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1 Chapter 1 : Formula 1 Engine The Modern Formula 1 Race Car Nigel Macknight. Subtitled: From Concept to Competition, Design and Development of the Lola BMS-Ferrari Grand Prix Car. In a gesture uncharacteristic for F1 constructors, Lola has thrown open the doors and allowed Macknight to follow the car from the planning stages in the drawing and computer rooms to the nuts and. Formula One was a new formula agreed upon after World War II during, with the first non-championship races being held that year. The first world championship race was held at Silverstone, United Kingdom in A championship for constructors followed in National championships existed in South Africa and the UK in the s and s. Non-championship Formula One events were held for many years, but due to the increasing cost of competition, the last of these occurred in However, Fangio won the title in,,,, and His record of five World Championship titles stood for 45 years until German driver Michael Schumacher took his sixth title in, his streak interrupted after an injury by two-time champion Alberto Ascari of Ferrari. This period featured teams managed by road car manufacturers Alfa Romeo, Ferrari, Mercedes-Benz, and Maserati ; all of whom had competed before the war. They were front-engined, with narrow tyres and 1. The and World Championships were run to Formula Two regulations, for smaller, less powerful cars, due to concerns over the paucity of Formula One cars available. Mercedes drivers won the championship for two years, before the team withdrew from all motorsport in the wake of the Le Mans disaster. The iconic British Racing Green Lotus, with a revolutionary aluminium-sheet monocoque chassis instead of the traditional space-frame design, was the dominant car, and in, the team broke new boundaries, when they were the first to carry advertising on their cars. By, all regular competitors had switched to mid-engined cars. The Ferguson P99, a four-wheel drive design, was the last front-engined F1 car to enter a world championship race. It was entered in the British Grand Prix, the only front-engined car to compete that year. This proved to be the greatest technological breakthrough since the introduction of mid-engined cars. During, Lotus painted an Imperial Tobacco livery on their cars, thus introducing sponsorship to the sport. Previously, the circuit owners controlled the income of the teams and negotiated with each individually; however Ecclestone persuaded the teams to "hunt as a pack" through FOCA. In return for the package, almost all that was required was to surrender trackside advertising. By, a BMW turbocharged engine achieved a flash reading of 5. To reduce engine power output and thus speeds, the FIA limited fuel tank capacity in, and boost pressures in, before banning turbocharged engines completely in Lotus began to develop a system of active suspension, which first appeared during on the By, this system had been perfected and was driven to victory by Ayrton Senna in the Monaco Grand Prix that year. In the early s other teams followed suit and semi-automatic gearboxes and traction control were a natural progression. The FIA, due to complaints that technology was determining the outcome of races more than driver skill, banned many such aids for This resulted in cars that were previously dependent on electronic aids becoming very "twitchy" and difficult to drive particularly the Williams FW Many observers felt the ban on driver aids was in name only as they "proved difficult to police effectively". No driver had died of injuries sustained on the track at the wheel of a Formula One car for 20 years, until the Japanese Grand Prix where Jules Bianchi collided with a recovery vehicle after aquaplaning off the circuit. Since, three track marshals have lost their lives, one at the Italian Grand Prix, [29] the second at the Australian Grand Prix [29] and the third at the Canadian Grand Prix. There were to be four grooves on the front three in the first year and rear that ran through the entire circumference of the tyre. The objective was to reduce cornering speeds and to produce racing similar to rainy conditions by enforcing a smaller contact patch between tyre and track. This, according to the FIA, was to promote driver skill and provide a better spectacle. The grooved tyres also had the unfortunate side effect of initially being of a harder compound to be able to hold the grooved tread blocks, which resulted in spectacular accidents in times of aerodynamic grip failure as the harder compound could not grip the track as well. Due to the technological advances of the s, the cost of competing in Formula One increased dramatically. This increased financial burdens, combined with the dominance of four teams largely funded by big car manufacturers such as Mercedes-Benz, caused the poorer independent teams to struggle not only to remain competitive, but to stay in business, and forced several teams to withdraw. Since, twenty-eight Page 1

