What is DRS in Formula 1 One (F1) Racing?
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What is DRS in F1, how does it work and is it automatic?
DRS, or Drag Reduction System, is one of the most talked about things during F1 broadcasts, but what does it mean? Find out here.
Drag Reduction System (DRS) is a controversial driver-controlled device aimed at improving overtaking and wheel-to-wheel racing. Since 2011, drivers can open a flap in their rear wing to reduce drag levels and gain top speed when running within a second of a car in front. The new rules kick in from 2022, so it stays in use.
But DRS still causes controversy among F1 competitors and fans, just as it did when it was first adopted.
Why is DRS used in F1?
The main purpose of DRS is to help you overtake. It was introduced in 2011 so overtaking would be easier. Drivers can increase straightline speed by dumping rear wing drag through a slot when they're within one second of the car ahead. Drivers can also use it on practice and qualifying laps, even if they're alone.
It's often criticized because drivers artificially gain time on rivals by pressing a button to get a speed boost.
So, people say it takes away from the skill of pulling off an overtaking maneuver. It's like Picasso getting Photoshop, according to Juan Pablo Montoya, the former F1 driver and double Indianapolis 500 winner.
DRS isn't just an overtake button that means passing the car in front. There have been plenty of times when its power has been too much and passes have happened well before braking zones on straights, but it's mainly to help drivers overtake when they'd otherwise get stuck in dirty, turbulent air.
Since the latest generation of F1 cars allow drivers to follow closely with less 'dirty air', many people thought DRS would go away. It's an aim of F1's sport bosses for the coming years, but its usage remains controversial.
Having wing-produced aerodynamics in F1 cars has had a direct impact on how closely the cars follow each other since the late 1960s. Because engine parity before 2014 meant teams could rarely rely on major grunt advantages to start ahead or overtake a rival car, the 'dirty air' effect was more important.
In this phenomenon, air has already been pushed around by one car landing on the front end of another, causing unpredictable handling and increased tyre wear.
During the 'dirty air' era around the turn of the millennium, teams would often pit their chasing car to try and jump ahead when their leading rival stopped, which drastically cut on-track passing. In turn, this was criticized as an inferior F1 racing product by fans and observers.
F1's competitive order was dramatically altered by the turbo hybrid era, which continued to use DRS into 2021. From 2022, F1 is back to ground effect rules to reduce dirty air effects and increase wheel-to-wheel passing. It may have worked, but the altered aerodynamics have lessened the slipstream effect. Due to this, as well as the championship reaching greater engine performance parity ahead of 2026's rule change, DRS continues to play a huge role in overtaking.
What is DRS and how does it work?
The DRS opens a flap on the middle of an F1 car's rear wing when drivers push a steering wheel button after entering a designated part of the track. They're called DRS 'Activation' zones. Open flaps reduce rear wing surface area, reducing aerodynamic drag, and increasing straightline speed.
If a driver is running within one second of a car ahead - even if that car is being lapped - this is allowed. DRS can be used at will during practice and qualifying, but only within the designated activation zones. In qualifying, drivers could use DRS at any point on the track. Teams implemented set-ups for qualifying, but hindered drivers trying to race wheel-to-wheel.
One-second gaps between cars are measured at specific points before a DRS zone - called a 'detection' point. Distance between two cars is measured by electronic timing loops in the track surface. Following cars that run less than one second behind are sent a signal so their DRS can be activated in the ensuing zone.
Drivers are typically notified of DRS by steering wheel lights. Teams usually radio their drivers if their rivals are within the crucial gap in front of them. Drivers will manually activate DRS by pressing a steering wheel button - they can put it on the front or back of the steering wheel, depending on their preference.
Drivers who run with DRS active and the rear wing open will turn it off and close it the next time they lift off or brake. If you press the steering wheel button again, the rear wing flap will close too.
Drivers can close the wing before entering a corner if they're worried about the aerodynamic load reattaching to the full rear wing and causing instability. DRS doesn't have to be on if you're within one second of another car. Plus, if you press the button too early, the wing won't open at the right time, causing a delay.
DRS can't be used on the first two laps of a race or after a standing or rolling restart after a safety car or red flag. The FIA race director officials can also disable DRS at their discretion if conditions are unsafe - like rain. A car going off track or dropping debris can also temporarily deactivate DRS in a certain area.
Defending drivers can only activate DRS if they're within one second of the car in front. The phenomenon is called a 'DRS train'. DRS becomes less useful if many cars in a group are gaining, since top speed boosts are negated, and gaps stay the same. In F1, it's also common for defending drivers to use hybrid powertrains - this is typically called an overtake button, but for some teams it's called an SoC button (state of charge) - to accelerate more quickly onto a straight. The goal is to reduce the chance of being overhauled by a car chasing behind with DRS active by the end of an activation zone.
