Found it, this is what I posted back in 2005, my views on somethings have changed, not on others.
Engine
1. Normally aspirated only
2. 3L max, this is to prevent torque monsters and keep things high revving, see next rule for explanation
3. Maximum inlet restrictor. Standard part supplied by FIA (or whoever run's the show). This can effectively let you pick your power. Size it to cap power at say 800 hp. Limiting to 3L capacity stops people building 10L big block that only rev to 5,000 rpm to negate this rule. The restriction can go anywhere prior to throttle bodies, but there must be no air inlet paths after it. If someone can build a gazillion liter holding tank into the car to get a momentary increase in the available air without killing the aero. package fine.I may make it smaller than 3.0L these days
4. One extra point if the same engine last the whole weekend, one point deducted if more than two engines are used in one weekend. No engine changes during the race.Maybe make the 1 extra point for every weekend it's used after 2 or soemthing
5. Fuel, 98 Ron unleaded. Samples checked by FIA at every event. Quantity unrestricted. Refueling by gravity at ambient temperature only.No in race re-fuling no. Don't forget I wrote this in 05
Electronics.
1. Free with the exception that they must use a standard wiring loom/harness, this is available in any number of cylinders the team asks for. It would have standard terminals to mate with whatever sensors and control unit the team wishes. This would help limit but not eradicate driver aids without stopping electronic development. These harnesses could be handed out (with spares) at each event.
2. Telemetry free.
Gearboxes.
1. Semi automatic, max seven gears (plus reverse) but the driver must select each gear. No pre-programmed up or down shift schedules.
2. No CVT's or torque converters
Aerodynamics
1. Flat floor with a minimum ground clearance measured statically when the car is riding on those solid pit/transport wheels, this takes the variable of tire wear or inflation out of it. Obviously these wheels must be the same diameter as the nominal installed diameter of the tires, this will have to be determined and signed off prior to each event. All tires of different compound would have to be from the same mould.No stepped floors, totaly flat in a single plane from the front wheel center to the rear wheel center. Rear defuse must only curve in one plane except for sides which must be totaly vertical. No double defusers, no DRS, no double DRS no air flaps, no air switches nothing
2. From the center line of the car moving outwards the bodywork may only shape out or down, with the exception of the front and rear wing. This will eliminate winglets, barge boards etc. No part of the body may project below the flat floor. There is a max and min stated radius for the transition between the body and the flat floor. To allow for a raised nose there could also be a max and min radius for that, the important thing is little aero devise can start protruding from it. Some sort of exception is also needed for trailing edges and inlets/openings. These could be specified as a max/min radius with a max number of degrees of arc and limits on distance from the edge of panels.
3 Front and rear wing to have a maximum surface area, not just a plan area. If teams want to make wings that are not in a single plane when viewed from the front fine, as it the surface area that's limited. They may also have as many elements as they whish, but the combined surface area is the same. If they use multi element wings all elements must be within 10% overall width and surface area of each other (front and rear are independent of this). This will effectively limit winglets and mean all elements are full width.
4. End plate max area and must be completely flat.
5. There would have to be some carefully written wording for the mounting structures to prevent teams from using wing mounts as a method of circumnavigating rules 2 & 3.
Brakes
1. Max swept area is the only physical limitation.
2. No brake or pad changes during the race.
Wheels tires, the intent is slicks with much more mechanical grip.
1. Minimum four, maximum six wheels
2. Maximum tire tread surface area to be divided between each end of the car as they like. Think of a cylinder surface area. You can run tall narrow or short wide, probably the later. Whatever the teams and tire companies can agree on. Side to side the car must be the same, compound size etc
3. Any tire company must supply at least two teams. These teams must use engines from different manufactures.
4. Tire changes and qualifying tires free, but put a nominal cap of 24 tires per car per weekend to stop it getting too silly, rain excluded from this.
Suspension.
1. Metallic coil springs are the only allowed spring medium. Anti roll or stabilizer bars are excluded from this, but they must not have any effective bump/rebound rate except in roll.
2. Specify a maximum effective mechanical wheel rate of the spring. This is to stop people getting too creative with infinitely stiff springs and just using the tires or compliance in other components as the spring medium.
3. No active method of changing ride height in motion. Sure the aero package will compress the suspension, but this is limited by the down force. Also the # of parameters in the standard loom prevent active control.
4. Self contained dampers. This means no electronic, mechanical, hydraulic, pneumatic etc inputs that could give active control. This does not limit remote reservoirs
Other.
1. Minimum weight obviously
2. Certain improved crash standards with a limit to the number of times a season you can change your tub or aero package.
3. Chassis and aero package must be homologated three weeks prior to it first race. If your not ready tough, run last weeks vehicle.
4. Qualifying is a one hour free for all. I know it could get a bit boring for live TV with 30 mins of no one on track. I loved the old method, it was the strategy thing again, watching track/ weather conditions and trying to get out for the best conditions but on an empty track. You can re-fuel after qualifying as well. No car can exit the pits if another car is within a certain distance of the start/finish. N warm up or slow down lap can be slower than 90% of the cars qualifying time or the qualifying time gets modified accordingly. This stops someone trying to hold up other people. Forget this, I now love the current qualy system
5. With the exception of rain a max of four pit stops per car. This is meant to be a race, not a series of qualifying laps after all. But if you can make the whole race without stopping great.
6. I'll keep the no tire change with re-fueling as that will make it interesting. What's better, light fuel and make the tires last or heavy fuel and keep changing tires. If you get a flat tire on your fuel in lap tough you should have come in a lap earlier, or you'll just have to go around again.No refueling, too dangerouse
It's interesting to try an put this lot in words. I've watched F1 since around 1980 and I've had many conversations with my father and other people over the years as to what I would or wouldn't do If I were crowned Grand F1 Puba. What seems simple and straight forward in you head is a whole lot more difficult to express in 'rule' form, even when it's just a fun informal way like this. The truth is actually writing rules for the most expensive, high stakes sport in the world has got to be a tough job.
