They should be. No more zonesNo shit, but the drivers aren't the ones that make those decisions.
Speaking of DRS, how about whenever and wherever the drivers want to use it starting on lap 1? Or maybe everyone gets DRS to use immediately at the start of the race wherever they choose and for the entirety of the race EXCEPT the leader of the race? If you're leading you have no DRS. None. Nada. Just a thought
Nah, we need stage racing and overtime (with a sponsor). That should be convoluted enough. Oh, and "push to pass".How about a convoluted system where you are allowed a certain amount of DRS per lap, your wing can be open for a max of 25 seconds say, you can use that 25 seconds split up wherever you want.
DTM had a version of it where you could use it 20 times per race at your discretion but once you've used it 20 times you can't for the rest of the raceHow about a convoluted system where you are allowed a certain amount of DRS per lap, your wing can be open for a max of 25 seconds say, you can use that 25 seconds split up wherever you want.
What I'm floating is the exact opposite of convoluted. DRS for everyone (except the leader of the race) whenever and wherever a driver chooses. And no penalties for not pulling over for blue flagsHow about a convoluted system where you are allowed a certain amount of DRS per lap, your wing can be open for a max of 25 seconds say, you can use that 25 seconds split up wherever you want.
Nah, we need stage racing and overtime (with a sponsor). That should be convoluted enough. Oh, and "push to pass".
What I'm floating is the exact opposite of convoluted. DRS for everyone (except the leader of the race) whenever and wherever a driver chooses. And no penalties for not pulling over for blue flags
Love me some F-duct and double DRS, engineering gold.DRS was allowed at any point during practice and qualifying when it first came out in 2011... that was stopped the following year, because of safety, and thats the reason its restricted to zones: https://www.skysports.com/f1/news/1...-to-official-zones-in-practice-and-qualifying
Pre-DRS DRS used to be much unsafer, the F duct on the Renault with Kubica... notice his left hand coming off the steering wheel, and driving one handed?
There is a hole in the cockpit he is covering up, the way it worked was that air channel will change pressure and though a bunch of other air tunnels eventually send air to the rear wing and stall it.... He even has a special glove to seal the hole better lol... Mclaren started it..
https://www.racecar-engineering.com...-do-they-work-f1-2010-formula-one-technology/
But Mercedes gets the cake with the double DRS, that was crazy:
https://www.autosport.com/f1/news/banned-the-mercedes-f1-teams-double-drs-device-4982943/4982943/
The cockpit of the W14, just like that of its predecessor, is further forward than that of other cars. This is part of its aerodynamic concept, what has made it possible to expose its upper side impact structure and so use it to direct the airflow to the floor edges. But it also makes for an unusual feeling, as Hamilton explained: “We sit closer to the front wheels than all the other drivers. Our cockpit is too close to the front. When you’re driving you feel like you’re sitting on the front wheels, which is one of the worst feelings.
“What that does is it really changes the attitude of the car and how you perceive its movement. And it makes it harder to predict compared to when you’re further back and sitting more centred. It is just something I have really struggled with.”
Back in the day Nelson Piquet used to complain to Gordon Murray about the same thing in the very long, very cockpit-forwards Brabham BT48. When the rear slid, he was late feeling it. It’s compounded in the case of the Mercedes because of its dynamics – ie what it’s actually doing rather than just what it feels like. As Hamilton describes it, its centre of aero pressure (the aerodynamic equivalent of the weight distribution) is moving forwards a lot as it is braked, giving a sensation of rear instability. But as he comes off the brakes and the car levels out, the centre of pressure is moving a long way rearwards – too far, making it difficult to get good rotation into the corner. So it has the worst of both worlds: rear instability under braking but a reluctance then to turn. So more steering lock is needed which, when the car finally grips up, pivots the car into oversteer mid-corner.