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Titolo: 2000 Formula One Technical Regulations [LUNGO]

Spero di fare cosa gradita postando questo "papiro".
2000 Formula One Technical Regulations      Last update 3 March 2000
SUMMARY
ARTICLE 1 : DEFINITIONS
1.1 Formula One Car
1.2 Automobile
1.3 Land Vehicle
1.4 Bodywork
1.5 Wheel
1.6 Complete wheel
1.7 Automobile Make
1.8 Event
1.9 Weight
1.10 Racing weight
1.11 Cubic capacity
1.12 Supercharging
1.13 Cockpit
1.14 Sprung suspension
1.15 Survival cell
1.16 Camera
1.17 Camera housing
1.18 Cockpit padding
1.19 Brake caliper
1.20 Automatic gearbox
ARTICLE 2 : GENERAL PRINCIPLES
2.1 Role of the FIA
2.2 Amendments to the regulations
2.3 Dangerous construction
2.4 Compliance with the regulations
2.5 Measurements
2.6 Driving
2.7 Duty of competitor
ARTICLE 3 : BODYWORK AND DIMENSIONS
3.1 Wheel centre line
3.2 Height measurements
3.3 Overall width
3.4 Width ahead of the rear wheel centre line
3.5 Width behind the rear wheel centre line
3.6 Overall height
3.7 Front bodywork height
3.8 Height in front of the rear wheels
3.9 Height between the rear wheels
3.10 Height behind the rear wheel centre line
3.11 Bodywork around the front wheels
3.12 Bodywork facing the ground
3.13 Skid block
3.14 Overhangs
3.15 Aerodynamic influence
3.16 Upper bodywork
ARTICLE 4 : WEIGHT
4.1 Minimum weight
4.2 Ballast
4.3 Adding during the race
ARTICLE 5 : ENGINE
5.1 Engine specification
5.2 Other means of propulsion
5.3 Temperature of the charge
5.4 Exhaust system
5.5 Engine materials
5.6 Starting the engine
5.7 Throttle control
5.8 Engine control
5.9 Stall prevention
5.10 Engine rev limiters
5.11 Car speed limiter
ARTICLE 6 : FUEL SYSTEM
6.1 Fuel tanks
6.2 Fittings and piping
6.3 Crushable structure
6.4 Tank fillers
6.5 Refuelling
6.6 Fuel sampling
ARTICLE 7 : OIL AND COOLANT SYSTEMS
7.1 Location of oil tanks
7.2 Longitudinal location of oil system
7.3 Catch tank
7.4 Transversal location of oil system
7.5 Oil replenishment
7.6 Coolant header tank
7.7 Cooling systems
7.8 Oil and coolant lines
ARTICLE 8 : ELECTRICAL SYSTEMS
8.1 Cockpit controls
8.2 Software validation
8.3 Fault or error detection
8.4 Accident data recorders
8.5 Marshal information display
ARTICLE 9 : TRANSMISSION SYSTEM
9.1 Transmission types
9.2 Propulsion
9.3 Clutch control
9.4 Gear changing
9.5 Gear ratios
9.6 Reverse gear
9.7 Electronically controlled differentials
ARTICLE 10 : SUSPENSION AND STEERING SYSTEMS
10.1 Sprung suspension
10.2 Suspension geometry
10.3 Suspension members
10.4 Steering
ARTICLE 11 : BRAKE SYSTEM
11.1 Brake circuits and pressure distribution
11.2 Brake calipers
11.3 Brake discs
11.4 Air ducts
11.5 Brake pressure modulation
11.6 Liquid cooling
ARTICLE 12 : WHEELS AND TYRES
12.1 Location
12.2 Number of wheels
12.3 Wheel material
12.4 Wheel dimensions
ARTICLE 13 : COCKPIT
13.1 Cockpit opening
13.2 Steering wheel
13.3 Internal cross section
ARTICLE 14 : SAFETY EQUIPMENT
14.1 Fire extinguishers
14.2 Master switch
14.3 Rear view mirrors
14.4 Safety belts
14.5 Rear light
14.6 Headrest and head protection
14.7 Wheel retention
14.8 Seat fixing and removal
ARTICLE 15 : SAFETY STRUCTURES
15.1 Materials
15.2 Roll structures
15.3 Structure behind the driver
15.4 Survival cell specifications
15.5 Survival cell safety requirements
ARTICLE 16 : IMPACT TESTING
16.1 Conditions applicable to all impact tests
16.2 Frontal test
16.3 Side test
16.4 Rear test
16.5 Steering column test
ARTICLE 17 : ROLL STRUCTURE TESTING
17.1 Conditions applicable to both roll structure tests
17.2 Principal roll structure test
17.3 Second roll structure test
ARTICLE 18 : STATIC LOAD TESTING
18.1 Conditions applicable to all static tests
18.2 Survival cell side tests
18.3 Fuel tank floor test
18.4 Cockpit rim test
18.5 Nose push off test
ARTICLE 19 : FUEL
19.1 Purpose of Article 19
19.2 Definitions
19.3 Properties
19.4 Composition of the fuel
19.5 Air
19.6 Safety
19.7 Fuel approval
19.8 Sampling and testing
19.9 Amendments to Article 19
ARTICLE 20 : TELEVISION CAMERAS
20.1 Presence of cameras and camera housings
20.2 Location of camera housings
20.3 Location of camera and equipment
20.4 Timing transponders
ARTICLE 21 : CHANGES FOR 2001 
21.1 Changes to Article 15.1.2
21.2 Changes to Article 15.5.2
21.3 Changes to Article 16.3
ARTICLE 22 : FINAL TEXT
ARTICLE 1: DEFINITIONS
1.1 Formula One Car :
An automobile designed solely for speed races on circuits or closed
courses.
1.2 Automobile :
A land vehicle running on at least four non-aligned complete wheels, of
which at least two are used for steering and at least two for propulsion.
1.3 Land vehicle :
A locomotive device propelled by its own means, moving by constantly
taking real support on the earth's surface, of which the propulsion and
steering are under the control of a driver aboard the vehicle.
1.4 Bodywork :
All entirely sprung parts of the car in contact with the external air
stream, except cameras and the parts definitely associated with the
mechanical functioning of the engine, transmission and running gear.
Airboxes, radiators and engine exhausts are considered to be part of the
bodywork.
1.5 Wheel :
Flange and rim.
1.6 Complete wheel :
Wheel and inflated tyre.
1.7 Automobile Make :
In the case of Formula racing cars, an automobile make is a complete car.
When the car manufacturer fits an engine which it does not manufacture,
the car shall be considered a hybrid and the name of the engine
manufacturer shall be associated with that of the car manufacturer. The
name of the car manufacturer must always precede that of the engine
manufacturer. Should a hybrid car win a Championship Title, Cup or
Trophy, this will be awarded to the manufacturer of the car.
1.8 Event :
An event shall consist of official practice and the race.
1.9 Weight :
Is the weight of the car with the driver, wearing his complete racing
apparel, at all times during the event.
1.10 Racing weight :
Is the weight of the car in running order with the driver aboard and all
fuel tanks full.
1.11 Cubic capacity :
The volume swept in the cylinders of the engine by the movement of the
pistons. This volume shall be expressed in cubic centimetres. In
calculating engine cubic capacity, the number Pi shall be 3.1416.
1.12 Supercharging :
Increasing the weight of the charge of the fuel/air mixture in the
combustion chamber (over the weight induced by normal atmospheric
pressure, ram effect and dynamic effects in the intake and/or exhaust
system) by any means whatsoever. The injection of fuel under pressure is
not considered to be supercharging.
1.13 Cockpit :
The volume which accommodates the driver.
1.14 Sprung suspension :
The means whereby all complete wheels are suspended from the body/chassis
unit by a spring medium.
1.15 Survival cell :
A continuous closed structure containing the fuel tank and the cockpit.
1.16 Camera :
Television cameras the dimensions of which are defined in Fig.6 of
Appendix 1.
1.17 Camera housing :
A device which is identical in shape and weight to a camera and which is
supplied by the relevant Competitor for fitting to his car in lieu of a
camera.
1.18 Cockpit padding :
Non-structural parts placed within the cockpit for the sole purpose of
improving driver comfort and safety. All such material must be quickly
removable without the use of tools.
1.19 Brake caliper :
All parts of the braking system outside the survival cell, other than
brake discs, brake pads, caliper pistons, brake hoses and fittings, which
are stressed when subjected to the braking pressure. Bolts or studs which
are used for attachment are not considered to be part of the braking
system.
1.20 Automatic gearbox :
One in which gears may be changed and used without each one being
requested by the driver.
ARTICLE 2 : GENERAL PRINCIPLES 
2.1 Role of the FIA :
The following technical regulations for Formula 1 cars are issued by the
FIA. 
2.2 Amendments to the regulations :
Amendments to these regulations will be made in accordance with the
Concorde agreement.
2.3 Dangerous construction :
The stewards of the meeting may exclude a vehicle whose construction is
deemed to be dangerous.
2.4 Compliance with the regulations :
Automobiles must comply with these regulations in their entirety at all
times during an Event.
Should a competitor feel that any aspect of these regulations is unclear,
clarification may be sought from the FIA Formula One Technical
Department. If clarification relates to any new design or system,
correspondence must include :
a full description of the design or system ;
drawings or schematics where appropriate ;
the Competitor's opinion concerning the immediate implications on other
parts of the car of any proposed new design ;
the Competitor's opinion concerning any possible long term consequences
or new developments which may come from using any such new designs or
systems ;
the precise way or ways in which the Competitor feels the new design or
system will enhance the performance of the car.
