Flappy paddle is here to stay ....... its safer.

I think quite a lot of the electronic driver aids are going..... not checked yet so can't say which ..... though one of our more enthusiastic F1 fans will probably be able to list the lot. 

TC can kick in at low revs too, for instance when in a slide out of a corner and works under braking as well.

I don't know jack about F1 cars, but nothing replaces the good old clutch for me

expat wrote on Nov 8^th, 2007 at 5:00am:


They wouldn't be able to fit in three pedals and a gear stick nowadays...


...or a normal shaped driver...

http://www.youtube.com/watch?v=mRzbsI-1-SY
I thought this video works wellb for the topic and subject. A v10 engined F1 car, lapping a track with a couple of slow tight corners and no traction control. I dont really see a big differance to what we have now, with the V8's it'll probably be even less. The only minor differances were the slightly slower imputs on the throttle and the upshifts out of the slow corners being rather quick to keep the rears from spinning between 1st and 3rd gear. No powerslides that I've heard some people talk of.

As a side note in response to ex-pats question, as far as I can tell the only other major change is the standard ECU (made by Mclaren I might note) the idea being people cant hide any sort of engine management systems that could replicate TC (we have Bennaton to thank for this one) and so the FIA can monitor all the teams with regards to Launch control and various other braking stability programs that might be hidden in there to aid with the loss of TC.

In the future I believe its been introduced or being introduced that cars will not be allowed any added winglets/bargeboards or additional aerodynamic devices on the cars (see Ferrari/toyota Wheel hubs)
The front and rear wings will be made thinner and I believe it was said flatter however they will be made wider,  the driver will be able to adjust the angle of the front wing upto 6 degrees from the cockpit, however only twice a lap (see standard ECU for how FIA will keep note) The rear wings width will decrease by 25cm down to 75 but will increase in height from 80 to 95cm
The rear diffuser will start from the rear axel instead of the current position of the front end of the rear wheels, but it can be raised to over 17cm's instead of the current 12.5cm.
I've just double checked this and these are the working groups proposals for 2009 which have in principle been accepted by the FIA. The result is 50% less downforce over the 2006 cars, and a 25% loss when following a car closely over the current 45% that is currently lost.

Quote:

The problem being with only being able to adjust it twice you cant pick two places to adjust it. Using the Silverstone example, if the driver adjusts the wing for hangar straight then he would need to add more wing for the luffield complex, there are the two uses for the lap used up.
Much like yourself I like the ideas on the table, but the wing adjustment I could only ever see being used in a simmilar fashion to the power boost button in champ car. Reduce the angle at the start of a straight for the pass then as you are alongside or just past, you set it back to the needed angle for the next corner.

As if there were any doubt.

1.  M.Schumacher   Ferrari              (B)   1:21.922   64
2.  Badoer         Ferrari              (B)   1:22.129   76
3.  de la Rosa     McLaren-Mercedes     (B)   1:22.687   63
4.  Kovalainen     Renault              (B)   1:22.802   81
5.  Kubica         BMW-Sauber           (B)   1:22.883   56
6.  Paffett        McLaren-Mercedes     (B)   1:23.008   46
7.  Nakajima       Williams-Toyota      (B)   1:23.187   66
8.  Coulthard      Red Bull-Renault     (B)   1:23.332   55
9.  Trulli         Toyota               (B)   1:23.624   46
10.  Heidfeld       BMW-Sauber           (B)   1:23.671   75
11.  Rosberg        Williams-Toyota      (B)   1:23.847   58
12.  Montagny       Toyota               (B)   1:23.861   61
13.  Vettel         Toro Rosso-Ferrari   (B)   1:24.048   77
14.  Zuber          Honda                (B)   1:24.065   77
15.  Bourdais       Toro Rosso-Ferrari   (B)   1:24.193   51
16.  Davidson       Super Aguri-Honda    (B)   1:24.246   70
17.  Rossiter       Honda                (B)   1:24.480   69
18.  Chandhok       Red Bull-Renault     (B)   1:24.896   39
19.  van der Garde  Force India-Ferrari  (B)   1:25.317   84
20.  Rodriguez      Force India-Ferrari  (B)   1:26.973   87