond.

The engineer’s view:

Denis Chevrier, Head of Trackside Engine Operations “Competitive customer engine supply is part of Renault’s racing heritage, and we have tried to approach our new relationship with Red Bull Racing in the best possible conditions, establishing clear, honest operating principles from the outset. Priority number one was to ensure that the works team suffered no drop off in the quality of trackside support. And number two, was to establish a strong trackside team with Red Bull Racing, building for the long term. Our teams have had to learn how to work together, in order to build up performance levels ahead of the season. What’s more, our engine supply agreement has meant we completed more miles with the RS27 engine this winter, allowing us to learn more about its on-track behaviour than would otherwise have been possible. That additional knowledge will be beneficial for both Renault and Red Bull Racing.”

Race Weekend

Free practice sessions will take place on Friday from 10.00 to 11.30 (P1) and 14.00 to 15.30 (P2). Teams are permitted to run additional drivers during these sessions, but may run no more than two drivers in any one session.

For all free practice sessions, pit-lane speed limits will be fixed at 60 kph. For qualifying and the race, this will be raised to 80 kph – reduced from 100 kph in 2006. The additional time required for pit-stops may influence teams’ decisions on race strategy.