2.5 Measurements :
All measurements must be made while the car is stationary on a flat
horizontal surface.
2.6 Driving :
The driver must drive the car alone and unaided.
2.7 Duty of Competitor :
It is the duty of each Competitor to satisfy the FIA technical delegate
and the Stewards of the Meeting that his automobile complies with these
regulations in their entirety at all times during an Event.
ARTICLE 3 : BODYWORK AND DIMENSIONS
3.1 Wheel centre line :
The centre line of any wheel shall be deemed to be half way between two
straight edges, perpendicular to the surface on which the car is
standing, placed against opposite sides of the complete wheel at the
centre of the tyre tread.
3.2 Height measurements :
All height measurements will be taken normal to and from the reference
plane.
3.3 Overall width :
The overall width of the car, including complete wheels, must not exceed
180cm with the steered wheels in the straight ahead position.
3.4 Width ahead of the rear wheel centre line :
3.4.1) Bodywork width ahead of the rear wheel centre line must not exceed
140cm.
3.4.2 ) No lateral extremity of any bodywork forward of the front wheels
may deflect more than 5mm vertically when a 50kg mass is placed on it.
During such a test the centre of area of the mass will be placed 700mm
forward of the front wheel centre line with its outer edge 700mm from the
car centre line.
The precise dimensions of the mass which will be used are available from
the FIA Technical Department.
3.4.3) In order to prevent tyre damage to other cars, the top and forward
edges of the lateral extremities of any bodywork forward of the front
wheels must be at least 10mm thick with a radius of at least 5mm.
3.5 Width behind the rear wheel centre line :
Bodywork width behind the rear wheel centre line must not exceed 100cm.
3.6 Overall height :
No part of the bodywork may be more than 95cm above the reference plane.
3.7 Front bodywork height :
All bodywork situated forward of a point lying 33cm behind the front
wheel centre line, and more than 25cm from the centre line of the car,
must be no less than 5cm and no more than 25cm above the reference plane.
3.8 Height in front of the rear wheels :
3.8.1) No bodywork situated more than 33cm behind the front wheel centre
line and more than 33cm forward of the rear wheel centre line, which is
more than 60cm above the reference plane, may be more than 30cm from the
centre line of the car.
3.8.2) No bodywork between the rear wheel centre line and a line 80cm
forward of the rear wheel centre line, which is more than 50cm from the
centre line of the car, may be more than 50cm above the reference plane.
3.8.3) No bodywork between the rear wheel centre line and a line 40cm
forward of the rear wheel centre line, which is more than 50cm from the
centre line of the car, may be more than 30cm above the reference plane.
3.9 Height between the rear wheels :
No bodywork situated between points lying 33cm forward of and 15cm behind
the rear wheel centre line may be more than 60cm above the reference
plane.
3.10 Height behind the rear wheel centre line :
Any part of the car more than 15cm behind the centre line of the rear
wheels must not be more than 80cm above the reference plane.
No bodywork behind the centre line of the rear wheels, and more than 15cm
each side of the longitudinal centre line of the car, may be less than
30cm above the reference plane.
Furthermore, any bodywork behind the rear wheel centre line which is more
than 50cm above the reference plane, when projected to a plane
perpendicular to the ground and the centre line of the car, must not
occupy a surface greater than 70% of the area of a rectangle whose edges
are 50cm either side of the car centre line and 50cm and 80cm above the
reference plane.
3.11 Bodywork around the front wheels :
With the exception of brake cooling ducts, in plan view, there must be no
bodywork in the area formed by two longitudinal lines parallel to and
40cm and 90cm from the car centre line and two transversal lines, one
35cm forward of and one 80cm behind the front wheel centre line.
3.12 Bodywork facing the ground :
3.12.1) All sprung parts of the car situated more than 33cm behind the
front wheel centre line and more than 33cm forward of the rear wheel
centre line, and which are visible from underneath, must form surfaces
which lie on one of two parallel planes, the reference plane or the step
plane. This does not apply to any parts of rear view mirrors which are
visible, provided each of these areas does not exceed 90cm² when
projected to a horizontal plane above the car. The step plane must be
50mm above the reference plane.
3.12.2) The surface formed by all parts lying on the reference plane must
extend from a point lying 33cm behind the front wheel centre line to the
centre line of the rear wheels, have minimum and maximum widths of 30cm
and 50cm respectively and must be symmetrical about the centre line of
the car.
3.12.3) The surface lying on the reference plane must be joined at its
extremities to the surfaces lying on the step plane by a vertical
transition. If there is no surface visible on the step plane vertically
above any point around the extremity of the reference plane, this
transition is not necessary.
3.12.4) The peripheries of the surfaces lying on the reference and step
planes may be curved upwards with maximum radii of 25 and 50mm
respectively. Where the vertical transition meets the surfaces on the
step plane a radius, no greater than 25mm, is permitted.
A radius in this context will be considered as an arc applied
perpendicular to the periphery and tangential to both surfaces.
The surface lying on the reference plane, the surfaces lying on the step
plane and the vertical transitions between them, must first be fully
defined before any radius can be applied or the skid block fitted. Any
radius applied is still considered part of the relevant surface.
3.12.5) All parts lying on the reference and step planes, in addition to
the transition between the two planes, must produce uniform, solid, hard,
continuous, rigid (no degree of freedom in relation to the body/chassis
unit), impervious surfaces under all circumstances.
Fully enclosed holes are permitted in these surfaces provided no part of
the car is visible through them when viewed from directly below.
3.12.6) To help overcome any possible manufacturing problems, a tolerance
of +/- 5mm is permissible across these surfaces.
3.12.7) All sprung parts of the car situated behind a point lying 33cm
forward of the rear wheel centre line, which are visible from underneath
and are more than 25cm from the centre line of the car, must be at least
50mm above the reference plane.
3.13 Skid block :
3.13.1) Beneath the surface formed by all parts lying on the reference
plane, a rectangular skid block must be fitted. This skid block may
comprise more than one piece but must :
a) extend longitudinally from a point lying 33cm behind the front wheel
centre line to the centre line of the rear wheels.
b) be made from an homogeneous material with a specific gravity between
1.3 and 1.45.
c) have a width of 30cm with a tolerance of +/- 2mm.
d) have a thickness of 10mm with a tolerance of +/- 1mm.
e) have a uniform thickness when new.
f) have no holes or cut outs other than those necessary to fit the
fasteners permitted by 3.13.2 or those holes specifically mentioned in g)
below.
g) have six precisely placed holes in order that it's thickness can be
measured at any time. These holes must be 50mm in diameter and must be
placed in the positions detailed in Fig.1 of Appendix 1. In order to
establish the conformity of the skid block after use, it's thickness will
only be measured in these holes.
h) be fixed symmetrically about the centre line of the car in such a way
that no air may pass between it and the surface formed by the parts lying
on the reference plane.
3.13.2) Fasteners used to attach the skid block to the car must :
a) have a total area no greater than 400cm² when viewed from directly
beneath the car ;
b) be no greater than 20cm² in area individually when viewed from
directly beneath the car ;
c) be fitted in order that their entire lower surfaces are visible from
directly beneath the car .
Ten of the fasteners may be flush with the lower surface of the skid
block but the remainder may be no more than 8mm below the reference plane
..
3.13.3) The lower edge of the periphery of the skid block may be
chamfered at an angle of 30° to a depth of 8mm, the trailing edge however
may be chamfered over a distance of 200mm to a depth of 8mm.
3.14 Overhangs :
No part of the car shall be more than 50cm behind the centre line of the
rear wheels or more than 120cm in front of the centre line of the front
wheels.
No part of the bodywork more than 20cm from the centre line of the car
may be more than 90cm in front of the front wheel centre line.
All overhang measurements will be taken parallel to the reference plane.
3.15 Aerodynamic influence :
Any specific part of the car influencing its aerodynamic performance
(with the exception of the cover described in Article 6.5.2 in the pit
lane only) :
Must comply with the rules relating to bodywork.
Must be rigidly secured to the entirely sprung part of the car (rigidly
secured means not having any degree of   freedom).
Must remain immobile in relation to the sprung part of the car.
In order to ensure that this requirement is respected, the FIA reserves
the right to introduce load/deflection tests on any part of the bodywork
which appears to be (or is suspected of), moving whilst the car is in
motion.
Any device or construction that is designed to bridge the gap between the
sprung part of the car and the ground is prohibited under all
circumstances.
No part having an aerodynamic influence and no part of the bodywork, with
the exception of the skid block in 3.13 above, may under any
circumstances be located below the reference plane.
3.16 Upper bodywork :
3.16.1 ) When viewed from the side, the car must have bodywork in the
triangle formed by three lines, one vertical passing 133cm forward of the
rear wheel centre line, one horizontal 55cm above the reference plane and
one diagonal which intersects the vertical at a point 94cm above the
reference plane and the horizontal 33cm forward of the rear wheel centre
line.
The bodywork over the whole of this area must be arranged symmetrically
about the car centre line and must be at least 20cm wide when measured at
any point along a second diagonal line parallel to and 20cm vertically
below the first.
Furthermore, over the whole area between the two diagonal lines, the
bodywork must be wider than a vertical isosceles triangle lying on a
lateral plane which has a base 20cm wide lying on the second diagonal
line.
3.16.2) When viewed from the side, the car must have no bodywork in the
triangle formed by three lines, one vertical 33cm forward of the rear
wheel centre line, one horizontal 95cm above the reference plane, and one
diagonal which intersects the vertical at a point 60cm above the
reference plane and the horizontal at a point 103cm forward of the rear
wheel centre line.