2 teams have withdrawn from Formula One. This has prompted former Jordan owner Eddie Jordan to say that the days of competitive privateers are over. During, Renault and Alonso won both titles again. Schumacher retired at the end of after sixteen years in Formula One, but came out of retirement for the season, racing for the newly formed Mercedes works team, following the rebrand of Brawn GP. During this period, the championship rules were changed frequently by the FIA with the intention of improving the on-track action and cutting costs. Other changes included the qualifying format, the points scoring system, the technical regulations, and rules specifying how long engines and tyres must last. A "tyre war" between suppliers Michelin and Bridgestone saw lap times fall, although at the United States Grand Prix at Indianapolis, seven out of ten teams did not race when their Michelin tyres were deemed unsafe for use, leading to Bridgestone becoming the sole tyre supplier to Formula One for the season. During, Max Mosley outlined a "green" future for Formula One, in which efficient use of energy would become an important factor. The sole exception was McLaren, which at the time was part-owned by Mercedes Benz. This resulted in the end of manufacturer dominance within the sport. The Lotus F1 Team [35] were another, formerly manufacturer-owned team that reverted to "privateer" ownership, together with the buy-out of the Renault team by Genii Capital investors. A link with their previous owners still survived however, with their car continuing to be powered by a Renault Power Unit until Hence, during the season, Mercedes Benz re-entered the sport as a manufacturer after its purchase of Brawn GP, and split with McLaren after 15 seasons with the team. This left Mercedes, McLaren, and Ferrari as the only car manufacturers in the sport, although both McLaren and Ferrari began as racing teams rather than manufacturers. They were also joined by the US F1 Team, which planned to run out of the United States as the only non-european based team in the sport. Financial issues befell the squad before they even made the grid. Despite the entry of these new teams, the proposed cost-cap was repealed and these teams â who did not have the budgets of the midfield and top-order teams â ran around at the back of the field until they inevitably collapsed; HRT in, Caterham formerly Lotus in and Manor formerly Virgin then Marussia, having survived falling into administration in, went under at the end of A rule shake-up in, meant Mercedes emerged as the dominant force, with Lewis Hamilton winning the championship closely followed by his main rival and teammate, Nico Rosberg, with the team winning 16 out of the 19 races that season all other victories coming from Daniel Ricciardo of Red Bull. Marussia returned under the Manor name in, a season in which Ferrari were the only challenger to Mercedes, with Vettel taking victory in the three Grands Prix Mercedes did not win. His charge was halted by Max Verstappen, who took his maiden win in Spain in his debut race for Red Bull. After that, the reigning champion Lewis Hamilton decreased the point gap between him and Rosberg to only one point, before taking the championship lead heading into the summer break. Following the break, the 1â 2 positioning remained constant until an engine failure for Hamilton in Malaysia left Rosberg in a commanding lead that he would not relinquish in the 5 remaining races. Page 2

3 Chapter 2 : The official home of Formula 1Â blog.quintoapp.com A modern Formula One car almost looks like no one is driving. The driver sits hunkered down behind crash-protection structures, with just the tip of the helmet blog.quintoapp.com at least drivers keep a. Difference in rail arrangement Piston head in Formula 1 is on limit, very light Ford Cosworth, 8 cylinder engine, 2,4 liter, produced, still in use Red Bull revs one of its Renault V8 engines to destruction after the race in Brazil Numbers on a typical race per Grand Prix: Number of combustions in a GP: This is the second longest period at wide open throttle of any circuit: In terms of the percentage of the lap spent at wide open throttle, Shanghai is actually among the least demanding circuits of the year: A piston will complete over 12, cycles, and the crankshaft 24, rotations, during every lap in Shanghai - this can be translated to nearly 2km of distance travelled by the piston. Out of that, m are accounted for in the back straight. This acceleration equates to more than 8,G and the force held by the piston exceeds 50kN - equivalent to the weight of more than three standard road cars. For the valves, life is even tougher: At 18, rpm, the engine admits around liters of air per second - which would equate to 27, liters per minute at maximum revs. The regulation changes for and From year, new FIA rules stipulate one engine for three races. Until now it was stipulated to use engine for two races. In a move designed to boost reliability still further, rev limits will be cut from 19, to 18, rpm. Teams will be limited to eight engines per season - eight for each race driver and an additional four for testing. Just one team - Renault - has been allowed to make performance modifications to their engine for and again in in order to help equalise power outputs. The new rules could be confirmed by governing body the FIA on 10 December The move was opposed for some time by Mercedes and Ferrari because they felt it did not make any sense to commit to spending millions designing a new type of engine at a time when the sport was trying to cut costs, and teams were facing problems finding sponsorship as the global economic crisis bit. F1 commercial boss Bernie Ecclestone put it this way to me when I spoke to him about the prospect of the new rules: We have a very good engine formula. Why should we change it to something that is going to cost millions of pounds and that nobody wants and that could end up with one manufacturer getting a big advantage? They will turn the page as far as engine technology is concerned and will re-introduce engines as performance differentiators, at least to start with. Without getting too technical, Article 1. But why a Power Unit? The Power Unit has been designed with integrated hybrid systems from the very beginning. Many areas of the engine architecture are fixed, such as the bore size, the crankshaft height, the single turbo and so on. The key to building a great engine rather than just a good one will be getting power from the given fuel flow. The engines will be high revving. So if he has a failure of ERS, turbo, an exhaust, battery or control electronics failure you will have to use a