But could a desire to improve safety and the search for more efficient performance lead to the covering of cockpits and wheels?
The FIA has been investigating the possible introduction of cockpit covers in F1 and other single-seater championships since 2009.
That year saw the fatal accident of Formula Two driver Henry Surtees, who was killed when he was struck by a flying wheel. Six days later, Felipe Massa was seriously injured when he was hit by a spring which had fallen off Rubens Barrichello’s car.
Similar discussions have taken place in IndyCar following the death of Dan Wheldon in October last year.
Wheldon was killed when he was struck by a fence post after his car flew into the barriers at Las Vegas. Following the crash some IndyCar drivers such as Ryan Briscoe raised the possibility of IndyCar adopting cockpit covers.
In endurance racing the technical regulations allow for both open and closed-cockpit designs. Closed-cockpit solutions are the preferred design of the World Endurance Championship’s manufacturer teams Audi and Toyota.
In an effort to improve safety, IndyCar took the hotly-debated step of enclosing the rear wheels on its new-for-2012 chassis. The result is something that looks like the offspring of an F1 car and a sports car (below).
The fairings are designed to prevent one of the greatest dangers of open-wheel racing: wheel-to-wheel contact at high speeds which propel a car into the air. Again, it’s not hard to see how this could have prevented or at least reduced the carnage of Las Vegas.
As noted here recently, F1 has seen single-car airborne crashes such as those of Riccardo Patrese in 1992, Christian Fittipaldi in 1993 and Mark Webber in 2010.
They haven’t been as prevalent in IndyCar, which has had a particular problem with ‘pack racing’ on ovals. But there is potential for an increase in this type of accident in F1.
The F1 field is getting closer in performance and innovations such as DRS, KERS and more variable tyre performance may increase the chance of a faster car hitting a slower one in this fashion.
Safety or performance?
As future regulations become increasingly concerned with improving efficiency in F1 car design, it’s not hard to see how this could lead to a reappraisal of the merits of closed cockpits and covered wheels on grounds of performance as well as safety.
But open cockpits and wheels have been a defining feature of F1 car design for decades. Would getting rid of them amount to a desecration of F1’s historic rules?
Not necessarily. Covered wheels and cockpits have been seen in F1 before and we’d probably still have them if they weren’t forbidden by the current rules*.
The dominant F1 car of 1954 and 1955 – the Mercedes W196 – was raced in both open- and closed-wheel form. The team preferred the latter at tracks where aerodynamic efficiency was especially important, such as Monza.
Mercedes’ success inspired other teams, including Ferrari and Maserati, to create ‘streamliner’ cars. The regulations were later changed to forbid this and impose the open-wheel look we have become familiar with.
Teams also experimented with cockpit canopies in the fifties and Jack Brabham ran one on his car during practice at Monza in 1967. These too were eventually banned.
Would today’s F1 cars have covered wheels and cockpits if the rules did not forbid it? When F1’s top designer Adrian Newey was asked to envisage an F1 car that ignored the rule book, his Red Bull X2010 sported both.
His creation also serves to illustrate that the aesthetic appeal of F1 cars needn’t be diminished by such a radical change in design:
*Technical regulations articles 3.8, 3.9, 3.10 and 3.11 define the limits on bodywork around the front and rear wheels. Technical regulations article 13.1.3 states “The driver must be able to enter and get out of the cockpit without it being necessary to open a door or remove any part of the car other than the steering wheel”.
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Ferrari image ?é?® Ferrari spa/Ercole Colombo, IndyCar images ?é?® Honda/LAT, X2010 images ?é?® Red Bull
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