Gallery: Formula 1 Teams Race to Stay Ahead of the Rules
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This weekend marks the beginning of the 2013 Formula 1 season, and the end of a winter’s worth of speculation of which team has found the biggest loophole in the annual update of the rulebook. For the past several decades those who write the regulations for the world’s most popular form of motorsport, and those who actually do the racing, engage in a elaborate dance to find out how far the rules can be stretched and prodded. The result is some of the most creative engineering in the world of racing. In years past, just one or two teams would find the perfect combination of car and driver, making it a landslide for those who nail the magic, but a monotonous series of victories for fans. In recent years the rulemakers have tried to level the playing field, and 2012 saw one of the most competitive seasons in recent memory with seven different drivers -- from five different teams -- winning the first seven races. By the end of the season, some level of predictability returned as Red Bull's Sebastian Vettel won his third consecutive title. But it was the most interesting season in years, and this weekend in Australia, fans and racers are anxious to see if the level of competition will return. Like other forms of motorsport, without new rules and regulations, the ever-increasing speed of Formula 1 cars would reach extremely unsafe levels. So every year the rulemakers come out with new restrictions, and the teams then search for elegant, and often extremely creative engineering that will minimize the effect those new regulations will have on their cars. Some of the more notable examples include teams using a driver's knee to stall the rear wing and a way to use the car's exhaust to improve its aerodynamics. The rules can be extremely limiting for the engines, transmissions and other internal parts, so aerodynamics are where engineers look to exploit anything the rulemakers did not specifically ban. And the most significant rule changes for 2013 are related to the aero, and in particular closing some loopholes that enabled some of the most imaginative tricks last season. *Photo: Red Bull Racing*
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At the top of the list is the banning of the "double DRS" used by some teams last year. The Drag Reduction System was introduced in 2011 as a way to increase the likelihood of passing in a sport where it's not uncommon for cars to be lined up single file for much of a race. With fans and racers alike complaining about the fact that qualifying and pit-stop strategy often dictated the race, a moveable rear wing was introduced that could be activated to reduce the drag, and therefore increase the top speed of a car. In certain sections of a race track, and with one car within a second of the car ahead, a button could be pushed on the steering wheel which would reduce the angle of attack of the rear wing only. This drag reduction would then allow the car from behind to potentially catch up and pass the car in front, promoting more overtaking during a race. The rule governing the DRS specified only a specific part of the rear wing could move, and the driver could not switch any other aerodynamic device from the cockpit. So just as McLaren [used the driver’s knee](http://stag-komodo.wired.com/autopia/2010/03/mclaren-rear-wing/) in 2011 to direct air to the rear wing without technically using a mechanical device, in 2012 engineers on the Mercedes team found a way to reduce the drag on the front wing as a byproduct of the rear wing's system. The secret was to [simply put a hole in the side of the rear wing](http://stag-komodo.wired.com/autopia/2012/04/mercedes-formula-one-team-latest-to-creatively-exploit-the-rules/) that was covered when the movable section was in its normal position. When the driver activated the DRS and the wing moved, the hole was exposed and the airflow was carefully ducted through the car and up to the front of the car where the additional airflow was used to reduce drag on the front wing. And because airflow happened because an already existing hole was simply exposed to the airflow, and not because of direct driver action, it did not break the existing rules. Not this year. “It cannot be used to change the geometry of any duct, either directly or indirectly,” reads one part of the new rules regarding the “driver adjustable bodywork.” *Photo: [Wikipedia](http://en.wikipedia.org/wiki/File:RB7_adjustable_rear_wing.jpg)*
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Another change to the rules is when the driver will be able to use the DRS. Last year during practice and qualifying the drag reduction could be used any time. This year it will only be allowed in designated sections of the track, similar to how it's used during the race. Not all of the teams adopted the new duct work to the front wing to reduce drag. Another solution was simply to have the front wing change its shape at higher speeds. The rules made it clear there could be no transformer-style shape-changing, but it didn’t say anything about the wing being flexible enough to effectively change its shape. Some teams were able to reduce the drag generated by the front wing by simply letting it twist in the wind -- the very high-speed wind encountered on the straightaways. Again, not this year. The rulemakers decided to be clear about how the front wing will be tested, down to the millimeter. *Photo: Lotus*
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The only other major rule change regarding the aerodynamics of the car is to allow teams to use a “modesty panel.” Last year’s rules resulted in several teams designing cars with stepped noses that many found to be, well, ugly. The rules permit a piece of bodywork being added to the car to simply cover the step, with specifications dictating it can not alter the aerodynamics of the car. Some of the team designers and engineers -- [including the legendary Adrian Newey](http://www.jamesallenonf1.com/2012/10/newey-regrets-the-lack-of-creativity-under-current-f1-rules/) -- have complained the new rules stifle creativity. But if there is one thing that is sure in the multi-billion dollar world of Formula 1, there will always be imaginative solutions to whatever new rules are implemented each year. Now onto the teams ... *Photo: Mercedes*
