There’s no doubt that some of F1’s previous big wet-weather practices – think Ayrton Senna in Portugal in 1985, Michael Schumacher in Barcelona in 1996 and Damon Hill in Suzuka in 1994 – wouldn’t have happened these days. ci because the races would never have been authorized. begin.
This has led to the inevitable criticism that F1 these days is too risk averse. With car safety standards being so high, many people argue that the best drivers in the world should be allowed to go out and sort things out for themselves.
FEATURE: Ranking F1’s best wet weather rides
But while the threshold of what is an acceptable level of risk has certainly changed over time, there are other crucial factors that make life much harder for 2022 F1 cars in the rain.
Autosport has spoken to GPDA (Grand Prix Directors’ Association) President Alex Wurz for his views on the matter.
And he cites several issues at play – some of which can be changed and some of which are here to stay.
The Safety Car Max Verstappen, Red Bull Racing RB18, Charles Leclerc, Ferrari F1-75, the rest of the field for the restart
Photo by: Andy Hone / Motorsport Images
Health and security
While there are physical factors – such as car and tire design – that have their part in wet weather driving, a critical one is the level at which the FIA considers racing to be safe.
Advances in safety have been extremely well received in F1, and it wouldn’t make sense to put so much effort into making cars safe only to then have a completely nonchalant attitude about letting drivers out in the worst of the rain.
As Wurz, who was caught in the infamous first lap pile-up of the 1998 Belgian Grand Prix, said: “The whole world is adopting a more safety-oriented attitude.
MORE: How to ease F1’s extreme caution in wet weather
“On the one hand you can say it’s bad and it shouldn’t be sport. But I think sport has been absolutely sensational in improving safety without compromising performance in general.
“But we cannot hide from laws, responsibilities, difficult jurisdictions and difficult cases, which continually influence sport and society. So that’s a contributing factor. »
Changes in society also have their part to play in making rain delays a big issue too; because he thinks that decades ago fans wouldn’t have thought to wait a few hours. Today, attitudes are different.
“At that time, we were all much more patient,” he said. “Our life is turning into a very short attention span and I want things to suit me, so I’m not patient.
“Maybe we all remember that a 30-minute delay in the old days wasn’t as irritating as it is today for some fans. That’s a fact.”
Pirelli rain tires
Photo by: Lionel Ng / Motorsport Images
Chemicals and Grooves in Tires
Tires are one of the determining factors in determining whether or not cars can drive in the rain.
If the available rubber can provide good grip without the risk of aquaplaning, that leaves the door open to holding events.
However, the culmination of a few factors has made things edgier right now.
MORE: Why wet weather isn’t F1’s real leveler
As Wurz explains: “Tyre manufacturers are no longer allowed to use the same chemicals, softeners and very special oils, which made tires very unique in the development period of the tire wars in the 1990s. and 2000.
“It’s also a one-brand tyre. So if you want to increase grip, which Pirelli is sure you can do, there is also a cost factor.
“The tires are also wider, which may be more important than the previous factors. This means that it is easier for them to have aquaplaning or a reduction in the contact patch due to the displacement of the tire. Also, if they have larger and wider grooves, the ridges collapse.
Pirelli proudly claims that its rain tires evacuate 85 liters of water per second at 300 km/h.
As Mario Isola, Head of F1 and Motor Racing at Pirelli in Japan, explained: “With full rain you spray three times more water in the air than with the intermediate.”
But one of the conundrums with rain tires is that the better they are at dispersing rainwater, the more splashes are thrown into the air, making visibility worse.
The answer is not simply to design a tire to be even more efficient at cutting through water.
In addition, Pirelli must also take into account that there must be a crossover period between the extreme wet race and the intermediate, so that they cannot be too far apart.
If the track conditions were too dry for the wet to work, but too wet for the intermediate, this would be a recipe for disaster.
Isola said: “We have tools to modify the tyre. The problem is visibility.
“We had a monsoon tire in the past, but it was a decision to have this type of product with a wider cross between wet, intermediate and slick.
