This contentious manually operated mechanism is designed to facilitate passing maneuvers and enhance opportunities for close-quarters competition.
DRS can only be activated when an F1 driver is within one second of the vehicle ahead. Additional rules specify certain sections of the track or state that it cannot be used during the first lap of a Grand Prix.
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Nevertheless, just like when it was initially introduced more than ten years ago, DRS remains a topic of disagreement among Formula 1 teams and enthusiasts.
What is the purpose of using DRS in Formula 1?
DRS enhances straight-line velocity because it enables air to flow through the rear wing, reducing air resistance compared to usual conditions since the airflow typically gets directed upward.
The gadget frequently faces criticism as drivers can obtain an artificial advantage over their competitors simply by pushing a button for a speed increase.
Some argue that this diminishes the skill required for executing a difficult overtaking maneuver. For instance, Juan Pablo Montoya — a seven-time Grand Prix champion and two-time Indianapolis 500 victor known for his aggressive moves before the advent of DRS — likened the system to “providing Picasso with Photoshop.”
However, DRS isn’t merely an automatic “passing mechanism” that guarantees surpassing the vehicle ahead. Despite numerous instances where its influence was considered excessive, leading to maneuvers far before the typical braking points on straightaways, the primary purpose of this technology is typically to aid passing situations where drivers might otherwise find themselves trapped behind another car, struggling with disturbed and turbulent airflow.
A DRS indicator along with specific track information
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Nevertheless, since the newest iteration of Formula 1 vehicles has been engineered to enable closer following with diminished ‘turbulent air’ impact, numerous individuals anticipated that this might result in the elimination of Drag Reduction System (DRS). Although dropping DRS is a future objective for F1’s governing officials, the ongoing use of the system continues to be debated.
Ever since wing-generated aerodynamics became a crucial aspect of Formula 1 car performance in the late 1960s, this development has directly influenced how tightly the vehicles can trail one another.
However, prior to 2014, when engine equality meant teams seldom had a significant power advantage to gain an edge over their competitors, minor differences in performance highlighted the impact of ‘turbulent airflow’ during races.
This occurs when air that has already been displaced by one vehicle lands on the front section of a car trailing behind, resulting in erratic steering and heightened tire wear from increased vehicular slipping.
During the period surrounding the year 2000, the issue with ‘dirty air’ became severe enough that teams frequently employed strategic pits stops for cars trying to overtake, allowing them to leapfrog competitors who had pitted first. This strategy greatly diminished overtaking maneuvers during races. Consequently, this approach drew criticism from both spectators and analysts, deeming it a subpar form of Formula One competition.
DRS remained in use during the turbo hybrid era, significantly reshaping Formula 1’s competitive landscape until the conclusion of the 2021 season. Starting from 2022, Formula 1 reverted to ground effect regulations with the aim of reducing turbulence behind cars and enhancing overtaking opportunities.
Although this approach has largely proven effective, changes in aerodynamic design have diminished the slipstream effect. Coupled with increasing engine performance equality as part of upcoming rule adjustments scheduled for 2026 vehicles, these factors ensure that DRS still plays a crucial role in facilitating passing maneuvers during races.
The rear wing and DRS actuator on the Williams FW44
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What is Dynamic Radar Cruise Control, and how does it function?
The DRS uses an actuator controlling a flap in the middle of an F1 car’s rear wing that can be opened when drivers push a steering wheel button after they enter a designated part of each track. These areas are known as DRS ‘Activation’ zones. The open flap reduces rear wing surface area and so serves to reduce aerodynamic drag, rapidly increasing straightline speed.
During races, this rule applies when a driver is less than one second behind another vehicle—even if that vehicle has been lapped. In practices and qualifying sessions, however, drivers may freely activate DRS within designated areas. Up until 2013, they had unrestricted usage of DRS anywhere on the circuit during qualification laps to minimize air resistance. Consequently, teams configured their cars optimally for these qualifying runs, which often made racing side-by-side more challenging once the event started.
The crucial one-second interval between vehicles is assessed at particular locations prior to entering a DRS zone—referred to as ‘detection’ points. At these spots, sensors embedded in the race track gauge the space separating the two automobiles. Should the trailing vehicle be detected within less than one second of the leading car, an indicator prompts the system to enable DRS activation throughout the subsequent DRS section.
Usually, drivers learn they can utilize DRS when indicator lights illuminate on their steering wheels. In contrast, for the vehicle ahead, team members typically alert their racers via radio communication if an opponent approaches within the crucial distance. To enable DRS, the pursuing driver presses a designated button on the steering wheel; these buttons may be positioned at the front or rear section based on each driver’s choice.
When DRS is engaged along with an open rear wing, drivers will deactivate DRS and close the flap whenever they release the throttle or apply the brakes subsequently. Pressing the steering wheel button again during an activated state will also result in closing the rear wing flap.
Red Bull Racing RB16B DRS system for assessing gaps
Photo by:
Giorgio Piola
If drivers are worried about the aerodynamic load reattaching to the complete rear wing and potentially causing instability when entering a turn, they may opt to close the wing prior to applying brakes for that corner.
Drivers do not have to activate DRS if running within one second of another car. Plus, pressing the button too early means it will not open at the desired point, leading to a delay before the wing can then be opened.