sixth power unit and incur a 10 place penalty. Heat recovery from the exhaust is part of a system which will harvest five times the energy KERS does currently. This is one of the key areas of development. To addition to single KERS system used today, which gives around 80hp boost for 7 seconds per laps, the units will also harvest energy from ERS. They will still be able to harvest energy from and deploy energy to the rear axle, and to addition to that they can now do the same from the turbocharger. All of which will boost the output to hp for 33 seconds per lap 4MJ compared to kj. The unit can store 10 times more energy than the current KERS units and harvest 5 times more energy at the rear axle. As the driver on average demands full power for 50 seconds per lap, this means that the hybrid aspect will be a very significant contributor to lap time. The engines will use Direct Injection, pressurized to bar. But the rules also allow the engineers some freedom to innovate, with certain key parameters controlled, which seems like a good compromise. This will keep the engine builders on their toes. With the new generation hybrid devices and because of turbocharger, the engine is going to produce a lot more torque than the V8 and over a wider power band, and this will lead to the cars stepping out more at the rear as they exit corners, That means the car is going to be grip limited on corner exit. Getting on top of that will be important, but so will the efficiency of the power units themselves. The pressure will be on tire supplier Pirelli to produce tires that can cope with the increase in sliding. There will be a single exhaust, exiting down the centre of the engine cover, onto the rear wing. This will make exhaust blowing into the diffuser a huge challenge, but as the gains are so great it will be Page 3

4 fascinating to see how the aerodynamicists manage to channel the air. It is noticeably less of a high-pitched wail at peak revs, as the maximum is now 15,rpm, rather than the 18, previously. And the turbo, which revs to a maximum,rpm will also be audible. The engine note will not be as loud as the V8 because of two factors: The manufactures have agreed to homologate the engines on March 1st, so they have until then to develop them. Page 4

5 Chapter 3 : Modern formula 1 racing car with realistic design Vector Free Download A Formula One car is a single-seat, open cockpit, open-wheel racing car with substantial front and rear wings, and an engine positioned behind the driver, intended to be used in competition at Formula One racing events. The regulations governing the cars are unique to the championship. Chassis design[ edit ] The modern-day Formula One cars are constructed from composites of carbon fibre and similar ultra-lightweight materials. Cars are weighed with dry-weather tyres fitted. The advantage of using ballast is that it can be placed anywhere in the car to provide ideal weight distribution. The season limited engines to 18, rpm in order to improve engine reliability and cut costs. The only team to take this option was the Toro Rosso team, which was the reformed and regrouped Minardi. The engines are a stressed member in most cars, meaning that the engine is part of the structural support framework, being bolted to the cockpit at the front end, and transmission and rear suspension at the back end. In the championship, engines were required to last a full race weekend. For the championship, they were required to last two full race weekends and if a team changes an engine between the two races, they incur a penalty of 10 grid positions. In, this rule was altered slightly and an engine only had to last for Saturday and Sunday running. This was to promote Friday running. In the season, engines were required to last two full race weekends; the same regulation as the season. However, for the season, each driver is allowed to use a maximum of 8 engines over the season, meaning that a couple of engines have to last three race weekends. This method of limiting engine costs also increases the importance of tactics, since the teams have to choose which races to have a new or an already-used engine. As of the season, all F1 cars have been equipped with turbocharged 1. Turbochargers had previously been banned since The benefit is that air is not traveling through as much pipework, in turn reducing turbo lag and increases efficiency of the car. In addition, it means that the air moving through the compressor is much cooler as it is further away from the hot turbine section. Formula One cars use semi-automatic sequential gearboxes, with regulations stating that 8 forward gears increased from 7 from the season onwards [9] and 1 reverse gear must be used, with rear-wheel drive. Clutch control is also performed electro-hydraulically, except to and from a standstill, when the driver operates the clutch using a lever mounted on the back of the steering wheel. Shift times for Formula One cars are in the region of 0. Changing a gearbox before the allowed time will cause a penalty of five places drop on the starting grid for the first event that the new gearbox is used. The aerodynamic designer has two primary concerns: Several teams started to experiment with the now familiar wings in the late s. Race car wings operate on the same principle as aircraft wings, but are configured to cause a downward force rather than an upward one. The aerodynamic downforce allowing this, is typically greater than the weight of the car. That means that, theoretically, at high speeds they could drive on the upside down surface of a suitable structure; e. Early experiments with movable wings and high mountings led to some spectacular accidents, and for the season, regulations were introduced to limit the size and location of wings. Having evolved over time, similar rules are still used today. In the late