F1 rules and stats 2010-2019

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Formula One era 1950-1959 Formula One era 1960-1969 Formula One era 1970-1979 Formula One era 1980-1989 Formula One era 1990-1999 Formula One era 2000-2009 Formula One era 2010-2019
GP races: 157 (incl 2017)
Estimated racing kms: unknown
Accidents in races: unknown
Injuries, drivers: 0
Fatalities, drivers: 0 Fatalities, officials: 0
Fatalities, spectators: 0
Technical newbies
F-duct (2010, McLaren MP4/25)
Exhaust blown diffuser - reintroduction (2010, Red Bull RB6)
Front exit exhausts (FEE) (2011, Lotus Renault R31)
Coanda effect based exhaust exits (2012, Sauber C32)
Double DRS (DDRS) (2012, Mercedes AMG F1W03)
Drag reduction device - passive DRS (DRD) (2013, Lotus E21)
Sporting regulations
Circuits Drivers Organisation

2014: Stewards may impose penalty points on Super licenses. 12 penalty points converts into a race suspension.
2014: Introduction of an annual trophy for the driver with most pole positions

2016: Each driver must ear in-ear accelerometers (according to FIA specification)

2010: Tyre warmer ban proposed, but cancelled before the first GP
In-race refuelling banned
Points system changed: 25-18-15-12-10-8-6-4-2-1

2011: Pirelli assigned as single tyre supplier. Each car gets 6 prime, 5 option, 4 intermediate and 3 full wet tyre sets

2011: Team curfew disallows teams to work on cars overnight. 4 individual exceptions per season allowed

2011: Ban on team orders scrapped

2012: Maximum total race time (in case of suspension) limited to 4 hours

2012: All cars used in track tests must have passed all crash tests

2012: In case of a wet FP1 or FP2, teams get an extra set on intermediate tyres during these sessions

2014: 4 team tests of no more than 2 consecutive days allowed in-season. Each team allocates one day to do tyre testing for the the tyre supplier.
Teams required to shutdown their factories for 2 weeks in summer
All pitcrew must wear helmets
All cars given an additional set of "prime" tyres to be used only in the first 30 minutes of FP1 (to encourage driving)
Single power unit specification must be homologated by the FIA before 28 February. In-season changes allowed only for reliabilty
Wind tunnel testing limited to 60% scale models, and max 50m/s. Maximum tunnel occupation of 60 hours per week
CFD simulations limited in time and by processing power

2015: Provision of a "virtual safety car", meaning that when this state is active on circuit, drivers must drive to a targeted laptime
Teams required to nominate their windtunnel(s) for the upcoming 12 months
Power unit development tokens may be spent throughout the season, rather than all at the moment of homologation (via technical directive 004/15)

2016: Teams given some free choice of tyre selection for each Grand Prix

2017: Race restarts done via standing starts, instead of from behind the safety car