“You could also change the tread, but I’m not sure that’s the right direction because with the loss of visibility they don’t roll anyway. Then the risk is that you don’t have a crossover with the middleman, and that’s even worse.
Pierre Gasly, Alpha Tauri AT03
Photo by: Red Bull Content Pool
Ground effect cars
When you look at how races a decade ago could be run in terrible conditions, you have to remember that downforce levels have changed dramatically.
And, for 2022, a critical factor that plays its part in the wet is the shift to ground effect cars.
The venturi tunnels under the floor and the design adopted by F1 chiefs to minimize airflow disruption for the cars behind by not having it close to the cars chasing them, mean that in the wet the jet is projected more violently upwards, further impairing visibility.
As Wurz says, “The support keeps growing. It’s also a wider car, so there’s more surface area to vacuum and more water shed – just over 10 per cent.”
Max Verstappen, Red Bull Racing RB18 battles with Charles Leclerc, Ferrari F1-75, for the lead at the start
Photo by: Steve Etherington / Motorsport Images
Driver attitudes
While some fans may choose to criticize the drivers for the races not being held in poor conditions, Wurz is clear that the attitudes of those in the cockpit are unchanged from years past.
If it’s safe enough, he says, then they’re more than happy to go.
“Drivers, we always say that driving in the wet is fun, even with aquaplaning. Driving when you’re alone is super tough and it’s amazing.
“But as soon as you see nothing, you are exposed to such a level of risk that the slightest problem can lead to death.
“And that’s when you have to applaud the race director for putting safety before all that public, commercial and risk pressure. Can we do better? Yes.
“We want to support the sport here as much as possible, to maybe find ways to improve the situation. But also help educate fans and stakeholders about the huge challenge and the courage you need to step out on the wet when you see nothing. Actually nothing.
Therefore, although factors such as tire and car design cannot be resolved immediately, some ideas, such as the “information towers” being discussed with the GPDA, could take a small step forward. in solving some of the problems. F1 faces when the skies open.
There’s no doubt that some of F1’s previous big wet-weather practices – think Ayrton Senna in Portugal in 1985, Michael Schumacher in Barcelona in 1996 and Damon Hill in Suzuka in 1994 – wouldn’t have happened these days. ci because the races would never have been authorized. begin.
This has led to the inevitable criticism that F1 these days is too risk averse. With car safety standards being so high, many people argue that the best drivers in the world should be allowed to go out and sort things out for themselves.
FEATURE: Ranking F1’s best wet weather rides
But while the threshold of what is an acceptable level of risk has certainly changed over time, there are other crucial factors that make life much harder for 2022 F1 cars in the rain.
Autosport has spoken to GPDA (Grand Prix Directors’ Association) President Alex Wurz for his views on the matter.
And he cites several issues at play – some of which can be changed and some of which are here to stay.
The Safety Car Max Verstappen, Red Bull Racing RB18, Charles Leclerc, Ferrari F1-75, the rest of the field for the restart
Photo by: Andy Hone / Motorsport Images
Health and security
While there are physical factors – such as car and tire design – that have their part in wet weather driving, a critical one is the level at which the FIA considers racing to be safe.
Advances in safety have been extremely well received in F1, and it wouldn’t make sense to put so much effort into making cars safe only to then have a completely nonchalant attitude about letting drivers out in the worst of the rain.
As Wurz, who was caught in the infamous first lap pile-up of the 1998 Belgian Grand Prix, said: “The whole world is adopting a more safety-oriented attitude.
MORE: How to ease F1’s extreme caution in wet weather
“On the one hand you can say it’s bad and it shouldn’t be sport. But I think sport has been absolutely sensational in improving safety without compromising performance in general.
“But we cannot hide from laws, responsibilities, difficult jurisdictions and difficult cases, which continually influence sport and society. So that’s a contributing factor. »
Changes in society also have their part to play in making rain delays a big issue too; because he thinks that decades ago fans wouldn’t have thought to wait a few hours. Today, attitudes are different.
