Lotus reportedly has a system to adjust ride height during the race

After the double diffuser in 2009, the F-Duct in 2010, and the blown exhausts in 2011, Formula One might once again face a technical controversy as Giorgio Piola, a renowned journalist on technical matters, reveals the designs of a hydraulic system glimpsed on the Lotus-Renault R31 used during the young drivers’ test in Abu Dhabi last November: “This is an idea that will surely get the paddock talking in the coming days. The technical team surrounding Alan Permane has developed a very interesting idea that has been skillfully kept secret,” can be read on Autosprint.it. “In essence, Lotus Renault would be able to modify the height of the front of the car during the delicate braking phase [note: whereas normally the cars nose down], thus preventing the front wing from rubbing against the asphalt and ensuring the car maintains an ideal ride height to benefit from maximal aerodynamic stability in an area that affects the downforce and efficiency of the rest of the car.”

Specifically, the suspension arm is attached to the wheel hub via a small hydraulic system, allowing for a play of a few millimeters and thus enabling the team to adjust the ride height of the next Enstone single-seater on the track.

The advantages that such a system would provide are numerous. It could notably help resolve braking stability issues, especially following the deactivation of the DRS. Moreover, by preventing the front end from dipping too much during braking, this system allows for a lighter front end of the car, thus putting less strain on Pirelli tires, which in 2011 showed they couldn’t withstand too much stress. During acceleration, this ride height corrector would, inversely, prevent the front of the car from lifting too much, once again ensuring better aerodynamic efficiency. Finally, such a system would allow for a better compromise regarding the ride height used during the race, as drivers start with a full fuel tank and typically finish with the regulatory minimum. The next Lotus could therefore benefit from a lower ride height than its rivals, an advantage that could prove highly beneficial in race conditions.

This innovation has not taken long to elicit reactions, starting with Stefano Domenicali, who was present at Madona di Campiglio for Ferrari’s traditional Wrooom days: « We are waiting for confirmation on whether this type of device will be accepted or not, but, of course, we are looking in that direction to see if they can contribute to performance. However, we must wait to see what the FIA’s response will be on this matter. »

Indeed, as any system allowing electronic management of ride height is prohibited, some were speculating that this device might be operated by the driver, thus violating article 3.15 of the technical regulations: « [Except for the DRS], any on-board system, device, or procedure involving driver action to alter the aerodynamic characteristics of the car is prohibited. » However, *Autosport* reveals that the device is in no way operated by the driver but is simply linked to the braking system. Thus, the device would be fully legal—pending confirmation by the FIA, of course—*Autosport* even indicating that Lotus has been in contact with the FIA throughout the development of its braking system, having even proposed it as early as 2010 where it received the green light from officials last January.

For its part, *Autosprint* believes that the constraints imposed by such a system in terms of weight and suspension arm organization make it difficult to replicate, even though *Autosport* reports that a top team has already submitted the plans for a similar device for approval. The arms race is indeed open, though it will likely take the first laps of the Lotus to truly assess the effectiveness of such a device.

In any case, the Enstone team confirms their creativity, as emphasized by our colleagues at *Autosprint*: « It is a team that has always shown technical liveliness by offering novel and interesting solutions. Let’s remember the mass dampers that made headlines in 2006 or the front-blown exhausts [in 2011]. » Let’s hope, however, for Kimi Räikkönen and Romain Grosjean, that this solution will be more successful than the aforementioned exhausts.