3.16.3) The second rollover structure must be designed to provide a
clearly visible unobstructed opening in order that a strap whose section
measures 6cm x 3cm can pass through it to lift the car.
ARTICLE 4 : WEIGHT
4.1 Minimum weight :
The weight of the car must not be less than 600kg.
4.2 Ballast :
Ballast can be used provided it is secured in such a way that tools are
required for its removal. It must be possible to fix seals if deemed
necessary by the FIA technical delegate.
4.3 Adding during the race :
With the exception of fuel, nitrogen and compressed air, no substance may
be added to the car during the race. If it becomes necessary to replace
any part of the car during the race, the new part must not weigh any more
than the original part.
ARTICLE 5 : ENGINE
5.1 Engine specification :
5.1.1) Only 4-stroke engines with reciprocating pistons are permitted.
5.1.2) Engine capacity must not exceed 3000 cc.
5.1.3) Supercharging is forbidden.
5.1.4) The maximum number of cylinders is 12 and the normal section of
each cylinder must be circular.
5.1.5) Engines may have no more than 5 valves per cylinder.
5.2 Other means of propulsion :
5.2.1) The use of any device, other than the 3 litre, four stroke engine
described in 5.1 above, to power the car, is not permitted.
5.2.2) The total amount of recoverable energy stored on the car must not
exceed 300kJ, any which may be recovered at a rate greater than 2kW must
not exceed 20kJ.
5.3 Temperature and pressure of the charge :
5.3.1) Any device, system, procedure, construction or design the purpose
and/or effect of which is any decrease whatsoever of the temperature of
the intake air and/or of the charge (air and/or fuel) of the engine is
forbidden.
5.3.2) Internal and/or external spraying of water or any substance
whatsoever is forbidden (other than fuel for the normal purpose of
combustion in the engine).
5.4 Exhaust system :
Variable geometric length exhaust systems are forbidden.
5.5 Engine materials :
5.5.1 ) The basic structure of the crankshaft and camshafts must be made
from steel or cast iron.
5.5.2 ) Pistons, cylinder heads and cylinder blocks may not be composite
structures which use carbon or aramid fibre reinforcing materials.
5.6 Starting the engine :
A supplementary device temporarily connected to the car may be used to
start the engine both on the grid and in the pits.
5.7 Throttle control :
5.7.1 ) Other than the specific exceptions mentioned below in 5.7.2,
there must be a fixed relationship between the position of the throttle
pedal and the engine throttles. This relationship need not be linear but
the position of the engine throttles may not be influenced by anything
other than movement of the throttle pedal when operated by the driver.
This relationship must remain fixed whilst the car is in motion subject
only to Article 8.3.
5.7.2) The relationship between the throttle pedal and engine throttles
may alter during one or more of the following operations :
idle control ;
stall prevention ;
gear changing ;
car speed limiting.
5.8 Engine control :
Ignition and fuel settings must maintain the same relationship with
engine speed and throttle position whilst the car is in motion, with the
following specific exceptions :
compensation for throttle acceleration ;
driver adjustable fuel mixture control with a maximum of three settings ;
compensation for changes in engine intake air temperature and pressure,
engine pressures or engine temperatures ;
open or closed loop detonation and lambda control.
No engine parameter may be altered so as to diminish the degree of
control the driver has over the propulsion system.
5.9 Stall prevention systems :
5.9.1 ) Each time such a system is activated it must remain so until the
driver de-activates it by manually operating the clutch.
5.9.2 ) To avoid the possibility of a car involved in an accident being
left with the engine running, all such systems must be configured to stop
the engine no more than ten seconds after activation.
5.10 Engine rev limiters :
With the exception of the car speed limiter below and subject to Article
8.3, engine rev limits may vary for differing conditions provided all are
significantly above the peak of the engine power curve.
5.11 Car speed limiter :
5.11.1 ) The purpose of the speed limiter is to improve safety by
ensuring a driver is less likely to exceed the pit lane speed limit.
5.11.2 ) The car speed limiter may be operated only by the driver when he
needs it and must be de-activated by him at the time it is no longer
required.
5.11.3 ) Car speed limiters may only operate in first, second and third
gears and may only be activated in the pit lane.
ARTICLE 6 : FUEL SYSTEM
6.1 Fuel tanks :
6.1.1) The fuel tank must be a single rubber bladder conforming to or
exceeding the specifications of FIA/FT5-1999 , the fitting of foam within
the tank however is not mandatory.
6.1.2) All the fuel stored on board the car must be situated between the
front face of the engine and the driver's back when viewed in lateral
projection. When establishing the front face of the engine, no parts of
the fuel, oil, water or electrical systems will be considered .
Furthermore, no fuel can be stored more than 30cm forward of the highest
point at which the driver's back makes contact with his seat. However, a
maximum of 2 litres of fuel may be kept outside the survival cell, but
only that which is necessary for the normal running of the engine.
6.1.3) Fuel must not be stored more than 40cm from the longitudinal axis
of the car.
6.1.4) All rubber bladders must be made by manufacturers recognised by
the FIA. In order to obtain the agreement of the FIA, the manufacturer
must prove the compliance of his product with the specifications approved
by the FIA. These manufacturers must undertake to deliver to their
customers exclusively tanks complying to the approved standards.
A list of approved manufacturers is available from the FIA.
6.1.5) All rubber bladders shall be printed with the name of the
manufacturer, the specifications to which the tank has been manufactured
and the date of manufacture.
6.1.6) No rubber bladders shall be used more than 5 years after the date
of manufacture.
6.2 Fittings and piping :
6.2.1) All apertures in the fuel tank must be closed by  hatches or
fittings which are secured to metallic or composite bolt rings bonded to
the inside of the bladder. Bolt hole edges must be no less than 5mm from
the edge of the bolt ring, hatch or fitting.
6.2.2) All fuel lines between the fuel tank and the engine must have a
self sealing breakaway valve. This valve must separate at less than 50%
of the load required to break the fuel line fitting or to pull it out of
the fuel tank.
6.2.3) No lines containing fuel may pass through the cockpit.
6.2.4) All lines must be fitted in such a way that any leakage cannot
result in the accumulation of fuel in the cockpit.
6.3 Crushable structure :
The fuel tank must be completely surrounded by a crushable structure,
which is an integral part of the survival cell and must be able to
withstand the loads required by the tests in Articles 18.2.1 and 18.3.
6.4 Fuel tank fillers :
Fuel tank fillers must not protrude beyond the bodywork. Any breather
pipe connecting the fuel tank to the atmosphere must be designed to avoid
liquid leakage when the car is running and its outlet must not be less
than 25cm from the cockpit opening. All fuel tank fillers and breathers
must be designed to ensure an efficient locking action which reduces the
risk of an accidental opening following a crash impact or incomplete
locking after refuelling.
6.5 Refuelling :
6.5.1) All refuelling during the race must be carried out using equipment
which has been supplied by the FIA designated manufacturer. This
manufacturer will be required to supply identical refuelling systems, the
complete specification of which will be available from the FIA no later
than one month prior to the first Championship Event. Any modifications
to the manufacturer's specification may only be made following written
consent from the FIA.
6.5.2) A cover must be fitted over the car connector at all times when
the car is running on the track. The cover and it's attachments must be
sufficiently strong to avoid accidental opening in the event of an
accident.
6.5.3) Before refuelling commences, the car connector must be connected
electrically to earth. All metal parts of the refuelling system from the
coupling to the supply tank must also be connected to earth.
6.5.4) Refuelling the car on the grid may only be carried out by using an
unpressurised container which is no more than 2 metres above the ground.
6.5.5) Any storage of fuel on board the car at a temperature more than
ten degrees centigrade below ambient temperature is forbidden.
6.5.6) The use of any specific device, whether on board or not, to
decrease the temperature of the fuel below the ambient temperature is
forbidden.
6.6 Fuel sampling :
6.6.1) Competitors must ensure that a one litre sample of fuel may be
taken from the car at any time during the Event.
6.6.2 ) All cars must be fitted with a -2 'Symetrics' male fitting in
order to facilitate fuel sampling. If an electric pump on board the car
cannot be used to remove the fuel an externally connected one may be used
provided it is evident that a representative fuel sample is being taken.
If an external pump is used it must be possible to connect the FIA
sampling hose to it and any hose between the car and pump must be -3 in
diameter and not exceed 2m in length.
6.6.3 ) The sampling procedure must not necessitate starting the engine
or the removal of bodywork (other than the cover over the refuelling
connector).
ARTICLE 7 : OIL AND COOLANT SYSTEMS
7.1 Location of oil tanks :
All oil storage tanks must be situated between the front wheel axis and
the rearmost gearbox casing longitudinally, and must be no further than
the lateral extremities of the survival cell are from the longitudinal
axis of the car.
7.2 Longitudinal location of oil system :
No other part of the car containing oil may be situated behind the
complete rear wheels.
7.3 Catch tank :
In order to avoid the possibility of oil being deposited on the track,
the engine sump breather must vent into the main engine air intake
system.
7.4 Transversal location of oil system :
No part of the car containing oil may be more than 70cm from the
longitudinal centre line of the car.
7.5 Oil replenishment :
No oil replenishment is allowed during a race.
7.6 Coolant header tank :
The coolant header tank on the car must be fitted with an FIA approved
pressure relief valve which is set to a maximum of 3.75 bar gauge
pressure. If the car is not fitted with a header tank, an alternative
position must be approved by the FIA.
7.7 Cooling systems :
The cooling systems of the engine must not intentionally make use of the
latent heat of vaporisation of any fluid.
