CAR magazine suggests F1’s 2019 engine rules may not be as good as they look. The motoring news site also provides a possible solution for the future of the sport.

The Formula 1 Strategy Group and F1 Commission have agreed to increase the race fuel allowance from 105kg to 110kg in 2019, in order to help drivers ‘be able to use the engine at full power at all times’. The FIA has also confirmed that a May deadline has been set for finalising the 2021 power unit regulations, as suggested by Ferrari boss Maurizio Arrivabene last week.

The fuel allowance change, agreed in today’s Paris meeting and set to be ratified by the World Motor Sport Council, will be welcomed by the teams.

They have faced increased fuel consumption due to the higher downforce levels and faster lap times generated by last year’s aero changes, and which have put an extra emphasis on fuel saving in races – something that is not popular with fans. Also confirmed for 2019 are the separation of the weight of the driver and car – with an 80kg minimum for the former – and the use of biometric gloves for safety reasons.

As previously reported, there was further debate today on aerodynamic changes for 2019 to facilitate overtaking. The FIA stressed that it wants a decision by the end of this month, which is the official deadline for 2019 rules changes. Teams are helping with extra CFD research.

However, these changes may not lead to the expected results, which is to improve the show and give fans the possibility to see close racing between the top teams. According to carmagazine.co.uk, other rules may still prevent drivers from being able to exploit the full potential of the car:

“The problem is the current, three engine per year rule. With only three PU at their disposal over the course of the year – and remember that’s for every race, qualifying session and practice – teams are understandably using their engines sparingly.” – says Curtis Moldrich, CAR magazine online editor and tech lover – “At the first race of the 2018 season, we saw Hamilton turn his engine down and stop his pursuit Vettel. That didn’t happen because he was low on fuel, it happened because he was thinking about his engine allocation for the year – and didn’t want to cause any unnecessary wear. The result? What could’ve been an ongoing duel petered out into a seconds long gap.

Heavy-handed use of grid drops for engine and transmission changes can change the face of a race weekend, and with the championship already balanced on a knife edge, and no camp showing overall dominance, no team or driver wants an engine failure this year. Yes, the three engine rule was designed to reduce costs, but has it really? Teams have had to go back and redesign their power plants to new, higher tolerances – and that’s only increased the cost of engines, anyway. If F1 wants to reduce the culture of car preservation and lift and coast, it has two real options in my mind.”

The motoring news site also provides a possible solution for the future of the sport: “Abandon the cost-cutting measures, accept F1 is expensive and let teams have more engines per year. Yes, you’ll get less manufacturers joining, but you’ll return to the days of incredibly powerful, revvy BMW, Honda and Mercedes-Ilmor engines of the 90s and 00s. There was no lifting and coasting then, was there?

The second, and probably better option would be to find a new way to penalise engine changes. As it is, five place grid drops seem to be a good idea executed poorly. They punish the driver – not manufacturers – and they encourage teams to look manage their cars rather than race them.

Besides, this year we’ve had two close Sebastian Vettel victories – in races he arguably didn’t have the overall pace to win, and we’ve just had a thrilling Chinese Grand Prix, too. Do we really want to change the rules at all right now? They’re finally working.”