I admit that I'm a bit late. Cold coffee is that the FIA from Silverstone prohibits the blowing of the diffuser in the drag of the engine. Actually you should have just an opinion to do so. I've had me some time because the main points of the ban are still discussed. Until the next Monday is which manufacturers at its motor clear the throttle valves (Renault, Ferrari) or the roller sliders (Mercedes, Cosworth) how far may open.
Originally the FIA had made two concessions for the phase the engine in its new rule interpretation, where the driver takes the foot of the gas. At 18,000 rpm throttle or roller slide may remain open by 20 percent, from 12,000 rpm and including by ten percent. Drop in between must be linear. It may be injected further to four of eight cylinders and ignited. Both measures to reduce the pressure in the Kurbelhaus, to reduce the blow-by and the internal friction and to cool the combustion chamber. The producers of the FIA, claimed that their engines create so distances over 2,000 kilometres.
The engine departments are invited to send the data fields of their 2009 engines the FIA until next Monday. Mechanically some of the engines has changed since then only marginally. At that time but it was the technology of the "hot" and "cold" Anblasens not yet. The producers who now vorjammern the FIA, the ban infringes the stability of their engines, were in response: show us what ye have made 2009, and we will allow you the same for the rest of the season.
This can lead to the absurd situation that Renault may open his throttle to 25 percent, when the driver of the gas comes, Mercedes its roller slider but only 15 percent. Depending on how the motors were 2009. You could certainly regard this as a small distortion of competition, because what was intended for 2009 really only a healthy and long engine life, affects the aerodynamics now because of the position of the exhaust directly. No longer to 100 percent as previously, but just has been practiced for 10, 15 or 25 percent, depending on which what 2009 for other reasons.
The rule change, pardon new rule interpretation, shows in the middle of the season, what hot potato has handled the FIA since. Although is able to say who will be at the end of the loser or winner and still no one, but one will definitely benefit or take his damage. And that is bad for the image of formula 1.
I think Charlie whiting when he says that the decision was technical and not politically motivated. Even though Cosworth was the impetus and Ferrari diligently pursued lobbying. The FIA can check motor data although, but she has no idea what impact this has on the various aerodynamic concepts. In the end, McLaren is perhaps more affected as Red Bull.
Whiting I also believe that it is over this technology out of control. When he first cases of "cold" blow to ears have come, could he be impossible scale, what the engine engineers all would aushecken, only to the Aerodynamikern to do a favor. It's really crazy that up to ten percent are burned more fuel, only to get T-shirt right exhaust gases. Nevertheless, the FIA technique would have to tolerate up to the end of the season. Everyone would have understood a clear cut from 2012. It would have a clean solution. As of 2009 at the double diffuser or 2010 at the F shaft.
Nobody would have to say, it would affect the outcome of the World Cup. The mass damper was a similar case. It all started quite harmless end of 2005 with a weight on a spring in the front of the Renault R25. Mid-2006 the inventor had equipped his car with four mass dampers and moved to implant more vibration dampers. The ban shortly before the GP Germany 2006 also left behind a stale taste. The same applies to the action of Ferrari against the Michelin tyres with their square tyre flanks of 2003.
It is in all these cases yes not clearly illegal components. Then, we should not even discuss a ban. Whether "cold" and "hot" blowing, ground shock, or square Michelin tires - there always two points of view. The technologies are in principle legally, otherwise would not have been allowed. The FIA in the future would therefore be well advised to ban controversial technological developments until the end of the season.
It is also questionable whether you therefore equal must define the exact exhaust position for the future in an Aufwasch. If 2012 all tail pipes in the same place up in the Panel lead, it is quite boring from the perspective of technology fans. A charm of this season is that the cars have distinguished again significantly from each other. The FIA should have learned from the unit formulas: all have ended in a defeat.