With the same engine for all drivers, how is fairness among the drivers maintained in Formula 2?

The principle of equity in Formula 2, dear to the championship, is essential to ensure that the series remains a competitive and accessible learning ground for young drivers aspiring to reach Formula 1. The emphasis on fairness and standardization helps to guarantee that the driver’s talent is the deciding factor, minimizing the impact of team budgets on track performance.

The F2 aims to be a balanced and fair competition. It should allow drivers to compete mainly on their skills, rather than on technological or budgetary differences between teams. The principle of the reversed grid is also found for the top ten qualifiers during the sprint races on Saturdays in F2.

Since its creation in 1967 (under the name of “European Formula 2 Championship”), F2 has always emphasized the homogeneity of single-seaters. The first form of standardization of cars appeared in 1996 (“Formula 3000” at the time). Since the transition from “GP2 Series” to F2 in 2017, the authorities in charge of the championship continue on this path by also limiting the expenses of the different teams to make it more accessible.

Standardized single-seaters

Many elements of the cars are standardized. The organization therefore calls upon unique designers to distribute the same parts to all teams on the grid. All engines, for example, are supplied by Mecachrome, chassis by Dallara, and tires by Pirelli.

In order to ensure that all cars comply with the required specifications, the FIA regularly carries out technical checks. The area of focus for the manufacturers involved in the championship is then on the car’s balance or suspension.

In this context, the FIA is very cautious about the different standardized elements. The leeway allowed to developers is very small, especially for engines. Mecachrome therefore has a minimal margin. This does not exceed 14 horsepower. The engines, which the French company produces for F2, must develop precisely between 576 and 590 horsepower. A feat to be repeated every year with innovations to be made on these engines.

This represents one of the main challenges for Mecachrome engineers, as indicated by Christian Cornille, CEO of the group: « Our goal is to design an engine that ensures us during tests to be within this extremely strict performance range [defined by the FIA] and to maintain it throughout the long season.

Mecachrome personally develops each F2 and F3 engine, resulting from their own engineering office’s intellectual property. “We develop new versions, manufacture engines, and operate them,” lists the company’s leader. Delivering the entire grid, it is his responsibility to ensure that the race takes place.

A presence at every Grand Prix

As the exclusive engine manufacturer, Mecachrome must be present at every race weekend. Our role is also to monitor operations and support the various teams. “When there are accidents or technical issues, we provide new engines,” said Christian Cornille. French engineers are also present to provide assistance in cases of mechanical incidents or to guide the teams when needed.

Another essential element of their presence in the paddock: respect for the instructions. Mecachrome’s engines have a certain number of sensors allowing to collect numerous information. This notably allows « to check that they are used in the correct operating zones, which is monitored on site » indicates the manager. « We verify this as part of our partnership with the promoter so that the latter can warn the teams when they do not respect the specified operating ranges ». The repair costs, if any, are then the responsibility of the teams.

A distribution under the responsibility of the FIA

To avoid any controversy, Mecachrome is not in charge of distributing the thirty engines it makes available to the Formula 2 championship each year. It is the FIA itself that takes care of it. “We provide all the necessary engines to the promoter for the season at the beginning of the year, around the end of February,” Christian Cornille indicates. He then proceeds with a draw to distribute them among each of the teams.

Distribution, which has never been questioned, is once again the organization’s responsibility during an engine change. This can happen after an accident, a technical issue, or when the engine’s performance range is no longer in line with the regulations. But this scenario remains rare: Sometimes drivers have doubts, but it’s quite quick to perform checks on the bench, explains the CEO. And these checks almost always show the driver that the problem is not with the engine.

Englisg Engines almost as noisy as those of F1

If you have ever had the opportunity to attend a Grand Prix weekend, you may have been surprised by the noise emitted by the F2 cars. This is due to the limited range of performance allowed in the power development of these engines. The priority for the promoters is to respect sporting fairness and the regulations are less strict than in F1 regarding the noise emitted for example. The particular design of the engines to comply with the rules is therefore the cause of the significant noise of the single-seaters.

Another specificity of these engines is the numerous backfires they produce. This is also due to their particular design. But Christian Cornille confesses: “We could remove them but it would cost money. We don’t do it because it doesn’t bother the promoter.” A more flexible regulation once again than in F1, but which may benefit the promoters by offering an even more spectacular aspect – if it wasn’t already the case – to this championship.