s, Jim Hall of Chaparral, first introduced " ground effect " downforce to auto racing. In the mid s, Lotus engineers found out that the entire car could be made to act like a giant wing by the creation of an airfoil surface on its underside which would cause air moving relative to the car to push it to the road. After technical challenges from other teams, it was withdrawn after a single race. The primary wings mounted on the front and rear are fitted with different profiles depending on the downforce requirements of a particular track. In contrast, high-speed circuits like Monza see the cars stripped of as much wing as possible, to reduce drag and increase speed on the long straights. This reduces drag and maximises the amount of air available to the rear wing. Revised regulations introduced in forced the aerodynamicists to be even more ingenious. In a bid to cut speeds, the FIA robbed the cars of a chunk of downforce by raising the front wing, bringing the rear wing forward, and modifying the rear diffuser profile. Most of those innovations were effectively outlawed under even more stringent aero regulations imposed by the FIA for The changes were designed to promote overtaking by making it easier for a car to closely follow another. From DRS is available only at the pre-determined points during all sessions. The system is then deactivated once the driver brakes. The system Page 5

6 "stalls" the rear wing by opening a flap, which leaves a 50mm horizontal gap in the wing, thus massively reducing drag and allowing higher top speeds. However, this also reduces downforce so it is normally used on longer straight track sections or sections which do not require high downforce. The system was introduced to promote more overtaking and is often the reason for overtaking on straights or at the end of straights where overtaking is encouraged in the following corner s. However, the reception of the DRS system has differed among drivers, fans, and specialists. Former Formula 1 driver Robert Kubica has been quoted of saying he "has not seen any overtaking moves in Formula 1 for two years",[ citation needed ] suggesting that the DRS is an unnatural way to pass cars on track as it does not actually require driver skill to successfully overtake a competitor, therefore, it would not be overtaking. The rear wing of a modern Formula One car, with three aerodynamic elements 1, 2, 3. Wings[ edit ] Front and rear wings made their appearance in the late s. Seen here in a Matra Cosworth MS By the end of the s wings had become a standard feature in all Formula cars Early designs linked wings directly to the suspension, but several accidents led to rules stating that wings must be fixed rigidly to the chassis. Like most open-wheel cars they feature large front and rear aerofoils, but they are far more developed than American open-wheel racers, which depend more on suspension tuning; for instance, the nose is raised above the centre of the front aerofoil, allowing its entire width to provide downforce. They also feature aerodynamic appendages that direct the airflow. Such an extreme level of aerodynamic development means that an F1 car produces much more downforce than any other open-wheel formula; Indycars, for example, produce downforce equal to their weight that is, a downforce: Front wings heavily influence the cornering speed and handling of a car, and are regularly changed depending on the downforce requirements of a circuit. The bargeboards in particular are designed, shaped, configured, adjusted and positioned not to create downforce directly, as with a conventional wing or underbody venturi, but to create vortices from the air spillage at their edges. The use of vortices is a significant feature of the latest breeds of F1 cars. Since a vortex is a rotating fluid that creates a low pressure zone at its centre, creating vortices lowers the overall local pressure of the air. Since low pressure is what is desired under the car, as it allows normal atmospheric pressure to press the car down from the top; by creating vortices, downforce can be augmented while still staying within the rules prohibiting ground effects. Appeals from many of the teams were heard by the FIA, which met in Paris, before the Chinese Grand Prix and the use of such diffusers was declared as legal. Brawn GP boss Ross Brawn claimed the double diffuser design as "an innovative approach of an existing idea". These were subsequently banned for the season. Several teams protested claiming the wing was breaking regulations. Footage from high speed sections of circuits showed the Red Bull front wing bending on the outsides subsequently creating greater downforce. Tests were held on the Red Bull front wing and the FIA could find no way that the wing was breaking any regulation. Since the start of the season, cars have been allowed to run with an adjustable rear wing, more commonly known as DRS drag reduction system, a system to combat the problem of turbulent air when overtaking. On the straights of a track, drivers can deploy DRS, which opens the rear wing, reduces the drag of the car, allowing it to move faster. As soon as the driver touches the brake, the rear wing shuts again. In free practice and qualifying, a driver may use it whenever he wishes to, but in the race, it can only be used if the driver is 1 second, or less, behind another driver at the DRS detection zone on the race track, at which point it can be activated in the activation zone until the driver brakes. Ground effect[ edit ] A rear diffuser on a Renault R Rear diffusers have been an important aerodynamic aid since late s F1 regulations heavily limit the use of ground effect aerodynamics which are a highly efficient means of creating downforce with a small drag penalty. The underside of the vehicle, the undertray, must be flat between the axles. A substantial amount of downforce is provided by using a rear diffuser which rises from the undertray at the rear axle to the actual rear of the bodywork. However, this drag is more than compensated for by the ability to corner at extremely high speed. The aerodynamics are adjusted for each track; with a low drag configuration for tracks where high speed is more important like Autodromo Nazionale Monza, and a high traction configuration for tracks where cornering is more important, like the Circuit de Monaco. The front wing is lower than ever before. A ban on aerodynamic appendages resulted in the cars having smoother bodywork. With the regulations, the FIA rid F1 cars of small winglets and other parts of the car minus the front and rear wing used to manipulate the airflow of the car in order to Page 6