“At that time, we were all much more patient,” he said. “Our life is turning into a very short attention span and I want things to suit me, so I’m not patient.
“Maybe we all remember that a 30-minute delay in the old days wasn’t as irritating as it is today for some fans. That’s a fact.”
Pirelli rain tires
Photo by: Lionel Ng / Motorsport Images
Chemicals and Grooves in Tires
Tires are one of the determining factors in determining whether or not cars can drive in the rain.
If the available rubber can provide good grip without the risk of aquaplaning, that leaves the door open to holding events.
However, the culmination of a few factors has made things edgier right now.
MORE: Why wet weather isn’t F1’s real leveler
As Wurz explains: “Tyre manufacturers are no longer allowed to use the same chemicals, softeners and very special oils, which made tires very unique in the development period of the tire wars in the 1990s. and 2000.
“It’s also a one-brand tyre. So if you want to increase grip, which Pirelli is sure you can do, there is also a cost factor.
“The tires are also wider, which may be more important than the previous factors. This means that it is easier for them to have aquaplaning or a reduction in the contact patch due to the displacement of the tire. Also, if they have larger and wider grooves, the ridges collapse.
Pirelli proudly claims that its rain tires evacuate 85 liters of water per second at 300 km/h.
As Mario Isola, Head of F1 and Motor Racing at Pirelli in Japan, explained: “With full rain you spray three times more water in the air than with the intermediate.”
But one of the conundrums with rain tires is that the better they are at dispersing rainwater, the more splashes are thrown into the air, making visibility worse.
The answer is not simply to design a tire to be even more efficient at cutting through water.
In addition, Pirelli must also take into account that there must be a crossover period between the extreme wet race and the intermediate, so that they cannot be too far apart.
If the track conditions were too dry for the wet to work, but too wet for the intermediate, this would be a recipe for disaster.
Isola said: “We have tools to modify the tyre. The problem is visibility.
“We had a monsoon tire in the past, but it was a decision to have this type of product with a wider cross between wet, intermediate and slick.
“You could also change the tread, but I’m not sure that’s the right direction because with the loss of visibility they don’t roll anyway. Then the risk is that you don’t have a crossover with the middleman, and that’s even worse.
Pierre Gasly, Alpha Tauri AT03
Photo by: Red Bull Content Pool
Ground effect cars
When you look at how races a decade ago could be run in terrible conditions, you have to remember that downforce levels have changed dramatically.
And, for 2022, a critical factor that plays its part in the wet is the shift to ground effect cars.
The venturi tunnels under the floor and the design adopted by F1 chiefs to minimize airflow disruption for the cars behind by not having it close to the cars chasing them, mean that in the wet the jet is projected more violently upwards, further impairing visibility.
As Wurz says, “The support keeps growing. It’s also a wider car, so there’s more surface area to vacuum and more water shed – just over 10 per cent.”
Max Verstappen, Red Bull Racing RB18 battles with Charles Leclerc, Ferrari F1-75, for the lead at the start
Photo by: Steve Etherington / Motorsport Images
Driver attitudes
While some fans may choose to criticize the drivers for the races not being held in poor conditions, Wurz is clear that the attitudes of those in the cockpit are unchanged from years past.
If it’s safe enough, he says, then they’re more than happy to go.
“Drivers, we always say that driving in the wet is fun, even with aquaplaning. Driving when you’re alone is super tough and it’s amazing.
“But as soon as you see nothing, you are exposed to such a level of risk that the slightest problem can lead to death.
“And that’s when you have to applaud the race director for putting safety before all that public, commercial and risk pressure. Can we do better? Yes.
“We want to support the sport here as much as possible, to maybe find ways to improve the situation. But also help educate fans and stakeholders about the huge challenge and the courage you need to step out on the wet when you see nothing. Actually nothing.
Therefore, although factors such as tire and car design cannot be resolved immediately, some ideas, such as the “information towers” being discussed with the GPDA, could take a small step forward. in solving some of the problems. F1 faces when the skies open.