7.8 Oil and coolant lines :
7.8.1) No lines containing coolant or lubricating oil may pass through
the cockpit.
7.8.2) All lines must be fitted in such a way that any leakage cannot
result in the accumulation of fluid in the cockpit.
7.8.3) No hydraulic fluid lines may have removable connectors inside the
cockpit.
ARTICLE 8 : ELECTRICAL SYSTEMS
8.1 Cockpit controls :
8.1.1) With the exception of the car speed limiter described in Article
5.11, the cover referred to in Article 6.5.2 and during gear changes, no
driver operated cockpit control may carry out more than one function at
any one time.
8.1.2) There must be no significant delay between a driver requested
action and the associated actuation .
8.2 Software validation :
8.2.1) Prior to the start of each season the complete electrical system
on the car must be examined and all on board and communications software
must be validated by the FIA Technical Department. The FIA must be
notified of any changes prior to the Event at which such changes are
intended to be implemented .
8.2.2) All microprocessors and their enclosures will be classified as
either :
Sealed and not re-programmable via any external connector ;
Re-programmable via a direct connection but limited by an approved
mechanism .
Not re-programmable at an Event. This classification will be given if the
microprocessor has no direct communication link to the external
connectors of the unit that are capable of being used for re-programming
during an Event. 
8.2.3) All re-programmable microprocessors must have a mechanism that
allows the FIA to accurately identify the software version loaded .
8.2.4) Reprogramming of electronic units during an event will be
restricted by an approved mechanism that has been established before the
electronic unit is first used at an event .
8.2.5) All set up and calibration data stored in microprocessor memory
must be off-loadable by the FIA at any time. Appropriate communications
equipment, software and analysis tools must be supplied by the team for
FIA use .
8.2.6) The FIA will seal and identify all electronic units on the car
that contain a programmable device .
8.2.7) All sealed units must be presented for inspection at the end of an
Event .
8.2.8) No version of software will be approved for use at an Event if it
is found to be capable of controlling any system on the car in a manner
inconsistent with these technical regulations, even if the relevant
control software may be disabled.
8.3 Fault or error detection :
If faults or errors are detected by the driver or by on-board software,
back-up sensors may be used and different settings may be manually or
automatically selected. However, any back-up sensor or new setting chosen
in this way must not enhance the performance of the car and the original
setting may only be restored when the car is stationary in the pits.
8.4 Accident data recorders :
The recorder must be fitted :
symmetrically about the car centre line and with its top facing upwards ;
with each of its 12 edges parallel to an axis of the car ;
less than 50mm above the reference plane ;
in a position which is normally accessible at the start and finish of an
Event ;
in order that the entire unit lies between 40% and 60% of the wheelbase
of the car ;
with its main connector facing forwards ;
in order that its status light is visible when the driver is in the
cockpit ;
in order that the download connector is easily accessible without the
need to remove bodywork.
8.5 Marshal information display :
All cars must be fitted with cockpit lights to give drivers information
concerning track signals or conditions. The precise specification of the
lights and related components are available from the FIA Technical
Department.
ARTICLE 9 : TRANSMISSION SYSTEM
9.1 Transmission types :
9.1.1) No transmission system may permit more than two wheels to be
driven.
9.1.2) Automatic gearboxes are forbidden.
9.2 Propulsion :
9.2.1) No car may be equipped with a system or device which is capable of
preventing the driven wheels from spinning under power or of compensating
for excessive throttle demand by the driver.
9.2.2) Any device or system which notifies the driver of the onset of
wheel spin is not permitted.
9.3 Clutch control :
9.3.1 ) A system which compensates for clutch wear is permissible
provided it is clear that this is its sole function.
9.3.2 ) Except during gear changes and stall prevention, or as a result
of compensation for wear, the amount by which the clutch is engaged must
be controlled solely and directly by the driver at all times.
The way in which the clutch is re-engaged during gear changes must be
such that it is clear Article 9.2 cannot be contravened.
9.3.3 ) Other than wear compensation, or if a fault condition is detected
(see Article 8.3), the relationship between the clutch operating device
in the cockpit and the amount of clutch engagement may be non-linear but
must remain fixed whilst the engine is running.
9.3.4 ) Partial clutch re-engagement is permitted during gear changes
sequences described under 9.4.3 below.
9.3.5) All cars must be fitted with a means of disengaging the clutch for
a minimum of fifteen minutes in the event of the car coming to rest with
the engine stopped. This system must be in working order throughout the
Event even if the main hydraulic, pneumatic or electrical systems on the
car have failed.
In order that the driver or a marshal may activate the system in less
than five seconds the switch or button which operates it must be upward
facing and positioned at the front of the cockpit opening. It must also
be marked with a letter "N" in red inside a white circle of at least 10cm
diameter with a red edge.
9.4 Gear changing :
9.4.1) For the purposes of, and only during gear changing, the clutch and
throttle need not be under the control of the driver.
9.4.2) Each individual gear change must be initiated by the driver and,
within the mechanical constraints of the gearbox, the requested gear must
be engaged immediately unless over-rev protection is used.
9.4.3 ) Multiple gear changes may be made following one driver request
provided they are not made before he needs the destination gear and that
the car is not driven by any of the intermediate gears during the
sequence. If for any reason the sequence cannot be completed the car must
be left in neutral or the original gear.
9.4.4 ) If a gear change fails for mechanical reasons (as opposed to the
predicted engine revs in the target gear being too high), further
attempts to engage the gear may be made automatically without the driver
having to make a new request.
9.4.5 ) If an over-rev protection strategy is used this may only prevent
engagement of the target gear, it must not induce any significant delay.
If a gear change is refused in this way, engagement may only follow a new
and separate request made by the driver.
9.5 Gear ratios :
The minimum number of forward gear ratios is 4 and the maximum is 7.
9.6 Reverse gear :
All cars must have a reverse gear operable any time during the Event by
the driver when the engine is running.
9.7 Electronically controlled differentials :
9.7.1) The design and control of the differential may not permit a
greater ratio of torque distribution than the ratio of grip between the
inner and outer driven wheels.
9.7.2) If a differential is controlled electronically it may only use
instantaneous values of one or more of the following parameters for
control purposes :
measured and/or derived input torque ;
the difference between the rear wheel speeds ;
the difference between the output shaft torque.
In the case of measured and/or derived input torque, only measured engine
torque, gear ratio, engine speed and throttle position may be used, it
must also be clear that this figure is a genuine representation of the
input torque.
9.7.3 ) Subject to Article 8.3, the driver may only make changes to the
set-up of an electronically controlled differential whilst the car is
stationary.
ARTICLE 10 : SUSPENSION AND STEERING SYSTEMS
10.1 Sprung suspension :
Cars must be fitted with sprung suspension. The springing medium must not
consist solely of bolts located through flexible bushes or mountings.
There must be movement of the wheels to give suspension travel in excess
of any flexibility in the attachments.
The suspension system must be so arranged that its response is consistent
at all times and results only from changes in vertical load applied to
the wheels save only for movement permitted by inherent and fixed
physical properties.
10.2 Suspension geometry :
Suspension geometry must remain fixed at all times.
10.3 Suspension members :
10.3.1) Each member of every suspension component must be made from
material whose cross section has an aspect ratio no greater than 3.5:1.
All suspension components may however have sections with an aspect ratio
greater than 3.5:1 provided these are adjacent to their inner and outer
attachments and form no more than 25% of the total distance between the
attachments of the relevant member.
All measurements will be made perpendicular to a line drawn between the
inner and outer attachments of the relevant member.
10.3.2) No major axis of a cross section of a suspension member may
subtend an angle greater than 5° to the reference plane when measured
parallel to the centre line of the car.
10.3.3) Non-structural parts of suspension members are considered
bodywork.
10.3.4 ) In order to prevent a wheel becoming separated in the event of
all suspension members connecting it to the car failing, cables must be
fitted which connect each wheel/upright assembly to the main structure of
the car. Under such circumstances, the design of the cable and it's
attachments must be such that no wheel may make contact with the driver's
head.
The length of each cable should be no longer than that required to allow
normal suspension movement .
Each complete cable restraint system, including its attachments, must
have a minimum tensile strength of 50kN and the cables must be flexible
with a minimum diameter of 8mm.
10.4 Steering :
10.4.1) Any steering system which permits the re-alignment of more than
two wheels is not permitted.
10.4.2) Power assisted steering systems are permitted but may not carry
out any function other than reduce the physical effort required to steer
the car.
If an electronically controlled power steering system is used the only
permissible inputs are steering torque, steering angle and car speed.
Additionally, other than under Article 8.3, the settings may not be
changed whilst the car is in motion.
10.4.3) No part of the steering wheel or column, nor any part fitted to
them, may be closer to the driver than a plane formed by the entire rear
edge of the steering wheel rim.
10.4.4 ) The steering wheel, steering column and steering rack assembly
must pass an impact test, details of the test procedure may be found in
Article 16.5.
ARTICLE 11 : BRAKE SYSTEM
11.1 Brake circuits and pressure distribution :
11.1.1) All cars must be equipped with one brake system which has two
separate hydraulic circuits operated by one pedal, one circuit operating
on the two front wheels and the other on the two rear wheels. This system
must be designed so that if a failure occurs in one circuit the pedal
will still operate the brakes in the other.
11.1.2) The brake system must be designed in order that brake caliper
pressures in each circuit are the same at all times.
11.1.3) Any powered device which is capable of altering the configuration
of the brake system whilst it is under pressure is forbidden.