7 decrease drag and increase downforce. As it is now, the front wing is shaped specifically to push air towards all the winglets and bargeboards so that the airflow is smooth. Should these be removed, various parts of the car will cause great drag when the front wing is unable to shape the air past the body of the car. Steering wheel[ edit ] A Lotus F1 wheel, with a complex array of dials, knobs, and buttons. The driver has the ability to fine-tune many elements of the race car from within the machine using the steering wheel. The wheel can be used to change gears, apply rev. Data such as engine rpm, lap times, speed, and gear are displayed on an LCD screen. The wheel hub will also incorporate gear change paddles and a row of LED shift lights. In the season, certain teams such as Mercedes have chosen to use larger LCDs on their wheels which allow the driver to see additional information such as fuel flow and torque delivery. They are also more customizable owing to the possibility of using much different software. Fuel[ edit ] Crash resistant fuel bladders, reinforced with such fibers as Kevlar, are mandatory on Formula One cars. The fuel used in F1 cars is fairly similar to ordinary petrol, albeit with a far more tightly controlled mix. Formula One fuel can only contain compounds that are found in commercial gasoline, in contrast to alcohol-based fuels used in American open-wheel racing. Blends are tuned for maximum performance in given weather conditions or different circuits. During the period when teams were limited to a specific volume of fuel during a race, exotic high-density fuel blends were used which were actually more dense than water, since the energy content of a fuel depends on its mass density. To make sure that the teams and fuel suppliers are not violating the fuel regulations, the FIA requires Elf, Shell, Mobil, Petronas and the other fuel teams to submit a sample of the fuel they are providing for a race. At any time, FIA inspectors can request a sample from the fueling rig to compare the "fingerprint" of what is in the car during the race with what was submitted. Formula One tyres Bridgestone Potenza F1 front tyre The season saw the re-introduction of slick tyres replacing the grooved tyres used from to Unlike the fuel, the tyres bear only a superficial resemblance to a normal road tyre. This is the result of a drive to maximize the road-holding ability, leading to the use of very soft compounds to ensure that the tyre surface conforms to the road surface as closely as possible. Since the start of the season, F1 had a sole tyre supplier. From to, this was Bridgestone, but saw the reintroduction of Pirelli into the sport, following the departure of Bridgestone. Nine compounds of F1 tyre exist; 7 are dry weather compounds superhard, hard, medium, soft, super-soft, ultra soft and hypersoft while 2 are wet compounds intermediates for damp surfaces with no standing water and full wets for surfaces with standing water. Three of the dry weather compounds generally a harder and softer compound are brought to each race, plus both wet weather compounds. Page 7

8 Chapter 4 : Fast Money: The Costs of a Formula One Car TheRichest Chassis. The heart of a Formula One car is the chassis -- the part of the automobile onto which everything is bolted and attached. Like most modern cars and aircraft, Formula One race cars feature monocoque construction. A- Frontal area V- Object velocity We all know that, speaking generally, the forces exerted by aerodynamics increase with the square of speed. Due to the nature of the vehicles, the aerodynamics of F1 cars are quite different to that of road cars â with drag coefficients of between 0. This is partly due to the rules running exposed wheels is part of the definition of an open-wheeled racing car and partly because downforce is usually much more important than drag. Aerodynamic research in F1 has been an area of high investment in the past 30 years. Assuming no regulatory limitations, this trend would continue while the bodywork rules are changed continually or while changes to the shape of the cars continue to provide significant improvements in lap time around the F1 circuits of the world. However, agreements between teams started to limit investment and now rules have been introduced officially to limit how much research is done into aerodynamics in wind tunnels and in CFD. Naturally teams will optimize their resources to still obtain the maximum they can from the aerodynamics of the cars. To investigate the aerodynamics of a F1 car the teams use various methods of research. Computers are used to mathematically simulate the flow of air around and through the cars and to model vehicle behavior on the track. The real cars used to be tested as well in wind tunnels and on special straight line test facilities, but this is now banned. Cars are tested on the real tracks of course, but that too is limited to fewer test days than was possible in the past. Each of the top 10 F1 teams has somewhere between 50 and people working solely on aerodynamic