2018: 360° view camera mounted on each car on top of the monocoque

Technical regulations (chassis)
Front tyre width reduced from 270mm to 245mm;
Wheel fairings banned, added by restrictions on wheel material, thickness and dimensions;
Number of gear ratios per competitor limited to 30 per season;
The suspension uprights must be made from a permitted aluminium alloy. Particulate reinforced aluminium alloy matrix composites are banned;
Strict set of allowed materials for chassis construction set by the FIA;
As of the Chinese GP, outboard mirrors (fixed on the sidepods) banned in favour of classic, inboard mirrors close to the driver's cockpit.
Front wing flap adjuster banned;
F-ducts and double diffusers banned;
2 wheel tethers on each wheel mandatory instead of one to prevent wheels from coming loose off the car in case of a crash;
Minimum gearbox life extended from 4 to 5 Grand Prix weekends;
Minimum car weight increased from 620 kg to 640 kg;
Rear wing flap adjuster (DRS) allowed to improve overtaking, and only adjustable after lap 2 when in the wake of another car.
Maximum height of the front impact structure reduced to 550mm;
DRS may be disabled by the race director at times of reduced visibility;
Engine exhaust exits must be circular, located in a specified area and facing 10 degrees upward (to prevent blown diffusers);
The control system wiring loom connectivity must be approved by the FIA;
Any gear change not triggered by an immediate action by the driver on the steering wheel banned;
Banned any type of tyre pre-heating other than resistive blankets.
DRS usage in qualifying limited to same areas as during the race;
DRS may be disabled by the race director at times of reduced visibility;
Allowance of a non-structural 'vanity panel' to hide the step in the nose, created by the reduced height of the front impact structure;
More stringent front wing deflection test;
More severe load and crash tests for monocoque and roll hoop; All chassis must pass this test (contrary to a single example);
Ban of active 'double DRS' systems - where the DRS activation mechanism is utilised for other purposes.
Height of upper boundary of the front bulkhead reduced to 550mm above reference plane;
Specification of cross section 50mm behind the tip of the nose to reduce height of nose;
Mandatory twin pillars to connect front wing to nose cone;
Reduction in height of the main rear wing panels, down from 220mm to 200mm;
Lower beam wing on the rear wing banned;
Mandatory single exhaust pipe, with little freedom for designers regarding the exit position
Metal skids in plank more strictly regulated (to avoid them coming loose) and must be made of titanium (to re-introduce sparks);
New diagonal line that defines upper surface of the nose section (for aesthetic reasons);
More strict structural and dimensional regulations for the front impact structure (to outlaw 'unsafe' thumb-style noses);
Mandatory, homologated torque sensors;
Minimum energy absorption capacity of the wheel tethers increased to 6kJ;
Further restriction on the positions on the nose-mounted camera hubs (to ban Red Bull's housing mounted into the nose cone);
One or two seperate wastegate exhaust tailpipes (to increase noise);
All cars to use single fuel flow sensor within the fuel tank, manufactured to FIA specification by an FIA designated supplier;
Fuel flow and temperature sensors at injectors must be FIA homologated, with data to be provided to FIA data logger;
Car telemetry systems to be manufactured by the FIA designated supplier to a specification determined by the FIA
Maximum car width increased from 1800mm to 2000mm. Bodywork between front and rear wheels limited at 1600mm;
Front wing angled back by 12.5°, increasing nose length by 200mm;
Increased scope for bargeboard development (to increase downforce);
Leading edge of sidepods must be inclined by 15° (for aesthetical reasons);
Rear wing endplates angled by 23.5° (for aesthetical reasons). Rear wings lowered 150mm, positioned 200mm further back and 150mm wider;
Diffuser size increased, with maximum height 50mm increased, and maximum width 50mm up as well
Maximum tyre width increased: front: 355mm up to 380mm, rear: 380mm up to 465mm
Limitations in size of shark fin size;
Ban of T-wings (wings introduced in 2017 due to a regulation loophole) and monkey seat (winglet behind and above the exhaust);
Each wheel fitted with three tethers, up from two (to avoid wheels coming loose in case of a crash);
Halo cockpit protection (also known as secondary roll structure) mandatory (standard titanium element supplied by FIA)
Technical regulations (engine - weight)
The minimum weight of the car has been raised from 605kg to 620kg;
Each driver is allowed the use of 8 engines during a season. A new engine will cost 10 grid places;
Maximum engine revolutions limited to 18,000 rpm;
Kinetic energy recovery systems (KERS) allowed but teams agreed not to use it.
KERS still allowed and used again after mutual agreement between teams (FOTA);
Teams mutually agree to have a fixed weight distribution of the cars before ballast: 47%front - 53%rear (agreement valid only for 2011 to deal with the new Pirelli tyres).
Limitations on engine torque maps (to reduce inventive maps aimed only at increasing diffuser efficiency);
Weight applied on the front and rear wheels must not be less than 291kg and 342kg respectively.
Increased minimum weight from 640kg to 642kg (to compensate for the heavier tyres);
Weight applied on the front and rear wheels must not be less than 292kg and 343kg respectively.
Increased minimum weight from 642kg to 690kg (due to heavier power units);
Weight applied on the front and rear wheels must not be less than 314kg and 369kg respectively;
New 1.6l turbocharged V6 engine, 24 valves, 90° bank angle, limited at 15,000rpm;
High pressure direct injection (up to 500 bar, one injector/cylinder);
Single turbocharger, with shaft parallel to the crankshaft, and at most 25mm of the car's centreline. Up to 125,000rpm;
Energy recovery system via MGU-K and MGU-H;
MGU-K limited at 120kW, max 2MJ recovery per lap, max 4MJ deployment per lap, max 50,000rpm;
MGU-H limited to 125,000rpm; unlimited power recover and reployment;
Battery storage must be Lithium-Ion based, at least 20kg;
Maximum of 5 power units per season. Grid penalties for every new PU component outside this allocation;
Fuel flow limited at 100kg/hour and a total fuel limit of 100kg, lights to finish (cars previously ran with a maximum load of around 160kg);
Minimum weight of power unit set at 145kg;
Mandatory 8 forward gears, one reverse. Only 2 different gear ratios allowed during the season
Increased minimum weight from 690kg to 702kg (to reduce the disadvantage of less resourceful teams);
Weight applied on the front and rear wheels must not be less than 319kg and 376kg respectively;
Variable valve timing re-allowed;
Increased minimum weight from 702kg to 722kg (to reduce the disadvantage of less resourceful teams);
Fuel limit (lights to finish) increased from 100kg to 105kg (to compensate for higher drag)
Increased minimum weight from 722kg to 733kg (to partly cover the addition of the halo);
Weight applied on the front and rear wheels must not be less than 333kg and 393kg respectively;
Maximum 3 engines (ICE), 3 motor generator units-heat (MGU-H), 3 turbochargers (TC), 2 energy stores (ES), 2 control electronics (CE) and 2 motor generator units-kinetic (MGU-K) per car. Grid penalties apply for each new component introduced beyond this seasonal allocation;
All power unit breather fluids must vent to atmosphere and are not allowed to re-enter the power unit) (to reduce oil burning);
Minimum volume of ERS specified at 22l. Minimum weigt at 30.6kg (includes batters, MGU-K and MGU-H control units, DC-DC converter);
Plenum air temperature and oil pressure constantly monitored by FIA