How many DRS zones are there?
DRS zones vary per track and are also affected by other venue characteristics. There's usually a DRS zone on every main straight. If a circuit has a bad reputation for passing, extra zones can be created - which can include shallow corners. An example would be the long, meandering zones in Baku after the final corner and onto the pit straight after Turn 9.
For the 2022 Australia GP, the reprofiled track was originally listed with four DRS zones. This was to let the drivers close in on rivals down the pitstraight and in the new curving section replacing the old chicane in Melbourne, and then attempt a pass through the other two zones into corners with big braking zones that encourage overtaking (Turns 3 and 11).
DRS zone between Turns 8 and 9 at 2022 Albert Park layout has been removed for safety reasons ahead of final practice. It's likely to be used in 2023.
Although DRS can be used through corners with very shallow angles - and some tracks don't even designate these curves as official turns - it's generally unsafe to run with a rear wing slot open.
Even though reduced drag would increase top speed, the lack of downforce would severely reduce car control. When DRS zones end at the end of long straightaways or acceleration zones, it can lead to big accidents.
There are some corners that the FIA allows drivers to take with DRS on.
At the 2018 British GP, there was a third zone that ran down the pitstraight and through the very fast opening two corners. Romain Grosjean and Marcus Ericsson both crashed at the first corner - Abbey - in practice and in the race. As of 2019, the zone isn't in use at Silverstone for F1.
Occasionally, DRS failure can result in drivers getting the black flag with an orange disc if their rear wings get stuck.
If this happens, a driver will have to return to the pits to let mechanics close the flap manually, and then not use it again if it can't be fixed. In the 2018 Italian Grand Prix, Ericsson crashed heavily after his DRS on his Sauber car didn't close as expected when he braked at high speed because of a DRS failure.
What can drivers do with DRS?
DRS can only be activated in designated activation zones and within one second of a car in front. That includes backmarker traffic. Practice and qualifying, DRS are unrestricted except for being only allowed in designated areas.
When can defending drivers activate DRS and how does it affect overtaking opportunities?
Defending drivers are permitted to activate DRS only when they are within one second of the car ahead. This situation often leads to what is known as a ‘DRS train,’ where multiple cars in close proximity to each other diminish the advantage gained from DRS. The presence of a DRS train tends to stabilize the gaps between cars, reducing the likelihood of successful overtaking maneuvers. Additionally, defending drivers may also utilize other technical features of their Formula 1 power units, such as the 'overtake' or 'SoC' button, in order to accelerate more rapidly on straights and defend their position from pursuing cars that have the DRS activated. This strategic use of energy deployment aims to minimize the risk of being overtaken at the end of DRS zones by optimizing acceleration and maintaining position.
What are the rules regarding the use of DRS during races, practice, and qualifying sessions?
"Here is a detailed explanation of the rules governing the use of DRS during Formula 1 races, practice sessions, and qualifying sessions:
"Drivers can increase straightline speed by dumping rear wing drag through a slot when they're within one second of the car ahead. This one-second gap is crucial and is measured at specific detection points on the track using electronic timing loops. When the following car is within this one-second window, a signal is sent to enable the activation of DRS in the designated zone.
During practice and qualifying laps, drivers have the freedom to use DRS at will, but only within the specified activation zones. In the past, drivers could exploit DRS at any point on the track during qualifying sessions to optimize their performance. However, certain restrictions apply, such as the prohibition of DRS usage during the first two laps of a race or after restarts following safety car periods.
Defending drivers also have the opportunity to utilize DRS if they are within one second of the car in front, leading to a strategic interplay known as a 'DRS train.' To counteract the advantage gained by chasing cars with DRS, defending drivers can deploy their electrical energy via hybrid elements, often referred to as an 'overtake' or 'SoC' button, for faster acceleration onto straights.
Additionally, race officials hold the authority to disable DRS if adverse conditions, like rain or track debris, pose safety risks. This temporary deactivation ensures the integrity of the racing environment. Understanding the nuances of DRS usage and its strategic implications is crucial for drivers and teams aiming to optimize performance in dynamic race scenarios."
What strategies can defending drivers use to counteract the advantage of DRS for chasing cars?
Defending drivers can activate DRS only if they are within one second of a car ahead, creating a "DRS train" phenomenon. They can also utilize hybrid elements in F1 powertrains to accelerate faster onto a straight, known as an "overtake" or "SoC" button, to defend against overtaking attempts facilitated by DRS.
Under what circumstances can DRS be temporarily disabled during a race?
DRS can be temporarily disabled by FIA race director officials if track conditions are deemed unsafe, such as in rainy weather. Additionally, DRS can be deactivated in a specific zone if a car goes off track or debris is present.
What happens if a driver activates DRS too early or too late?
