Ferrari drivers Eddie Irvine and Luca Badoer were the guinea pigs at a test earlier this week at Monza when they tried a special track surface designed to cut spray in wet conditions called porous draining asphalt. Both drivers found that the surface, which has been in existence for several years, cut spray dramatically, although Eddie Irvine pointed out that it would have to be tested in race conditions before it could be adopted universally.

The demonstration, using contemporary Formula One cars, was held on the same day that the FIA, motor racing?s governing body, was talking to road engineers from all over Europe plus a delegate from New Zealand on the subject of porous draining asphalt and its suitability to motor racing circuits. Members of the Circuit Safety Commission discussed the various options open to circuit owners, but afterwards the FIA stressed that it was a very long way from even recommending specific surfaces to them.

Monza has had a strip of some 600 meters of porous draining asphalt laid for some time on what is sometimes known as the speed bowl, around the old banking. Water drains through the surface rather than across it; the surface is an open weave asphalt with some 20 per cent void, while underneath is a second layer which allows the water to drain to the side of the track. Motorways in France, Germany, Britain and Austria have been laid with this tarmac, specifically designed to cut down spray in wet conditions.

The problem is that the FIA has never found one that can stand up to the acceleration, braking and lateral forces to be found in motor racing. The open weave tends to make it less stable than a denser tarmac. Indeed, it was a porous draining asphalt which was laid at Spa in the mid-1980s when the track broke up in hot conditions causing the postponement of that year?s Belgian Grand Prix. It is the stresses in corners which tend to create a problem.

The FIA has been actively investigating what can be done in this area since 1995, and notes that the arrival of new products continue to make the adoption of such a surface more viable. The FIA is looking to decrease the incidence of spray and the chance of aquaplaning and increase driver visibility which, at Grand Prix racing speeds, is crucial in wet weather.

During the day, Irvine and Badoer did three runs on the Monza surface which is provided by Eni, a branch of Italian petroleum company AGIP. The surface has previously been used in a special stage rally, with a chicane specially laid out to subject the surface to lateral forces. The Ferraris had a 200 meter start before hitting the 600 meter of new surface, which was followed by 150 meters in which to slow down. Reaching speeds of 260 kph, observers noted that the spray decreased dramatically on the porous surface.

The course was specially dampened for the test. "Visibility and grip were amazing," said Irvine afterwards, but added a note of caution. "Of course, we have to see what it?s like on a hot day under race conditions. It looks very good under these conditions but we would have to wait and see. However, in the interim, in terms of spray dispersal and grip it works well."

The FIA is very far from making any decisions regarding such surfaces. They are encouraging and supporting further on-going research into such surfaces, but while appreciating such practical demonstrations, they are also looking into more scientific tests to find out what a Formula One tyre - or even a sports car tyre - would do to such surfaces. Certainly, they say, they are a long way from demanding that circuits commit themselves to the expensive change of surface - whatever the apparent benefits. Honda reintroducing a V12 engine, because it delivers more power, but on the other hand is less driveable and uses more fuel.