2013 season changes
Published with permission from the Federation Internationale de l'Automobile
Changes to the 2013 Technical Regulations
(Regarding front wing tests)
3.17 Bodywork flexibility
3.17.1 Bodywork may deflect no more than 10mm vertically when a 1000N load is applied vertically to it at points 675mm and 975mm forward of the front wheel centreline and 790mm from the car-centreline. The load will be applied in a downward direction using a 50mm diameter ram on a rectangular adapter measuring 400mm x 150mm. This adapter must be supplied by the team and:
a) Have a flat top surface without recesses.
b) Be fitted to the car so as to apply the full load to the bodywork at the test point and not to increase the rigidity of the parts being tested.
c) Be placed with the inner 400mm edge parallel to the car centre line and displaced from it by 715mm.
d) Be placed with its forward edge 1025mm forward of the front wheel centre line.
The deflection will be measured along the loading axis at the bottom of the bodywork at this point and relative to the reference plane.
(Regarding stepped noses)
3.7 Front bodywork:
3.7.9 With the exception of an optional, single piece, non-structural fairing of prescribed laminate (whose precise lay-up may be found in the Appendix to the regulations) which may not be more than 625mm above the reference plane at any point, no bodywork situated more than 1950mm forward of rear face of the cockpit entry template may be more than 550mm above the reference plane.
The external surface of any longitudinal or lateral cross section taken through the above fairing may contain no concave radius of curvature less than 50mm.
(Regarding minimum weight)
4.1 Minimum weight:
The weight of the car, without fuel, must not be less than 642kg at all times during the Event.
If, when required for checking, a car is not already fitted with dry-weather tyres, it will be weighed on a set of dry-weather tyres selected by the FIA technical delegate.
4.2 Weight distribution:
For 2012 and 2013 only, the weight applied on the front and rear wheels must not be less than 292kg and 343kg respectively at all times during the qualifying practice session.
If, when required for checking, a car is not already fitted with dry-weather tyres, it will be weighed on a set of dry-weather tyres selected by the FIA technical delegate.
4.3 Weight of tyres:
The weight limits specified in Articles 4.1 and 4.2 will be adjusted according to any differences (rounded up to the nearest 1kg) between the total set and individual axle set weights respectively of the 2012 and 2013 dry-weather tyres.
(Regarding force majeure)
6.6 Fuel draining and sampling:
6.6.2 Competitors must ensure that a one litre sample of fuel may be taken from the car at any time during the Event.
After a practice session, if a car has not been driven back to the pits under its own power, it will be required to supply the above mentioned sample plus the amount of fuel that would have been consumed to drive back to the pits. The additional amount of fuel will be determined by the FIA.
(Regarding active double-DRS systems)
3.18 Driver adjustable bodywork:
3.18.1 The incidence of the rearmost and uppermost closed section described in Article 3.10.2 may be varied whilst the car is in motion provided:
- It comprises only one component that must be symmetrically arranged about the car centre line with a minimum width of 708mm.
- With the exception of minimal parts solely associated with adjustment of the section, no parts of the section in contact with the external airstream may be located any more than 355mm from of the car centre line.
- With the exception of any minimal parts solely associated with adjustment of the rearmost and uppermost section, two closed sections are used in the area described in Article 3.10.2.
- Any such variation of incidence maintains compliance with all of the bodywork regulations.
- It cannot be used to change the geometry of any duct, either directly or indirectly, other than the change to the distance between adjacent sections permitted by Article 3.10.2.
(Regarding crash testing)
15.2 Roll structures:
15.2.2 The principal structure must pass a static load test details of which may be found in Article 17.2.
Furthermore, each team must supply detailed calculations which clearly show that it is capable of withstanding the same load when the longitudinal component is applied in a forward direction.
17.2 Principal roll structure test:
A load equivalent to 50kN laterally, 60kN longitudinally in a rearward direction and 90kN vertically, must be applied to the top of the structure through a rigid flat pad which is 200mm in diameter and perpendicular to the loading axis.
During the test, the roll structure must be attached to the survival cell which is supported on its underside on a flat plate, fixed to it through its engine mounting points and wedged laterally by any of the static load test pads described in Article 18.2.
The tests described in Articles 18.2, 18.3, 18.4, 18.5, 18.6 and 18.9.2 must be carried out on every survival cell intended for use.
During these tests (on deflections greater than 3.0mm), the deflection across the inner surfaces must not exceed 120 per cent of the deflection obtained on the chassis used for the tests described in Articles 17.2 and 17.3.
18.1 Conditions applicable to all static load tests:
18.1.1 The tests described in Articles 18.2, 18.3, 18.4, 18.5, 18.6 and 18.9.2 must be carried out on every survival cell intended for use.
During these tests (on deflections greater than 3.0mm), the deflection across the inner surfaces must not exceed 120 per cent of the deflection obtained on the chassis used for the tests described in Articles 17.2 and 17.3.
Changes to the 2013 Sporting Regulations
(Regarding DRS use)
ARTICLE 27.5 Driver adjustable bodywork permitted by Article 3.18 of the F1 Technical Regulations:
a) During all free practice sessions and the qualifying practice session the adjustable bodywork may only be activated by the driver in the sections of track where it will be available for use during the race.
In conditions of poor visibility however the race director may, at his absolute discretion, disable all such systems until conditions improve.
If the adjustable bodywork is disabled in this way at the start of any of the three periods of the qualifying practice session (Q1, Q2 or Q3) it will remain disabled for the remainder of the relevant period.
(Regarding curfews)
ARTICLE 30.19 No team personnel who are associated in any way with the operation of the cars are permitted within the confines of the circuit during one eight hour period which commences eleven hours before the start of P1 and one six hour period which commence nine hours before the scheduled start times of P3.
However, each team will be permitted two individual exceptions to the above during a Championship season, however, both of these exceptions may not be used during a single Event.
For the avoidance of doubt, personnel whose duties are solely connected with catering, media or marketing are exempt from the above requirements.
(Regarding championship entry fees)
Appendix 7
i) The winner of the 2012 World Championship for Constructors will be required to pay a basic fee of US$500,000 plus US$6000 for each point gained in the 2012 World Championship for Constructors.
ii) Every other competitor will be required to pay a basic fee of US$500,000 plus US$5000 for each point that competitor gained in the 2012 World Championship for Constructors.
In both cases the basic fee is due at the time of the application and the remainder by 30 November of the year prior to the year to which this application relates.
SEARCH INSIDE F1
SPORTING REGULATIONS
- 2013 season changes
- Car livery
- Classification
- Drag Reduction System
- Driver changes and additional drivers
- Driving protocol and penalties
- Officials
- Parc Ferme
- Pit-lane procedures
- Points
- Practice and qualifying
- Race distance
- Race start procedure
- Safety car
- Scrutineering and weighing
- Spare cars, engines and gearboxes
- Suspending and resuming a race
- Testing
- Tyres