Pressing the DRS button too early results in a delay before the wing can be opened at the desired point. Drivers can manually close the rear wing before braking into a corner to prevent instability caused by aerodynamic load reattachment.
What are the visual and communication cues for drivers regarding DRS activation?
Drivers are informed they can use DRS by dash lights on their steering wheels. Teams communicate with their drivers to alert them if a rival car is within the vital one-second gap, indicating the availability of DRS.
How is the one-second gap between cars measured for DRS activation?
The one-second gap between cars is measured at specific detection points using electronic timing loops in the track surface. This measurement triggers the activation of DRS for the following car in the ensuing zone.
What are DRS Activation zones and how are they determined?
"DRS Activation zones" are specific sections of the track where drivers are allowed to activate the Drag Reduction System (DRS) by pressing a button on their steering wheel. These zones are strategically determined based on predefined points known as 'detection' points, which are located before the DRS zone itself. The distance between cars is measured using electronic timing loops embedded in the track surface. Drivers trailing within one second of the car in front receive a signal to enable their DRS in the upcoming zone. They are typically informed of the activation availability through steering wheel lights and can manually engage it by pressing the designated button on their steering wheel. It is worth noting that defending drivers are only permitted to activate their DRS within one second of the car ahead, a rule that often leads to the formation of what is commonly referred to as a 'DRS train'.
What changes were made to the rules regarding DRS usage in qualifying from 2013 onwards?
Until 2013, drivers could use DRS at any point on the track to reduce drag during qualifying runs. However, this led to teams focusing on setups optimized for qualifying, which hindered drivers in wheel-to-wheel racing.
When can drivers use DRS in races and how is it regulated?
In races, drivers can use DRS when running within one second of a car ahead, even if the car is being lapped. This is allowed in specific DRS 'Activation' zones on the track. In contrast, in practice and qualifying, DRS can be used at will but only within the set activation zones.
What is the purpose of opening the flap in the DRS Activation zones?
Opening the flap in the DRS Activation zones reduces rear wing surface area, which serves to reduce aerodynamic drag, thereby increasing straight-line speed rapidly.
How does the actuator control the flap in the middle of an F1 car's rear wing?
The actuator controls a flap in the middle of the rear wing that can be opened when drivers push a steering wheel button after entering a designated part of the track.
Is DRS automatic in Formula 1?
DRS, or Drag Reduction System, is a controversial driver-controlled device aimed at improving overtaking and wheel-to-wheel racing." The excerpt further explains, "The DRS opens a flap on the middle of an F1 car's rear wing when drivers push a steering wheel button after entering a designated part of the track." Additionally, it mentions that "Drivers can increase straightline speed by dumping rear wing drag through a slot when they're within one second of the car ahead." Therefore, to address the question of whether DRS is automatic in Formula 1, it is crucial to understand that DRS is not a simple 'overtake button' that automatically means getting past the car in front. While there have been plenty of occasions where its power has been deemed to be too great and so passes have occurred well before braking zones on straights, the tool is generally aimed at assisting overtaking when drivers would otherwise be stuck in dirty, turbulent air. In essence, DRS is a driver-controlled system that requires strategic activation by pushing a designated button on the steering wheel, giving drivers control over when to increase their straightline speed and enhance their chances of overtaking.
Does DRS help drivers get past the car in front automatically in Formula 1?
DRS is not automatic in Formula 1; it is not a tool that automatically means getting past the car in front.
Are there occasions where DRS power has been deemed too great in Formula 1?
There have been plenty of occasions where DRS power has been deemed to be too great, causing passes to occur well before braking zones on straights.
How does DRS assist overtaking in Formula 1?
The tool is generally aimed at assisting overtaking when drivers would otherwise be stuck in dirty, turbulent air.
Is DRS a simple 'overtake button' in Formula 1?
DRS is not a simple ‘overtake button’ that automatically means getting past the car in front.
What other series use DRS?
Formula 2 and Formula 3 also use DRS.
When it was first introduced to FIA F3 - when the series was called GP3 - drivers could only use it for a maximum of six laps in a feature race and four laps in a sprint race. In 2019, DRS in F3 has been in line with F1 rules. The F2 Series has used DRS since 2015, when it was called GP2. When it introduced its new F2 2018 car for the 2018 season, it continued to use DRS.
There have been other series that have used DRS in the same way as F1, like the DTM before it adopted GT3 rules.
Overtaking aids are common in other motorsports. It involves boosting engine performance for a certain amount of time (like IndyCar's push-to-pass and Super Formula's Overtake System), or like Formula E's attack mode. Drivers can run in a more powerful energy deployment setting for a short while, but the total amount of time varies from race to race.
Reference: https://us.motorsport.com/f1/news/what-is-drs-in-f1-how-does-it-work-is-it-automatic/10437678/.
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