K one refueling stop
- Refueling during the race is prohibited. The tank capacity increases from 130 to 140 liters to 220 to 230 liters. The cars weigh around 785 kilograms when they take off.
- The tank grows in length. The width is limited to 800 millimeters, the desire for a low center of gravity speaks against higher tanks. No part of the tank may be in front of the cockpit rear wall. The wheelbases grow by 100 to 200 millimeters.
- The path of air from the front to the rear wing, from the front edge of the underbody to the diffuser, is lengthened. This means that the flow slows down due to the increased friction surface. To compensate for this, a lot of work was invested in the rear wing and the diffuser.
- The mechanical load on the brakes and the suspension elements increases by up to 30 percent because of the higher take-off weight. After an objection from Williams , the pane thickness remains at 28 millimeters. Experts expect problems with disc wear in Bahrain, Melbourne, Montreal, Monza and Singapore. Larger ventilation shafts only help to a limited extent. On some routes the straights between the braking points are too short to dissipate the heat from the discs.
- The drivers have to prepare for two different disciplines. In the qualification there are five kilograms of fuel on board, at the start 165. 'A difference like day and night', confirms Rubens Barrichello a full tank without a nose against a wall.
- The points system has been changed for the first time since 2003. The first ten drivers get points. The scheme differs from the formats used since 1950: 25-18-15-12-10-8-6-4-2-1.
- The The width of the front tires shrinks from 270 to 245 millimeters.
- The weight distribution shifts backwards by one to two percent because the 325 millimeter wide rear tires are slightly superior to the front rollers compared to their requirements. The aero balance also moves to the rear.
- The aerodynamicists get 25 millimeters more space for the flow on the inside of the front wheels. That still hasresult in more innovative brake ventilation. You can see a lot of fins around the ventilation shafts to influence the flow.
- The wheel covers at the front and rear are prohibited. That saves the teams a lot of money, because a lot of time was needed for the complex shapes in the wind tunnel. However, the flow around the wheels deteriorates. That can cost up to half a percent of the aerodynamic efficiency.
- The teams had to design new wheel nuts. There is no more locking pin. The safety mechanism is now integrated into the impact wrench.
- The minimum weight has changed for the first time since 1995. It increases from 605 to 620 kilograms. The engineers gratefully accept the gift. The longer chassis weigh up to ten kilograms more.
- Wheel carriers made of fiber-reinforced metals (MMC) are prohibited.
- The cross section of the chassis tube becomes more angular. Extreme solutions like the Red Bull RB5 are forbidden. With the height regulation, the required 275 millimeters must be observed in a straight line. Only then is the carbon tube allowed to taper off at the bottom.
- After a veto by Cosworth, everything stays the same. The manufacturers' plan to reduce the number of engines from eight to five per driver has been postponed for a year. Because there are two more races than in 2009, each engine has to last 175 kilometers longer, i.e. 1,800 kilometers now.
- It is forbidden to heat the rims from the inside.
Number of tires
- From Friday to Sunday, the drivers only have eleven instead of 14 sets of dry tires available, six of the hard and five of the soft compound. Three sets of tires have to be returned on Friday evening, one of them (hard) after the morning session. That saves Bridgestone 5,928 tires a year. The bow to the Japanese is connected with the hope that Bridgestone will postpone its planned exit at the end of the season for at least a year.
- With 24 vehicles at the start, they split after the first 20 minutes, the seven slowest drivers are eliminated. In the second knockout round, which lasts 15 minutes, seven drivers fall through the grate again. What is new is that the top ten final is driven over ten minutes with the minimum amount of fuel. The ten fastest drivers on the grid have to start the race with the set of tires on which they turned their fastest lap.
- Engine: maximum nine million euros
- Purchased parts: a maximum of 40 million euros
- Wind tunnel: a maximum of one wind tunnel, 60 hours per week,maximum model size 60 percent, maximum wind speed 50 m /s
- Computer: maximum 40 terraflops (floating point operations per second) in exchange for wind tunnel hours; For example: 60 hours of wind tunnel, 0 terraflops, 0 hours of wind tunnel, 40 terraflops, 30 hours of wind tunnel, 20 terraflops.
- Wind tunnel test days 1: 1 model: in exchange for an aero test day.
- Aero test days : four in exchange for wind tunnel tests with the original car.
- Employees: from December 31, 2010 a maximum of 350 employees (excluding accounting, human resources, marketing, press, cleaning).
- If a penalty is pronounced in the last five laps of the race, the driver no longer has to sit in the pits. So far, his racing time was credited to 25 seconds. Now it is differentiated. A drive-through penalty means plus 20, a stop-and-go penalty plus 30 seconds.
- Each team receives a car 15 days before the season and three days à a car after the season, which is reserved exclusively for drivers who have not yet contested a Grand Prix. If a driver is changed during the season and the replacement has not contested a Formula 1 race in the last two years, the reserve driver will be awarded an extra day of testing on a track that does not take part in a Grand Prix.
When the safety-car pulls out into the pit lane, the leader no longer has to wait until the timing line to overtake the pacemaker. Now he can already give full throttle at the entrance line to the pit lane, the so-called Safety Car 1 line. You expect more overtaking maneuvers when restarting.