research. These simulations are then constantly improved by comparing them to the realities of racing and testing. In the present F1 environment, other performance factors which are normally very important have been limited more severely. The tire supplier selects 2 of the 4 dry options they make for the season plus one intermediate and one extreme wet tire. So you cannot develop your own tire to get an advantage. In the 5 years to engine specifications were, effectively, frozen. For there is a completely new powertrain formula but the idea is that these powertrains will also be virtually frozen once a reasonable level of parity is established. Cars must race above a certain minimum weight to protect against dangerous construction as low weight helps lap time. Suspension kinematics is relatively free so this is an area where the teams can make a difference, but suspension must be passive. However, because aerodynamics is so dominant, even this is compromised to ensure aerodynamics benefits are maximized. In the past the tunnels were used 24 hours per day 7 days per week and some teams had more than one wind tunnel working, but rules now limit that check the FIA rules about Wind tunnel and CFD testing limitation on the end of this article. These rolling roads Moving ground plane or rolling road systems employ steel belt technology, air bearings and sophisticated hexapod model motion systems to optimize the accuracy of F1 aerodynamic testing. Added by SEAS and boundary layer control systems are essential for racing car work and are a science in themselves. To approach a realistic representation of the aerodynamics on a real full-scale car, it is best to test a large model as fast as possible, allowing for all the difficulties involved. All simulation methods, whether computer or wind tunnel testing, have their strengths and their limitations. One way that teams can make a difference to performance is through the understanding of these factors and the methods employed to take advantage of the strengths and to cover the weaknesses of each type of simulation. Real-car track testing is a vital part of this process but is too slow, imprecise and expensive a method to be the only sort of testing a team should do. The variations in temperature, wind, track condition, tires, driver input variations, etc. It is though the most important reality we try to simulate. Track testing is also limited by regulation so the teams experiment with new parts mainly on Friday practice sessions at a grand prix weekend. After they reach a certain speed, race cars begin to behave less and less like automobiles and more like airplanes. With race speeds climbing ever higher, you need increasingly advanced tools to help you understand the aerodynamic properties of your vehicle designs. Sauber left and Ferrari right wind tunnel are two of this tools. Ferrari had a power of 2. The Sauber tunnel is much longer and wider. They also have more length in the chamber to simulate two cars behind each other. Ferrari cannot do that. The Ferrari tunnel is exposed to the environment Page 8

9 outer walls will heat and cool down with outside temperature and the Sauber tunnel is entirely covered by a building which will have an influence on internal temperature control. Perhaps, problems with Ferrari wind tunnel are due to external parts. These parts are affected by external temperature changes. The wind tunnel is designed as a closed circuit, measuring metres in length without the test section and with a maximum tube diameter of 9. The overall weight of all the steel elements plus the fan housing comes to tonnes. The single-stage axial fan with carbon rotor blades uses 3, kw at full load. At the heart of any wind tunnel is the test section. Both its diameter and the length of the rolling road are generously sized to provide optimal conditions for precise results. Testing with the actual racing car is technically possible, but tends to be the exception due to the regulations. Work is carried out almost exclusively using percent scale models. To allow the test models to be exposed to the air stream not just frontally but at an angle of up to ten degrees as well, the entire measuring platform can be rotated. The platform features a rotating steel belt which simulates the relative motion between the vehicle and the road and which runs in sync with the flow of air. Load cells are mounted under the belt to measure wheel loads. Externally, the elegant wind tunnel building appears as a homogeneous hall, whereas in fact it consists of clearly separate elements: The first-floor gallery has room for guests. This area is divided from the technical section by a glass wall, which ensures that the visual link is preserved while insulating it against the noise from the wind tunnel. The Wind Tunnel looks like a large cylinder placed horizontally and closed at both ends by a C - shaped tubular duct. In this tunnel, the airflow is created by a turbine fan with a power of 2, kw, while sophisticated equipment keeps the temperature range down to 0. The electronic system of recording and processing of analogical and digital data regarding the acting forces and the speed, direction and turbulence of the wind is in constant implementation. Its central element is the tubular duct 80 metres in length where a flow of air is generated that is high quality in terms of turbulence, angularity and uniformity. The turbine guarantees an airflow of about kph for models in 1: Thanks to a mechanism controlled by over sensors and a conveyor belt synchronized with the wind speed, it is possible to simulate and monitor on the models all attitudes and movements when they are in motion: Added by SEAS The highest proportion of aerodynamic research money and energy is spent by most teams on the wind tunnel testing of scale models of the car. The models are not