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__Ferrari__ The team from Maranello was second to Red Bull last year, but it was only a few points outside of the title. After a dominating decade of the 2000s with Michael Schumacher at the wheel, the red racer is a top contender again. Fernando Alonso is back and his F138 car looks much better this year thanks to the Italian team opting for the fashionable modesty panel. The new car has a slimmed-down back end, which means plenty of room for aero-experimentation. But it's likely the changes to the suspension, with its upside-down design, that will set Ferrari apart from others on the grid -- at least for the beginning of the season. *Photo: Ferrari*
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__Infiniti Red Bull Racing__ Red Bull Racing, the defending champions for both manufacture and driver (2010, 2011, 2012), is back with its new RB9 in search of a fourth consecutive title. Last year got off to a slow start for the overly caffeinated team, but after its own double DRS system was introduced partway through the season, Vettel was able to return to his regular string of victories and secure Red Bull's place on top. With car designer Adrian Newey complaining about overbearing rules, some expect he's bluffing and the closely guarded new RB9 car will again be the one to beat. Over the winter, the drivers didn't manage to snag the best times in testing, but sandbagging is a almost required part of the off season, and nobody is doubting Red Bull will at least start the season as the favorites again. *Photo: Red Bull Racing*
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__McLaren__ McLaren lost its top driver for 2013 after 2008 champion Lewis Hamilton jumped to Mercedes. The team’s new MP4-28 is widely considered to be one of the few clean-slate designs for the year. During the off season, there was plenty of talk from the team about “getting to know the car,” implying it wasn't working quite as well as they hoped. With Jenson Button in the prime driver seat this year, the McLaren is looking to add to his 2009 championship. They adopted Ferrari's upside-down suspension, but nobody is sure if the rest of the car will have the pieces needed to put the team in the fight with the Austrian and Italian cars. *Photo: McLaren*
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__Mercedes__ The silver arrow might be the surprise team of 2013. Though with Ross Brawn at the helm and Lewis Hamilton at the wheel, surprise might be a too strong of a word. The team has showed hints of success in the past few years, including a win last year in China with Nico Rosberg at the wheel. Over the winter the car exhibited consistent improvement during testing, prompting Hamilton to change his tune from calling 2013 a year to improve, to a year to win. The new W04 has the backing of an automaker desperate to return to the top of the leader board for the first time since the 1950s. The team boss says he has the best drivers in Formula 1. Now it's time to see if all of the various pieces fall into place for the team to return to the greatness that has long eluded them. *Photo: Mercedes*
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__Lotus__ Fourth in the standings for 2012, Lotus owes a lot of its success -- and likeability -- to the most understated comedian in Formula 1, Kimi Raikkonen. The Finnish driver was third behind Vettel and Alonso, but first with many fans for his deadpan interviews, [entertaining sense of humor](http://www.youtube.com/watch?v=5fSU1tORsCQ) and radio conversations with his team where he simply wants some peace and quiet. “Leave me alone, I know what I'm doing,” he quipped after [being told how close Alonso was behind him](http://www.youtube.com/watch?v=ThWq5WN32_c) during a race. Beyond the entertainment value of its top driver, Lotus did manage to win a race last year and get on the podium several times. Raikkonen says with a little bit more top speed, he expects the E21 can be competitive with the other teams. Of course, if the 2007 champion manages to consistently make the podium again this year, it's a win for the team, and thanks to post-race interviews, a definite win for the fans. *Photo: Lotus*
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__Best of the Rest__ Sauber, Force India, Williams and Torro Rosso all managed to score points last season, but were never threatening the top of the standings. Each of the teams appears to have the ability to pull a great race out of the hat once in a while, including a win for Williams and a few third-place finishes from Sauber. But these four teams lack the great drivers, probably because they lack the great money it costs to pay them. And that lack of cash often translates to a lack of manpower to hire the engineers who find the biggest loopholes for speed. *Photo: Sauber*
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__The Pointless__ At the bottom of the Formula 1 ladder last year were the two remaining teams that didn't manage to score a single point, meaning no finishes in the top 10 in any race in 2012. Caterham has been on the grid a few years now, but has yet to find the secret to a top-10 finish, despite having had a decent driver in Heikki Kovalainen last year. Marussia is the former Virgin branded team, now the Russian team on the grid. But a lack of funds means the team is more of an enabler, giving aspiring drivers a chance to exercise their “super license” and gain some experience in Formula 1. *Photo: Caterham*