11.1.4) Any change to, or modulation of, the brake system whilst the car
is moving must be made by the drivers direct physical input, may not be
pre-set and must be under his complete control at all times.
11.2 Brake calipers :
11.2.1) All brake calipers must be made from aluminium materials with a
modulus of elasticity no greater than 80Gpa.
11.2.2) No more than two attachments may be used to secure each brake
caliper to the car.
11.2.3) No more than one caliper, with a maximum of six pistons, is
permitted on each wheel.
11.2.4) The section of each caliper piston must be circular.
11.3 Brake discs :
11.3.1) No more than one brake disc is permitted on each wheel.
11.3.2) All discs must have a maximum thickness of 28mm and a maximum
outside diameter of 278mm.
11.3.3) No more than two brake pads are permitted on each wheel.
11.4 Air ducts :
Air ducts for the purpose of cooling the front and rear brakes shall not
protrude beyond :
a plane parallel to the ground situated at a distance of 140mm above the
horizontal centre line of the wheel ;
a plane parallel to the ground situated at a distance of 140mm below the
horizontal centre line of the centre line of the car ;
a vertical plane parallel to the inner face of the wheel rim and
displaced from it by 120mm toward the centre line of the car.
Furthermore, when viewed from the side the ducts must not protrude
forwards beyond the periphery of the tyre or backwards beyond the wheel
rim.
11.5 Brake pressure modulation :
11.5.1 ) No braking system may be designed to prevent wheels from locking
when the driver applies pressure to the brake pedal.
11.5.2 ) No braking system may be designed to increase the pressure in
the brake calipers above that achievable by the driver applying pressure
to the pedal under static conditions.
11.6 Liquid cooling :
Liquid cooling of the brakes is forbidden.
ARTICLE 12 : WHEELS AND TYRES
12.1 Location :
Wheels must be external to the bodywork in plan view, with the rear
aerodynamic device removed.
12.2 Number of wheels :
The number of wheels is fixed at four.
12.3 Wheel material :
All wheels must be made from an homogeneous metallic material.
12.4 Wheel dimensions :
12.4.1) 	Maximum complete rear wheel width : 380mm
 	Minimum complete front wheel width : 305mm
 	Maximum complete front wheel width : 355mm
 	Minimum complete rear wheel width : 365mm
 	Maximum complete wheel diameter : 660mm
 	Wheel bead diameter : 330mm (+/-2.5mm)
12.4.2) These measurements will be taken horizontally at axle height.
ARTICLE 13 : COCKPIT
13.1 Cockpit opening :
13.1.1) In order to ensure that the opening giving access to the cockpit
is of adequate size the template shown in Fig. 2 of Appendix 1 will be
inserted into the survival cell and bodywork.
During this test the steering wheel, steering column, seat and all
padding (including fixings), may be removed and the template must :
be held horizontal and lowered vertically from above the car until its
lower edge is 525mm above the reference plane ;
be no less than 625mm behind the front wheel centre line .
Any measurements made from the cockpit entry template (when referred to
in Articles 15.2.2, 15.4.5, 15.4.6, 15.5.4, 16.3 and 18.4), must also be
made whilst the template is held in this position .
13.1.2) The forward extremity of the cockpit opening, even if structural
and part of the survival cell, must be at least 5cm in front of the
steering wheel.
13.1.3) 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 or cockpit padding. Sitting at his steering
wheel, the driver must be facing forward.
13.1.4) From his normal seating position, with all seat belts fastened
and whilst wearing his usual driving equipment, the driver must be able
to remove the steering wheel and get out of the car within 5 seconds and
then replace the steering wheel in a total of 10 seconds.
For this test, the position of the steered wheels will be determined by
the FIA technical delegate and after the steering wheel has been replaced
steering control must be maintained.
13.2 Steering wheel :
The steering wheel must be fitted with a quick release mechanism operated
by pulling a concentric flange installed on the steering column behind
the wheel.
13.3 Internal cross section :
The internal cross section of the cockpit from the soles of the driver's
feet to behind his seat shall at no point be less than 900cm².
A free vertical cross section which allows the template shown in Fig.3 of
Appendix 1 to be passed vertically through the cockpit, must be
maintained overits entire length.
The only things that can encroach on these two areas are the steering
wheel and padding.
The driver, seated normally with his seat belts fastened and with the
steering wheel removed must be able to raise both legs together so that
his knees arepast the plane of the steering wheel in the rearward
direction. This action must not be obstructed by any part of the car.
ARTICLE 14 : SAFETY EQUIPMENT
14.1 Fire extinguishers :
14.1.1) All cars must be fitted with a fire extinguishing system which
will discharge into the cockpit and into the engine compartment.
14.1.2) Any AFFF which has been specifically approved by the FIA is
permitted.
14.1.3) The quantity of extinguishant may vary according to the type of
AFFF used, a list is available from the FIA.
14.1.4) When operated, the fire extinguishing system must discharge 95%
of its contents at a constant pressure in no less than 10 seconds and no
morethan 30 seconds.
If more than one container with extinguishant is fitted, they must be
released simultaneously.
14.1.5) Each pressure vessel must be equipped with a means of checking
its pressure which may vary according to the type of AFFF used. A list is
available from the FIA.
14.1.6) The following information must be visible on each container with
extinguishant :
a) Type of extinguishant
b) Weight or volume of the extinguishant
c) Date the container must be checked which must be no more than two
years after the date of filling.
14.1.7) All parts of the extinguishing system must be situated within the
survival cell and all extinguishing equipment must withstand fire.
14.1.8) Any triggering system having its own source of energy is
permitted, provided it is possible to operate all extinguishers should
the main electrical circuits of the car fail.
The driver must be able to trigger the extinguishing system manually when
seated normally with his safety belts fastened and the steering wheel in
place.
Furthermore, a means of triggering from the outside must be combined with
the circuit breaker switch described in Article 14.2.2. It must be marked
with a letter "E" in red inside a white circle of at least 10cm diameter
with a red edge.
14.1.9) The system must work in any position, even when the car is
inverted.
14.1.10) All extinguisher nozzles must be suitable for the extinguishant
and be installed in such a way that they are not directly pointed at the
driver.
14.2 Master switch :
14.2.1) The driver, when seated normally with the safety belts fastened
and the steering wheel in place, must be able to cut off the electrical
circuits to the ignition, all fuel pumps and the rear light by means of a
spark proof circuit breaker switch.
This switch must be located on the dashboard and must be clearly marked
by a symbol showing a red spark in a white edged blue triangle.
14.2.2 ) There must also be an exterior switch, with a horizontal handle,
which is capable of being operated from a distance by a hook. This switch
must be situated at the base of the main roll over structure on the right
hand side.
14.3 Rear view mirrors :
All cars must have at least two mirrors mounted so that the driver has
visibility to the rear and both sides of the car.
The reflective surface of each mirror must be at least 12cm wide, this
being maintained over a height of at least 5cm. Additionally, each corner
may have a radius no greater than 1cm.
The FIA technical delegate must be satisfied by a practical demonstration
that the driver, when seated normally, can clearly define following
vehicles.
For this purpose, the driver shall be required to identify any letter or
number, 15cm high and 10cm wide, placed anywhere on boards behind the
car, the positions of which are detailed below :
Height : From 40cm to 100cm from the ground.
Width : 200cm either side of the centre line of the car.
Position : 10m behind the rear axle line of the car.
14.4 Safety belts :
It is mandatory to wear two shoulder straps, one abdominal strap and two
straps between the legs. These straps must be securely fixed to the car
and must comply with FIA standard 8853/98.
14.5 Rear light :
All cars must have a red light in working order throughout the Event
which :
has been manufactured as specified by the FIA ;
faces rearwards at 90 degrees to the car centre line and the reference
plane ;
is clearly visible from the rear ;
is not mounted more than 10cm from the car centre line ;
is at least 35cm above the reference plane ;
is no less than 45cm behind the rear wheel centre line measured parallel
to the reference plane ;
can be switched on by the driver when seated normally in the car.
The three measurements above will be taken to the centre of the rear face
of the light unit .
14.6 Headrests and head protection :
14.6.1) All cars must be equipped with three headrest areas which :
are so arranged that they can be removed from the car as one part ;
are located by two horizontal pegs behind the driver' head and two
fixings, which are clearly indicated and easily removable without tools,
at the front corners ;
are made from a material specified by the FIA ;
are fitted with a cover manufactured from 60-240gsm materials which use
suitable thermo-setting resin systems ;
are positioned so as to be the first point of contact for the driver's
helmet in the event of an impact projecting his head towards them during
an accident.
14.6.2) The first headrest must be positioned behind the driver's head
and must be at least 75mm thick over an area of at least 400cm².
14.6.3) Two further headrests must be positioned directly alongside each
side of the driver's helmet. The upper surfaces of these headrests must
be at least as high as the survival cell over their entire length .
Each headrest must be at least 75mm thick over an area of at least 250cm²
and may have a radius of 10mm along it's upper inboard edge . When
calculating their area, any part which is greater than 75mm thick and
which lies between the front face of the rear headrest and the forward
most part of the driver's helmet whilst he is seated normally, will be
taken into account (area 'B' in Fig. 4 of Appendix 1). The thickness will
be measured perpendicular to the car centre line.
14.6.4) Forward of the side headrests further cockpit padding must be
provided on each side of the cockpit rim. The purpose of the additional
padding is to afford protection to the driver's head in the event of an
oblique frontal impact and must therefore be made from the same material
as the headrests.