Weekend format
Friday 11.00-12.30 Free practice
14.00-15.30 Free practice

Saturday 11.00-12.00 Free practice 14.00-15.00 Qualifying to run as follows:

  • From 14.00 to 14.20 (Q1) all cars will be permitted on the track and at the end of this period the slowest seven cars will be prohibited from taking any further part in the session. Lap times achieved by the seventeen remaining cars will then be deleted.
  • From 14.27 to 14.42 (Q2) the seventeen remaining cars will be permitted on the track and at the end of this period the slowest seven cars will be prohibited from taking any further part in the session. Lap times achieved by the ten remaining cars will then be deleted.
  • From 14.50 to 15.00 (Q3) the ten remaining cars will be permitted on the track.
    The above procedure is based upon a Championship entry of 24 cars. If 22 cars are entered only six cars will be excluded after Q1 and Q2.

Sunday 14.00 Race

Schedule identical to 2010, except for the re-introduction of the 107% rule.
As such any car not qualifying within 107% of the laptime of the pole sitter is not allowed to take part in the race.
Schedule identical to 2015, except for a new qualifying format that was dropped after the first race.
The system saw drivers eliminated every 90 seconds in the closing minutes of each of three qualifying sessions. Seven drivers were knocked out in the final minutes of a 16-minute first session and another seven in the final minutes of a 15-minute second session, leaving eight for a 14-minute shootout for the top positions.

The system - which was opposed to by drivers - was dropped by joint agreement of the teams, due to being 'farcical' and 'too complicated'. The format reverted to the 2015 system.

Schedule identical to 2015, except for the re-introduction of the 107% rule.