While the sweeping rule changes for 2003 do not go as far as the much-desired return to slick tyres and mechanical grip, the new technical and procedural regulations are still a massive step in the right direction. Single-lap qualifying will spice up the grid order; there's no more getting four shots at the near-perfect lap. Giving points to the top eight, whilst stuffing up the record books for anoraks and potentially encouraging some to settle for 2nd instead of going for the win, may nonetheless prolong the title fight.

The decision of four teams to opt for Friday testing will be one of the intriguing questions throughout the season. Will it advantage or hamper Renault, Jaguar, Jordan and Minardi? Perhaps there will be no trend at all, such that at some tracks it will be a huge boon whereas at others it will present no benefit. Either way, it has added to the unpredictability of Grand Prix racing, an aspect which has seemingly disappeared over the past few years with such rising levels of professionalism and reliability.

So too has the rule that cars will now be quarantined between qualifying and race. There is now every chance that a car may take the start with a niggling problem that has not been cured. It has placed greater emphasis on the driver, because now in qualifying he must tread the very fine line between pushing too hard and not hard enough, and the line between saving the car and punishing it so hard that he risks damaging his chassis and internal components.

Car-to-pit telemetry is still permitted this year, as are radio communications, but these must now be accessible to the host broadcaster, something that has been in place in CART for years. Both these changes came as a surprise, as both have been around for a long time and neither were part of the recent upsurge in electronic developments. Perhaps the radio ban is the FIA's way of monitoring on-the-spot team orders, which are meant to be outlawed, but few really know how the governing body intends to police it.

These have all been introduced in the name of cost-cutting, which supposedly is for the benefit of the teams suffering from the current uncertain economic climate. Whether or not they actually slash costs is unclear, but the re-introduction of the fallible human element is good for the spectacle regardless. Cost-cutting is also the rationale behind the other changes for 2004 and beyond, such as long-life engines and standard ECUs and rear wings. The arguments about those are for the moment reserved for another day.

Of course, not all are enamoured with the rule changes, the most vehement objectors being Ron Dennis and Frank Williams. These rich arrogants have had the hide to criticise the rules, especially the technical ones, in the name of fans, sponsors and manufacturer involvement. They are like ostriches with their heads buried deep in the sand, and their objections show how self-centred and out of touch with the majority of the Formula One world they are.

Besides, Williams' crusade to maintain manufacturer involvement at a time when he has his BMW deal snugly in his back pocket, when the big bucks that such companies can put into F1 are strangling the less well-funded operations, reeks of hypocrisy, especially since his was the classic story of a privateer team made good. One can only assume that Williams and McLaren had planned some super electronic gizmos in their bid to catch and pass Ferrari in 2003.

But in that regard, never has the truism "catching is one thing, passing is another" been more pertinent. Williams and McLaren have the capacity to move up to the Ferrari F2002's level from last year. Whether or not that will be enough to prevent Michael Schumacher from taking an unprecedented 6th world title, and Ferrari's 5th straight constructors' crown, will depend on how much of an improvement the F2003-GA is, and whether Williams and McLaren have sacrificed reliability to bridge the performance gap.

The rest of the field is intriguing, and may be very closely bunched in 2003, fighting for the minor points down to 8th. Each team has some ingredients that may make them an extremely potent force with strong claims to a top 6 place in the manufacturers' points. But they all also have some real question marks that will give their bosses some sleepless nights until the bull stops and the lights go out at Albert Park. Click below, then, for our predictions for each 2003 car and driver.