These extensions must :
be symmetrically positioned about the car centre line and a continuation
of the side headrests ;
be positioned with their upper surfaces at least as high as the survival
cell over their entire length;
have a radius on their upper inboard edge no greater than 10mm ;
be positioned in order that the distance between the two is no less than
360mm ;
be as high as practicable within the constraints of driver comfort.
14.6.5) All headrests and cockpit head protection must be so installed
that if movement of the driver's head, in any expected trajectory during
an accident, were to compress the foam fully at any point, his helmet
would not make contact with any structural part of the car.
Furthermore, for the benefit of rescue crews all headrests and cockpit
head protection must be installed using the FIA approved system. The
method of removal must also be clearly indicated.
14.6.6) No part of the headrests or cockpit head protection may obscure
sight of any part of the driver's helmet when he is seated normally and
viewed from directly above the car.
14.7 Wheel retention :
All cars, whilst under their own power, must be fitted with devices which
will retain any wheel in the event of it coming loose.
After the wheel nut is fastened, these devices must be manually fitted in
a separate action to that of securing the wheel nut.
14.8 Seat fixing and removal :
In order that an injured driver may be removed from the car in his seat
following an accident, all cars must be fitted with a seat which is
secured with no more than two bolts. If bolts are used they must :
be easily accessible to rescue crews ;
be fitted vertically ;
be removable with the tool that is issued to rescue crews .
Furthermore, the seat must be equipped with receptacles which permit the
fitting of belts to secure the driver and one which will permit the
fitting of a neck support.
Details of the tool referred to above, the belt receptacles and the neck
support are available from the FIA Technical Department .
ARTICLE 15 : SAFETY STRUCTURES
15.1 Materials :
15.1.1) The use of magnesium sheet less than 3mm thick is forbidden.
15.1.2) With the exception of internal engine parts, no parts of the car
may be made from metallic materials which have a specific modulus of
elasticity greater than 40 GPa / (g/cm3).
15.2 Roll structures :
15.2.1) The basic purpose of these structures is to protect the driver.
This purpose is the primary design consideration.
15.2.2) All cars must have two roll structures.
The principal structure must be at least 94cm above the reference plane
at a point 30mm behind the cockpit entry template . The second structure
must be in front of the steering wheel but no more than 25cm forward of
the top of the steering wheel rim in any position.
The two roll structures must be of sufficient height to ensure the
driver's helmet and his steering wheel are at least 70mm and 50mm
respectively below a line drawn between their highest points at all
times.
15.2.3) The principal structure must pass a static load test details of
which may be found in Article 17.2.
15.2.4) The second structure must pass a static load test details of
which may be found in Article 17.3.
15.2.5) Both roll structures must have minimum structural cross sections
of 100cm², in vertical projection, across a horizontal plane 50mm below
the their highest points.
15.3 Structure behind the driver :
All cars must have a structure immediately behind the driver's seat which
is wider than and extends above his shoulders when he is seated normally
with his seat belts fastened. This structure must be capable of
sustaining a lateral load of 1.5w applied to its top, w being 780kg.
15.4 Survival cell specifications :
15.4.1) Every survival cell must incorporate three FIA supplied
transponders for identification purposes. These transponders must be a
permanent part of the survival cell, be positioned in accordance with
Fig.7 of Appendix 1 and must be accessible for verification at any time.
15.4.2)The survival cell must extend from behind the fuel tank in a
rearward direction to a point at least 30cm in front of the driver's
feet, with his feet resting on the pedals and the pedals in the
inoperative position.
The survival cell must have an opening for the driver, the minimum
dimensions of which are given in Article 13.1. Any other openings in the
survival cell must be of the minimum size to allow access to mechanical
components.
The safety structures described in Articles 15.2.2 and 15.3 must be a
part of the survival cell or solidly attached to it.
15.4.3) When he is seated normally, the soles of the driver's feet,
resting on the pedals in the inoperative position, must not be situated
in front of the vertical plane passing through the centre line of the
front wheels. Should the car not be fitted with pedals, the driver's feet
at their maximum forward extension must not be situated in front of the
above mentioned vertical plane.
15.4.4) An impact absorbing structure must be fitted in front of the
survival cell. This structure need not be an integral part of the
survival cell but must be solidly attached to it.
Furthermore, it must have a minimum external cross section, in horizontal
projection, of 90cm² at a point 50mm behind its forward-most point.
15.4.5) Referring to Fig. 5 of Appendix 1 :
The external width of the survival cell between the line C-C and the rear
of the cockpit opening template must be no less than 450mm and must be at
least 60mm per side wider than the cockpit opening when measured normal
to the inside of the cockpit aperture. These minimum dimensions must be
maintained over a height of at least 350mm.
The width of the survival cell may taper forward of the line C-C but, if
this is the case, it must do so at a linear rate to a minimum of 350mm at
the line B-B. At this point it may continue to taper at the same rate to
the line A-A.
Between the lines A-A and C-C the width of the survival cell must be
greater than the width defined by the two lines b-c. This minimum width
must be arranged symmetrically about the car centre line, must be
maintained over a height of at least 350mm at the line C-C and may taper
at a linear rate to 250mm at the line A-A.
The minimum height of the survival cell between the lines A-A and C-C
need not be arranged symmetrically about the horizontal centre line of
the relevant section but must be maintained over its entire width.
The minimum height of the survival cell between the lines C-C and D-D is
550mm.
15.4.6) When the test referred to in Article 13.1.1 is carried out and
the template is in position with its lower edge 525mm above the reference
plane, the shape of the survival cell must be such that no part of it is
visible when viewed from either side of the car .
The parts of the survival cell which are situated each side of the
driver's helmet must be no more than 550mm apart and, in order to
maintain good lateral visibility the driver, when seated normally with
his seat belts fastened and looking straight ahead, must have his eyes
above the sides of the survival cell.
15.4.7) In order to give additional protection to the driver in the event
of a side impact, the outer skin laminates of the survival cell, over the
areas described below, must be at least 3.5mm thick and must incorporate
panels as specified in a) - e) below.
Referring to Fig. 5 in Appendix 1, the outer skin laminates must :
be at least 250mm high at line A-A ;
taper at a linear rate to at least 350mm high at line C-C and remain at
this height to the rear of the survival cell ;
be no less than 100mm above the reference plane between the line C-C and
the rear of the survival cell .
Any openings or cut outs in the laminates must be of the minimum size to
allow access to mechanical components .
Each panel within the outer skin laminates must be at least 2mm thick and
be constructed (and have features) as follows :
a) each ply must consist of continuous aramid fibres reinforcing an epoxy
matrix with a resin density between 1.20 - 1.40 g/m³ and resin content
between
47% - 53% ;
b) the basic fibre properties must meet or exceed the following :
axial tensile strength 2.6 GPa 
axial tensile modulus 114 GPa 
axial tensile strain-to-failure 2.3 % 
c) each ply of material must feature the aramid fibres specified above
woven in the following style :
DuPont style 285 (160-180 g/m², 4-harness satin) giving a panel nominal
thickness of 0.25mm 
d) the laminate must consist of at least 8 consecutive plies of the
aramid/epoxy material specified above ;
e) the laminate must have its plies oriented to give quasi-isotropic
in-plane properties, at least four being arranged at 0°/90° and at least
four at 45°/45° .
15.5 Survival cell safety requirements :
15.5.1 ) The survival cell and frontal absorbing structure must pass an
impact test against a solid vertical barrier placed at right angles to
the centre line ofthe car, details of the test procedure may be found in
Article 16.2.
15.5.2) Between the front and rear roll structures, on each side of the
survival cell, identical impact absorbing structures must be fitted and
must be solidly attached to it.
The survival cell and one of these impact absorbing structures must pass
an impact test, details of the test procedure may be found in Article
16.3.
15.5.3) An impact absorbing structure must be fitted behind the gearbox
symmetrically about the car centre line with its rearmost point no less
than 48cm behind the rear wheel centre line. It must also have a minimum
external cross section, in horizontal projection, of 90cm² at a point
50mm forward of its rearmost point. When calculating this area only those
parts situated less than 10cm from the car centre line may be considered
and the cross section may not diminish forward of this point .
This structure must pass an impact test and must be constructed from
materials which will not be substantially affected by the temperatures it
is likely to be subjected to during use. Details of the test procedure
may be found in Article 16.4.
15.5.4) The survival cell must also be subjected to five separate static
load tests :
1) on a vertical plane passing through the centre of the fuel tank ;
2) on a vertical plane passing through the rearmost point at which the
outer end of the front wheel tether would make contact with the survival
cell when swung about the inner attachment ;
3) on a vertical plane 375mm forward of the rear edge of the cockpit
entry template ;
4) from beneath the fuel tank ;
5) on each side of the cockpit opening.
Details of the test procedures may be found in Article 18.2.
15.5.5 ) To test the attachments of the frontal impact absorbing
structure to the survival cell, a static side load test must be carried
out . Details of the test procedure may be found in Article 18.5.
ARTICLE 16 : IMPACT TESTING
16.1 Conditions applicable to all impact tests :
16.1.1 ) All tests must be carried out in accordance with FIA Test
Procedure 01/99, in the presence of an FIA technical delegate and by
using measuring equipment which has been calibrated to the satisfaction
of the FIA technical delegate.
16.1.2) Any significant modification introduced into any of the
structures tested shall require that part to pass a further test.
16.2 Frontal test :
All parts which could materially affect the outcome of the test must be
fitted to the test structure which must be solidly fixed to the trolley
through its engine mounting points but not in such a way as to increase
its impact resistance.
The fuel tank must be fitted and must be full of water.
A dummy weighing at least 75kg must be fitted with safety belts described
in Article 14.4 fastened. However, with the safety belts unfastened, the
dummy must be able to move forwards freely in the cockpit.