usually constructed in the same way or using the same materials as a real car. They are designed to simulate both the internal and external shape of the cars while enabling the teams to change the design of the model shape more simply than would be possible on a miniature replica of the real car. The model is usually suspended from the roof of the tunnel and is packed full of motors, load cells, pressure-measuring equipment, computers and other electronics. Sometimes wheels are not attached directly to the model but are held in place via mounts from outside the model. This has been found to give better overall repeatability of force measurement. However, wheels-on-model is more accurate and is more commonly used. The teams routinely conduct tests over a range of ride heights and pitches differences in front and rear height to the ground while assessing model as well as wheel forces and scanning pressures. The effect of exhaust gas, roll, yaw and steer are conducted regularly as well. Graphical or tabulated results are displayed on monitors during the tests and the final result is seen shortly after the last measurements are taken. Every team is different so this is only a guide. High-speed dynamic movement of the models has been tried by some ambitious teams but the mechanical forces involved are so high that this has not proven to be a reliable development method. However, there has been a strong trend toward continuous motion of the model in the tunnel a sort of slow-motion grand prix simulation. Mathematical modelling and computational fluid dynamics CFD are the areas of the most rapid growth in effort in racing car aerodynamics at the moment. Computers are used to back up real-car and rig testing of things like water and oil cooling, assessing what level of drag and downforce will give the best lap time at a particular track in any given conditions, etc. In-house circuit simulation and lap-time prediction programs are used to assess the effect of aerodynamic gains as well as engine power, gear ratios, gear-change time, weight, centre of gravity height, cooling, mechanical set-up, etc. Driver simulators take this world of simulation yet another step closer to the reality of a car on track. CFD is coming into its own as far as racing car aerodynamics are concerned. Modern super computers allow the use of mathematical models that mean complete and reasonably realistic full-vehicle aerodynamic simulations are now possible, if a little slow. The teams have now mainly settled on Page 9

10 a CFD method called Navier Stokes which copes well with the realities of racing cars. It will be some time before it is possible to dispense with wind tunnel testing because wind tunnels allow us to very quickly test hundreds of combinations of conditions and vehicle attitudes. In the wind tunnel teams are limited by wind-on time about 15 hours per week plus a maximum of 80 runs per week and 60 hours per week tunnel occupancy. CFD simulations are limited to a certain number of teraflops of solver time. Sauber had the fastest supercomputer in industrial use in Europe named Albert 2 located at its HQ in Hinwil, Switzerland, introduced in December Albert 2 was using 1, Intel processor cores compute nodes, each with two Intel Xeon dual core processors, have a total memory of 2,GB and a maximum power of 12,28 TFlops An extension of 32 more compute nodes to a total of nodes or 1. A further nodes, equipped with Intel Xeon E quad core processors four cores per processor and related Intel technology where added to the existing system so that the new supercomputer, Albert3,with cores. The main memory grew to GBytes and the peak compute power was 57,7 TFlops, New Albert 3 has a total weight of 38 tons and covers an area of only 24 square meters. Sauber no longer use Albert 2 or 3 and have much less powerful computers as CFD is limited in the regulations. Testing everything you want to try on a real car is very expensive engines, tires, travel to the test tracks, personnel, etc and has limited precision â plus this sort of activity is strictly limited. Atmospheric, track, tire and driving changes, for example, mean that small aerodynamic steps cannot be reliably assessed. Wind tunnel model testing works reasonably well in a straight line but realistic tire shape changes at the contact patch are difficult to match to reality and important to aerodynamics. Of course more aerodynamic downforce is only really needed when the driver is not able to drive at full throttle, such as when accelerating at low speed, cornering or braking. To simulate cornering in a wind tunnel is simply not practical as a racing car on the limit of adhesion is sliding all the time and the angle that the air approaches the front and the rear of the car is not the same. It is possible to steer the wheels of the model and to yaw the model. Of course any limitation irritates engineers, so improvements are constantly sought and we get ever closer to being able to simulate real cornering. The more realistic the simulation of the tire deformation, the more likely that the model tires will wear out and this can restrict what a team can achieve because model tires also supplied by Pirelli are restricted to 12 sets per year. While real-cornering simulation is not quite there yet for wind tunnel testing, these sorts of cases are at least theoretically possible using CFD. Page 10

