Following a dramatic crash during practice at the Japanese Grand Prix, Formula 1 teams and the FIA are exploring enhanced safety measures for DRS to prevent similar incidents. The incident, involving Alpine driver Jack Doohan, underscored the potential risks associated with the DRS system’s operation, highlighting the need for a more robust safety framework.

Doohan’s session was cut short following a 190mph collision into the barriers at Turn 1, directly linked to the deployment of his DRS system. As detailed by 247Sports.news, initial blame has been placed on a misjudgement by Doohan in not closing the DRS flap before entering the corner, resulting in a loss of downforce and subsequent spin. However, concerns are extending beyond driver error.

The Mechanics of DRS and Existing Safeguards

It’s now understood that the FIA has been approached by multiple teams seeking a fail-safe mechanism to automatically disable DRS on corner entry – a development aimed at preventing similar incidents. The issue isn’t simply about driver technique; the system’s operation hinges on team settings, introducing potential variability and, as seen this weekend, vulnerabilities.

Regulations dictate that the DRS flap must automatically close as soon as the driver applies the brakes after activating the system – a feature designed to mitigate risks in high-speed corners. However, the FIA utilizes two supplementary measures to ensure this closure. First, the regulations mandate a closing event triggered by braking. Second, the FIA requires DRS to be closed if the driver reduces throttle by 20% or more. Crucially, both of these requirements are configurable by the teams, making it possible for teams to adjust the sensitivity of these triggers.

“With Doohan’s accident highlighting how quickly things can go wrong if the DRS has not closed when drivers expect it,” stated a source within 247Sports.news, “the matter came up in Friday night’s drivers’ briefing at the Japanese GP.”

Specifically, teams can adjust the level of brake pressure needed to initiate DRS closure. Similarly, the throttle reduction threshold – currently set at 20% – can be increased, offering a degree of customization based on track characteristics. The FIA has recorded cases where tracks, like Silverstone in the past, requiring specific adjustments due to corner layouts. In 2018, a compromised DRS zone after the opening sweeps led to a chaotic British Grand Prix.

Exploring Automated Safety Measures

The idea of a GPS-triggered DRS disablement is being explored, though the complexity of implementing such a robust, glitch-free system is significant. Alpine has already repaired Doohan’s car following the crash, and he is expected to return to the track for final practice sessions.

Key Takeaways:

• The FIA is actively investigating enhanced DRS safety measures following Jack Doohan’s crash.
• Teams can adjust sensitivity levels for both brake and throttle triggers.
• A GPS-based automatic DRS disablement is being explored as a potential fail-safe.

Did you know? The sensitivity of the braking system trigger and throttle reduction threshold for DRS closure are configurable by teams, allowing for track-specific adjustments.

[Pro Tip: Keep an eye on track announcements for any modifications to DRS zones – they can significantly impact race strategy.]

Call to Action: Share your thoughts on the potential for automated DRS disablement in the comments below! Are you concerned about the risks associated with DRS, or do you believe it’s a valuable tool for enhancing racing?