On the outside this year's F1 cars do not look dissimilar to the machines that took to the Melbourne grid this time last year. Under the skin, though, a number of crucial changes have been made to comply with new FIA rules.

While the regulations aren't as drastic as the re-introduction of traction control - which will be with us again from Barcelona on - we could see a fundamental change to the way F1 has been raced over the last two years.

Narrow-track cars, grooved tyres and an increased reliance on aerodynamic solutions to stability have meant that overtaking has been at a premium as drivers struggle with unpredictable cars and an absence of advantageous slipstreams from the rear of the car in front.

This year, though, the FIA has radically changed the rules governing both the front and rear wings of the cars, which could see a return of draughting and overtaking to F1.

The front wing height has been raised by some 50 mm, leading teams to design front wings with large scoops designed to better funnel the air over the car and maximise the lessened downforce. The nervousness at the front has been replicated at the rear as well with the rear wing.

"The upper wing is now limited in depth and to a total of three elements, whereas in places like Monaco and Hungary teams have run seven or eight elements," explained McLaren designer Adrian Newey recently.

"The lower part of the rear wing is limited to a single element, where previously some teams have run three elements. This also has to be mounted very low on the car, so those two changes drastically reduce the amount of downforce available."

The result means that the rear of the car becomes much more unstable and should result in drivers sliding their charges around the corners a lot more. The other effect of reduced downforce is that cars will create a bigger wake, allowing a following car to tuck in behind and then slingshot past as it exits the slipstream.

Jordan's Heinz Harald Frentzen is one who agrees that the new wing structure could see more overtaking. "I was sceptical at first about what difference the wings would make, but it did make a difference. It might be possible that we will see some overtaking this year, which will be interesting."

Michael Schumacher, however, said the effect of the new wings remains to be seen. Asked if he had noticed any difference in recent tests, the German said: "I think rule changes are fairly small in order to make the effect your looking for. It's step by little step to get that effect and to lose the aerodynamic efficiency. From testing? I don't know if you can tell. It's only by racing that you can tell."

While wing heights and elements restrictions will have the biggest effect on aerodynamic balance, the designers have also had to contend with the FIA's insistence that roll hoops be strengthened by a massive 400 per cent. The result is a much wider section behind the driver's head, which has led to difficulties with maintaining an efficient centre of gravity on the cars.

"The crash structures haven't been too much of a problem," said Newey. "Obviously it's meant a longer sidepod, but, apart from that, no major problems. The higher roll hoop loads have meant putting weight up high, but it's the same for everybody, and undoubtedly a good regulation change."