The new brake systems have been developed to meet the constraints imposed by the latest FIA regulations and by the characteristics of the new tyres: two factors that will impact significantly on braking performance.
Now that blown diffusers have been banned, there will be less downforce on the rear end of the car than in 2011, with the result that a greater proportion of the braking force is transferred to the front axle. In addition, the new cars will need to be more controllable during application of the brakes; this is essential for best possible management of the entry into bends, and avoiding the damage caused by locking the wheels. Maximum control over the braking action is therefore crucial, and this the key attribute of the carbon material developed by Brembo.
Given that no substantial variations are envisaged in terms of grip, braking will not be influenced to any great degree by the new tyres, which have a squarer profile and are made of compounds designed to ensure consistent degradation.
The six teams supplied by Brembo require a brake system that is increasingly “tailor-made”, closely integrated with the design of the car and certain to undergo continual development during the course of the season.
The factors involved in customization of a system are its rigidity, signifying the most advantageous compromise between the various parts making up the corner assembly — wheel, hub carrier, disc and brake caliper — and control of the air flow through the wheel, which is a factor in determining the number of load points. Depending on their aerodynamic configuration, the cars will have spaces of varying dimensions in which to house the brake caliper, i.e. clearances, fixing angles and position relative to the suspension. Added to these variables, there is the choice of disc and pad thicknesses (within the range specified by FIA regulations).
On the other hand, all the teams using Brembo brakes are supplied with the same disc and pad materials — Brembo CER100 and Brembo CCR400, respectively. The aim is to render these compounds more manageable, given the wide ranges of torque and operating temperatures in play.
.credit : Brembo
If two hours have passed before the scheduled race distance is completed then the leader is shown the chequered flag when he crosses the control line at the end of the lap during which the two hour period ended. If a race is suspended, the maximum race time is set to four hours.
Drivers are not allowed to leave the track without a justifiable reason (a driver is judged to have left the track if no part of the car remains in contact with the track). More than one change of direction to defend a position is not permitted: If a driver goes off-line to defend his position and returns to the racing line, he must leave one car width between his own car and the edge of the track on the approach to the corner.
Drivers may use all tyres allocated to them on the first day of practice, as opposed to last year when only three sets were permitted on the first day.
As of this season, cars will be able to “unlap” themselves when the safety car is deployed and re-join the race at the back of the field.
In-season testing will return with a three-day test to be held at Mugello from the 1st to the 3rd of May.
This year all cars must pass crash tests performed on the front, side, rear of the chassis and the steering column before taking part in any on-track testing.
Since the 2011 European Grand Prix, teams can no longer adjust engine mapping between qualifying and the race.
As of this year, the practice of hot blowing and cold blowing exhaust through the diffusers has been banned.
Nose height dimensions
credit: Hispania Racing Team