DRS cannot be utilized during the initial lap of a race or after standing or rolling restarts following safety car or red flag situations. Race directors from the FIA have the authority to deactivate DRS at their own judgment should they deem conditions hazardous—such as heavy rainfall. Additionally, if an automobile veers off course or if significant debris falls within a particular area, this could result in DRS being momentarily disabled in that specific section.
Drivers defending their position can use DRS only when they are less than one second behind another vehicle. Typically, this creates what’s called a ‘DRS train’. In such situations, however, the advantage provided by DRS diminishes since multiple cars close together nullify the increase in top speed; consequently, positions usually stay unchanged.
It’s quite typical for a defending driver to adjust their electric energy consumption through the hybrid systems found in contemporary Formula 1 engines—often referred to as an ‘overtake’ button. However, certain teams might call this feature a ‘SoC,’ which stands for state of charge—to gain extra speed heading into a straight. The aim here is usually to minimize the risk of getting passed at the conclusion of an activation zone when another vehicle has DRS enabled and is closing from behind.
Sergio Perez, driving for Red Bull Racing with the RB18 car.
Photo Credit: Mark Sutton /
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How many DRS zones exist?
The quantity of DRS zones changes depending on the circuit and is also influenced by various features of the location.
Generally, most principal straights at every racetrack have a DRS zone. However, if a circuit is known for being difficult to overtake on, extra zones may be introduced – which could encompass sections with gentle turns. For instance, consider the long, winding zones from the last bends into the pit lane in Baku or the stretch between Turns 9 and 11 in Miami.
During the 2022 Australia Grand Prix, the redesigned circuit initially featured four DRS zones. The rationale for this setup was to utilize two specific areas—the stretch along the pit straight and the newly curved segment replacing the former chicane in Melbourne—enabling drivers to catch up with their competitors before attempting an overtake via DRS at the remaining two zones. These latter sections were chosen due to their corners, which necessitate significant braking and thus promote passing opportunities, particularly at Turns 3 and 11.
For the 2022 Albert Park circuit layout, the DRS zone located between Turns 8 and 9 was eliminated for safety reasons before final practice began, due to requests from specific teams. Consequently, the maximum number of DRS zones utilized during an F1 qualification or race event stayed at three.
Even though DRS can be employed in corners with very slight angles—and at certain circuits, these bends might not even be officially recognized as turns by the FIA—it is typically dangerous to maintain an open rear wing flap through most of them.
Even though lower drag could boost the vehicle’s maximum velocity, the diminished downforce significantly impairs handling. Consequently, this may result in major crashes since DRS activation often occurs towards the ends of lengthy straightaways or areas designated for speeding up.
For particular certain turns, the FIA has permitted drivers to try taking them with DRS activated.
A well-known instance occurred during the 2018 British Grand Prix when a third sector was added along the Silverstone pit straight and extending into the high-speed initial two turns. However, two major crashes took place at the first turn, known as Abbey.
Romain Grosjean
and
Marcus Ericsson
respectively put into practice and during the race. The zone was eliminated for 2019 and has not been reinstated at Silverstone for Formula 1 events since then.
Romain Grosjean driving for the Haas F1 Team with the VF-18
Photo by: Glenn Dunbar /
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The possibility of a DRS failure can lead to drivers being shown the
Black flag featuring an orange circle
If their hind wings become locked in an open position.
Should this occur, a driver would have to go back to the pit lane so that their mechanics can manually close the flap. The device wouldn’t be used further unless repairs were successfully made. An infamous instance of DRS malfunction resulting in a crash took place during the 2018 Italian Grand Prix, where Ericsson had a severe accident at Monza’s initial chicane after his Sauber’s DRS failed to close properly upon braking at speed.
How can drivers utilize DRS?
Drivers have the ability to use DRS only when they are inside specified activation zones and remain within one second behind another vehicle during races—this rule applies even when lapped cars are involved.
During both practice sessions and qualifying, DRS can be used without restrictions, except that it must only be activated within the specified areas.
What other shows utilize DRS?
DRS is similarly employed in both Formula 2 and Formula 3 during the supporting races for F1 events.
In 2017, when the series was still called GP3, drivers were allowed to activate and utilize the Drag Reduction System (DRS) for up to six laps during main races and four laps in sprint events within the FIA F3 championship. Starting from 2019, the utilization of DRS in F3 aligns with the regulations set forth in Formula One. The F2 category, previously referred to as GP2 since 2015, incorporated DRS right from the beginning. When this division launched their updated F2 2018 vehicle at the start of the 2018 season, they continued employing DRS throughout these competitions.
Various other series have employed DRS in a similar manner to Formula 1, including the DTM which utilized this system prior to switching to GT3 regulations in 2021.
Assistance systems for overtaking are prevalent in various racing series. However, they typically enhance engine output for a limited duration during each event, like IndyCar’s push-to-pass feature and Super Formula’s Overtake System. Similarly, Formula E has an attack mode that lets drivers operate in a higher power setting momentarily but varies in allowable usage times from one race to another.
Juri Vips from Hitech Grand Prix competes against Ayumu Iwasa, who is with Dams
Photo credit: Mark Sutton /
Motorsport Images