The extinguishers, as described in Article 14.1 must also be fitted.
For the purposes of this test, the total weight of the trolley and test
structure shall be 780kg and the velocity of impact 14.0 metres/sec .
The resistance of the test structure must be such that during the impact
:
the average deceleration over the first 150mm of deformation does not
exceed 5g ;
the average deceleration of the trolley does not exceed 40g ;
the peak deceleration in the chest of the dummy does not exceed 60g for
more than a cumulative 3ms, this being the resultant of data from three
axes .
Furthermore, there must be no damage to the survival cell or to the
mountings of the safety belts or fire extinguishers.
This test must be carried out on the survival cell subjected to the
higher loads in the tests described in Articles 18.2-4, and on a frontal
impact absorbing structure identical to the one which was subjected to
the test described in Article 18.5.
16.3 Side test :
All parts which could materially affect the outcome of the test must be
fitted to the test structure which must be solidly fixed to the ground
and a solid object, having a mass of 780kg and travelling at a velocity
of 7m/s, will be projected into it.
The object used for this test must be flat, measure 45cm wide by 55cm
high and may have a 10mm radius on all edges.
Its centre of area must strike the structure 27.5cm above the bottom of
the survival cell and at a point 525mm forward of the rear edge of the
cockpit opening template longitudinally.
During the test the striking object may not pivot in any axis and the
survival cell may be supported in any way provided this does not increase
the impact resistance of the parts being tested. The impact axis must be
perpendicular to the car centre line and parallel to the ground.
The resistance of the test structure must be such that during the impact
:
the average deceleration of the object does not exceed 10g ;
the maximum deceleration does not exceed 20g for more than a cumulative
3ms .
Furthermore , all structural damage must be contained within the impact
absorbing structure.
This test must be carried out on the survival cell subjected to the
higher loads in the tests described in Articles 18.2-4.
16.4 Rear test :
All parts which will be fitted behind the rear face of the engine and
which could materially affect the outcome of the test must be fitted to
the test structure. If suspension members are to be mounted on the
structure they must be fitted for the test. The structure and the gearbox
must be solidly fixed to the ground and a solid object, having a mass of
780kg and travelling at a velocity of 12m/s, will be projected into it.
The object used for this test must be flat, measure 45cm wide by 55cm
high and may have a 10mm radius on all edges. Its lower edge must be at
the same level as the car reference plane and must be so arranged to
strike the structure vertically and at 90 to the car centre line.
During the test, the striking object may not pivot in any axis and the
crash structure may be supported in any way provided this does not
increase the impact resistance of the parts being tested.
The resistance of the test structure must be such that during the impact
:
the average deceleration of the object does not exceed 35g ;
the maximum deceleration does not exceed 60g for more than 3ms.
Furthermore, all structural damage must be contained within th area
behind the rear wheel centre line.
16.5 Steering column test :
The parts referred to in Article 10.4.4 must be fitted to a
representative test structure, any other parts which could materially
affect the outcome of the test must also be fitted. The test structure
must be solidly fixed to the ground and a solid object, having a mass of
8kg and travelling at a velocity of 7m/s, will be projected into it.
The object used for this test must be hemispherical with a diameter of
165mm.
For the test, the centre of the hemisphere must strike the structure at
the centre of the steering wheel along the same axis as the main part of
the steering column.
During the test the striking object may not pivot in any axis and the
test structure may be supported in any way provided this does not
increase the impact resistance of the parts being tested.
The resistance of the test structure must be such that during the impact
the peak deceleration of the object does not exceed 80g for more than a
cumulative 3ms.
After the test the steering wheel quick release mechanism must still
function normally.
ARTICLE 17 : ROLL STRUCTURE TESTING
17.1 Conditions applicable to both roll structure tests :
17.1.1) Rubber 3mm thick may be used between the load pads and the roll
structure.
17.1.2 ) Under the load, deformation must be less than 50mm, measured
along the loading axis and any structural failure limited to 100mm below
the top of the rollover structure when measured vertically.
17.1.3) Any significant modification introduced into any of the
structures tested shall require that part to pass a further test.
17.2 Principal roll structure :
A load equivalent to 12kN laterally, 45kN longitudinally and 60kN
vertically, must be applied to the top of the structure through a rigid
flat pad which is 20cm in diameter and perpendicular to the loading axis.
During the test, the roll structure must be attached to the survival cell
which is supported on its underside on a flat plate, fixed to it through
its engine mounting points and wedged laterally by the static load test
pads described in Article 18.2.
17.3 Second roll structure :
A vertical load of 75kN must be applied to the top of the structure
through a rigid flat pad which is 10cm in diameter and perpendicular to
the loading axis.
During the test, the rollover structure must be attached to the survival
cell which is fixed to a flat horizontal plate.
ARTICLE 18 : STATIC LOAD TESTING
18.1 Conditions applicable to all static tests :
18.1.1) All the following tests must be carried out on the survival cell
subjected to the impact tests described in Article 16.
18.1.2 ) Every subsequent survival cell must also be subjected to all the
following tests with peak loads reduced by 20%. During these subsequent
tests (on deflections greater than 3.0mm), the deflection across the
inner surfaces must not exceed 120% of the deflection obtained at 80% of
the peak load during the first test.
18.1.3 ) Deflections and deformations will be measured at the centre of
area of circular load pads and at the top of rectangular pads.
18.1.4 ) All peak loads must be applied in less than three minutes,
through a ball jointed junction at the centre of area of the pad, and
maintained for 30 seconds.
18.1.5 ) In the tests described in 18.2, 18.3 and 18.4, permanent
deformation must be less than 1.0mm (0.5mm in 18.3) after the load has
been released for 1 minute.
18.1.6 ) All tests must be carried out by using measuring equipment which
has been calibrated to the satisfaction of the FIA technical delegate.
18.1.7 ) A radius of 3mm is permissible on the edges of all load pads and
rubber 3mm thick may be placed between them and the test structure.
18.1.8) For the tests described in 18.2, 18.3 and 18.4, the survival
cells must always be produced in an identical condition in order that
their weights may be compared. If the weight differs by more than 5% from
the one subjected to the impact tests described in Articles 16.2 and 16.3
further frontal and side impact tests and roll structure tests must be
carried out.
18.1.9 ) Any significant modification introduced into any of the
structures tested shall require that part to pass a further test.
18.2 Survival cell side tests :
18.2.1) For test 1 , referred to in Article 15.5.4, pads 10cm long and
30cm high, which conform to the shape of the survival cell, must be
placed against the outermost sides of the survival cell with the lower
edge of the pad at the lowest part of the survival cell at that section.
A constant transverse horizontal load of 25.0kN will be applied and,
under the load, there must be no structural failure of the inner or outer
surfaces of the survival.
On every survival cell tested after that one, the same tests must be
carried out but with a load of only 20.0kN. During the tests, on
deflections greater than 3.0mm only, the deflection across the inner
surfaces must not exceed 120% of the deflection obtained at 20.0kN load
during the first test.
18.2.2) For test 2), referred to in Article 15.5.4, pads 20cm in diameter
which conform to the shape of the survival cell, must be placed against
the outermost sides of the survival cell .
The centre of the pads must pass through the plane mentioned above and
the mid point of the height of the structure at that section .
A constant transverse horizontal load of 30.0kN will be applied to the
pads and, under the load, there must be no structural failure of the
inner or outer surfaces of the survival cell and the total deflection
must not exceed 15mm .
18.2.3) For test 3), referred to in Article 15.5.4, pads 20cm in diameter
which conform to the shape of the survival cell, must be placed against
the outermost sides of the survival cell.
The centre of the pads must be located 35cm above the reference plane and
on the vertical plane mentioned in Article 15.5.4 .
A constant transverse horizontal load of 30.0kN will be applied to the
pads and, under the load, there must be no structural failure of the
inner or outer surfaces of the survival cell and the total deflection
must not exceed 15mm .
18.3 Fuel tank floor test :
A pad of 20cm diameter must be placed in the centre of area of the fuel
tank floor and a vertical upwards load of 12.5kN applied.
Under the load, there must be no structural failure of the inner or outer
surfaces of the survival cell.
18.4 Cockpit rim test :
Two pads, each of which is 10cm in diameter, must be placed on both sides
of the cockpit rim with their upper edges at the same height as the top
of the cockpit side with their centres at a point 200mm forward of the
rear edge of the cockpit opening template longitudinally. 
A constant transverse horizontal load of 10.0kN will then be applied at
90° to the car centre line and, under the load, there must be no
structural failure of the inner or outer surfaces of the survival cell
and the total deflection must not exceed 20mm.
18.5 Nose push off test :
During the test the survival cell must be resting on a flat plate and
secured to it solidly but not in a way that could increase the strength
of the attachments being tested.
A constant transversal horizontal load of 40.0kN must then be applied to
one side of the impact absorbing structure, using a pad identical to the
ones used in the lateral tests in Article 18.2.1, at a point 55cm from
the front wheel axis.
The centre of area of the pad must pass through the plane mentioned above
and the mid point of the height of the structure at the relevant section.
After 30 seconds of application, there must be no failure of the
structure or of any attachment between the structure and the survival
cell.
ARTICLE 19 : FUEL
19.1 Purpose of Article 19 :
19.1.1 ) The purpose of this Article is to ensure that the fuel used in
Formula One is petrol as this term is generally understood.
19.1.2) The detailed requirements of this Article are intended to ensure
the use of fuels which are predominantly composed of compounds normally
found in commercial fuels and to prohibit the use of specific
power-boosting chemical compounds.
19.1.3) Additionally, and in order to encourage the development of future
commercial fuels, those formulated to achieve one or more of the
following objectives will be permitted :
a) fuels needed to meet advanced passenger car engine designs ;
b) fuels formulated to minimise overall emissions ;
c) fuels suitable to be offered to the commercial market with some
special feature permitting greater efficiency, better driveability or
economy to the user ;
d) fuels developed through advances in refinery techniques and suitable
for trial by the general public.
19.1.4) Any petrol which appears to have been formulated in order to
subvert the purpose of this regulation will be deemed to be outside it.
19.2 Definitions :
Paraffins		straight chain and branched alkanes.
Olefins		straight chain and branched mono-olefins
Monocyclic mono-olefins (with five or more carbon atoms in the ring) and
saturated aliphatic side chains..
Naphthenes	monocyclic paraffins (with five or more carbon atoms in
the ring) and saturated aliphatic side chains.
Aromatics		monocyclic and bicyclic aromatic rings with and
without saturated aliphatic side chains and/or fused naphthenic rings.
Oxygenates	specified organic compounds containing oxygen.
19.3 Properties :
The only fuel permitted is petrol having the following characteristics:
Property			Units		Min		Max
Test Method
RON			-		95.0		102.0
ASTM D 2699-86
MON			-		85.0		-
ASTM D 2700-86
Oxygen			%m/m		-		2.7
Elemental Analysis
Nitrogen			%m/m		-		0.2
ASTM D 3228
Benzene			%v/v		-		1.0
EN 238
RVP			hPa		450 		600
ASTM D 323
Lead			g/l		-		0.005
ASTM D 3237
Density at 15°C		kg/m³		720.0 		775.0
ASTM D 4052
Oxidation stability	Minutes		360		-
ASTM D 525
Existent gum		mg/100ml	-		5.0
EN 26246
Sulphur			mg/kg		-		50
EN-ISO/DIS 14596
Copper corrosion		Rating		-		C1
ISO 2160
Electrical conductivity	pS/m		200		-
ASTM D 2624
Distillation characteristics :
At E70°C		%v/v		20.0 		48.0
ISO 3405
At E100°C		%v/v		46.0		71.0
ISO 3405
At E150°C		%v/v		75.0		-
ISO 3405
Final Boiling Point 	°C		-		210
ISO 3405
Residue			%v/v		-		2.0
ISO 3405
The fuel will be accepted or rejected according to ASTM D 3244 with a
confidence limit of 95%.
19.4 Composition of the fuel :
19.4.1) The petrol must consist solely of substances defined in 19.2 and
19.4.4, and whose proportions of aromatics, olefins and di-olefins,
within the total petrol sample, comply with those detailed below:
Units		Min		Max		Test Method
Aromatics		%v/v		0*		35*
ASTM D 1319
Olefins			%v/v		0		18*
ASTM D 1319
Total di-olefins		%m/m		0		1
GCMS
*Values when corrected for fuel oxygenate content.
In addition, the fuel must contain no substance which is capable of
exothermic reaction in the absence of external oxygen.
19.4.2) The total of individual hydrocarbon components present at
concentrations of less than 5%m/m must be at least 30% m/m of the fuel.
19.4.3) The total concentration of each hydrocarbon group in the total
fuel sample (defined by carbon number and hydrocarbon type), must not
exceed thelimits given in the table below:
% m/m			C4	C5	C6	C7	C8	C9+
Unallocated
Paraffins			10	30	25	25	55
20	-
Naphthenes		-	5	10	10	10	10	-
Olefins			5	20	20	15	10	10	-
Aromatics		-	-	1.2	35	35	30	-
Maximum		15	40	45	50	60	45	10
For the purposes of this table, a gas chromatographic technique should be
employed which can classify hydrocarbons in the total fuel sample such
that all those identified are allocated to the appropriate cell of the
table. Hydrocarbons present at concentrations below 0.5% by mass which
cannot be allocated to a particular cell may be ignored. However, the sum
of the unallocated hydrocarbons must not exceed 10.0% by mass of the
total fuel sample.
19.4.4) The only oxygenates permitted are :
Methanol (MeOH)
Ethanol (EtOH)
Iso-propyl alcohol (IPA)
Iso-butyl alcohol (IBA)
Methyl Tertiary Butyl Ether (MTBE)
Ethyl Tertiary Butyl Ether (ETBE)
Tertiary Amyl Methyl Ether (TAME)
Di-Isopropyl Ether (DIPE)
n-Propyl alcohol (NPA)
Tertiary Butyl Alcohol (TBA)
n-Butyl Alcohol (NBA)
Secondary Butyl Alcohol (SBA)
Compounds normally found as impurities in any of the above oxygenates are
permitted at concentrations below 0.8% m/m of the total petrol sample.
19.5 Air :
Only ambient air may be mixed with the fuel as an oxidant.
19.6 Safety :
19.6.1 ) Manganese based additives are not permitted.
19.6.2 ) All competitors must be in possession of a Material Safety Data
Sheet for each type of petrol used. This sheet must be made out in
accordance with EC Directive 93/112/EEC and all information contained
therein strictly adhered to.
19.7 Fuel approval :
19.7.1) Before any fuel may be used in an Event, two separate five litre
samples, in suitable containers, must be submitted to the FIA for
analysis and approval.
19.7.2) No fuel may be used in an Event without prior written approval of
the FIA.
19.8 Sampling and testing :
19.8.1 ) All samples will be taken in accordance with FIA Formula One
fuel sampling procedures.
19.8.2) Fuel samples taken during an Event will be checked for conformity
by using densitometry and a gas chromatographic technique which will
compare the sample taken with an approved fuel.
19.9 Amendments to Article 19 :
19.9.1) The physical and compositional properties of the fuel described
in 19.3 and 19.4 incorporate the currently known limits for 2000, as laid
out in European Fuels Directive 98/70/EC (13 October 1998).
19.9.2) When the Final Directive, as defined by the FIA, is adopted for
2005 (or such other date as the Directive may specify), the new values
will replace those being used in 19.3 and 19.4 no later than one year
after the figures are known.
ARTICLE 20 : TELEVISION CAMERAS
20.1 Presence of cameras and camera housings :
All cars must be fitted with either two cameras, two camera housings or
one of each at all times throughout the Event.
20.2 Location of camera housings :
Camera housings, when used, must be fitted in the same location as
cameras.
20.3 Location of camera equipment :
All cars must be equipped with five positions in which cameras or camera
housings can be fitted. Referring to Fig. 6 of Appendix 1, all cars must
carry a camera or camera housing in position 4, the position of the
remaining camera or camera housing will be determined by the FIA after
consultation with the relevant Competitor.
Once positions are determined in the above manner, any decision as to
whether a camera or camera housing is fitted in those positions will rest
solely with the relevant Competitor.
20.4 Timing transponders
All cars must be fitted with a timing transponder supplied by the
officially appointed timekeepers. This transponder must be fitted in
strict accordance with the instructions of the FIA.
ARTICLE 21 : CHANGES FOR 2001
21.1 Changes to Article 15.1.2 :
No parts of the car may be made from metallic materials which have a
specific modulus of elasticity greater than 40 GPa / (g/cm3).
21.2 Changes to Article 15.5.2 :
Between the principle and second roll structures, on each side of the
survival cell, identical impact absorbing structures must be fitted and
must be solidly attached to it. The purpose of these structures is to
protect the driver in the event of a lateral impact and, in order to
ensure this is the case, a lateral strength test in the vicinity of the
driver's seating position must be carried out successfully. Details of
the test procedure may be found in Article 18.2.2 . 
The survival cell and one of these impact absorbing structures must pass
two separate impact tests , details of the test procedure may be found in
Article 16.3.
21.3 Changes to Article 16.3 :
During both tests , all parts which could materially affect the outcome
of the test must be fitted to the test structure which will be solidly
fixed to the ground. The second test must be carried out immediately
after the first and no work may be carried out on any part of the
structure between tests.
A solid object, having a mass of 780kg and travelling at a velocity of
7m/s during the first test and 5m/s during the second , will be projected
into it.
The object used for these tests must be flat, measure 30cm wide by 20cm
high and may have a 10mm radius on all edges. Its centre of area must
strike the structure 15cm above the reference plane during the first
test, 45cm above the reference plane during the second and at a point
525mm forward of the rear edge of the cockpit opening template during
both.
During either test the striking object may not pivot in any axis and the
survival cell may be supported in any way provided this does not increase
the impact resistance of the parts being tested. The impact axis must be
perpendicular to the car centre line and parallel to the ground.
The resistance of the test structure must be such that during the either
impact :
the average deceleration of the object does not exceed 10g ;
the maximum deceleration does not exceed 20g for more than a cumulative
3ms.
Furthermore, all structural damage must be contained within the impact
absorbing structure.
These tests must be carried out on the survival cell subjected to the
higher loads in the tests described in Articles 18.2-4.
ARTICLE 22 : FINAL TEXT
The final text for these regulations shall be the English version should
any dispute arise over their interpretation.
---
H16
=o=

 2000 Formula One Technical Regulations      Last update 3 March 2000
Forse era meglio limitarti a segnalare l'URL:
http://www.fia.com/Regle/REG_TEC/F1tec-a.htm
Però puoi farti sempre "perdonare", postando la traduzione integrale in
lingua italiana.
Buon lavoro!    :-)
Ciao,
Focus.

La versione italiana la trovi sul sito F1Italia nella sezione download della
Formula 1
www.f1italia.cjb.net
Ciao!
Uitko
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