11 Chapter 5 : Formula One car - Wikipedia Find helpful customer reviews and review ratings for Modern Formula One Race Car: From Concept to Competition, Design and Development of the Lola BMS-Ferrari Grand Prix Car at blog.quintoapp.com Read honest and unbiased product reviews from our users. Copy Link Copied So, you like to go fast. Not just fast, but ridiculously fast. Assuming you have the reflexes of a cat, stamina of a cage-fighter and driving experience equivalent to someone whose last name is Schumacher, then maybe this sport is for you. There is just one other important thing: If thousand dollar maintenance bills make you cringe at the dealership and soaring gas prices make you reluctant to fill up at the pump, this is not an undertaking for you. Deep pockets, a big check-book and, maybe, a rich friend who owes you some favors are prerequisites for taking ownership of one of the finest and most expensive racing vehicles ever built. The yearly F1 Championship sees 11 teams compete in 19 races on road and purpose-built tracks around the world. Driver points are handed out to drivers based on finishing position with the championship going to the driver who has amassed the most by the end of the season. Winners of previous seasons include the likes of Sebastian Vettel, Fernando Alonso and, of course, the seven-time champion Michael Schumacher. To recognize the designers and builders, constructor points are handed out to the teams. It is a sport with a rich history and an increasingly expensive bill. Each year a race team spends tens of millions of dollars to develop lighter materials and more aerodynamic exteriors. The result is a very expensive racing machine. Well, the amount of research and development which go into the various car parts means they are inherently expensive. From the steering wheel to the spoilers, parts often need to be manufactured specifically for each team with the highest level of precision using advanced equipment and software. Some of the more notable expenses include: The engine produced around hp and revved as high as 18, rpm. Previous engines were known to rev higher and output more power. In a search for greater safety and higher efficiency, however, Formula One management moved to limit engine output to the amount we see today. Teams could utilize several of these motors per car over a season. Effective and efficient shifting is crucial on the race track and a sloppy gearbox can cause a car to lose valuable time over the course of a lap. F1 teams generally keep the specifics of their gearbox under wraps. This is the body of the car. It is made of carbon-fibre. The monocoque serves two main purposes. First, it provides the car with most of its aerodynamic form. Second, it provides the driver with a number of safety features. These are the aerodynamic pieces at the front and back of the car which help push the car down as it speeds up. This ensures engine power is efficiently used to propel the car forward. A good suspension helps bring together the engine power, aerodynamic down-force and tire grip. It is a key component in realizing the potential of a Formula One car. Hitting a bump or going into a corner at kilometers-per-hour requires an advanced suspension. Entering and successfully handling a 5 g turn would be impossible without it. Normally not an item listed when going over the details of a performance car. Given it costs more than most cars on the road today, it deserves mention. A modern F1 steering wheel is made of carbon-fibre, has dozens of buttons and switches and often sports a LCD screen. Whereas most steering wheels have controls for the radio, cruise control and the windows, an F1 wheel has controls for the radio, differential, driver feeding pump, clutch, fuel, torque, oil pump and many more. These are only some of the parts costs of a Formula One car. The new motor is reported to put out around hp and redline at 15, rpm. The drop in horsepower from the V8 will be somewhat compensated by the addition of a turbocharger as Formula One moves to make lighter and more fuel efficient motors the norm. Ownership of a current F1 car may be out of reach but there are alternatives. Numerous companies are in the business of snapping up former race cars and offering them for sale to the general public â for a price, of course. Cars range from fully running and ready to engine-less chassis which require the buyer to purchase a new engine. While it may mean settling for an older F1 vehicle dating from the s to the s, the price is a fraction of what a more modern racer would cost. At the upper end of the spectrum are organizations such as Planet F1 PF1. Into these older F1 bodies they have fitted Cosworth V10 engines which provide hp. If your needs are for something more authentic and steeped in F1 history, go no further than Race-Cars. Their site lists a number of race-driven F1 cars from the s and s, Page 11

12 most of them complete with engine and spare parts. Definitely overshadowed by the Ferraris he eventually drove, the car was the vehicle Schumacher was driving when he won his first F1 points. The likelihood that you will become a Formula One driver is slim. The probability that you will own a Formula One car is only slightly better. New cars are full of technology and designs which manufacturers want to keep secret. Older cars are rare and often bought up by collectors. Yet, for a few hundred thousand you can get your own older F1 car. Of course this will create new challenges including getting insurance, maintenance and parking. If you have the money those problems are all easily remedied. Page 12

13 Chapter 6 : The new F1 power plants â you can't call them engines anymore Modern Formula One Race Car: From Concept to Competition, Design and Development of the Lola BMS-Ferrari Grand Prix Car by Nigel Macknight (, Hardcover) Be the first to write a review About this product. View gallery - 2 images Formula 1 racing is the most technologically driven sport in the world, and last season provided firm evidence of that fact. A sea change swept through the sport in, rendering what once was known as an engine into an insanely high-tech contraption called a "power unit. Make no mistake, back in the engines in Formula 1 cars were exceedingly high tech. Components that are made of simple metal or alloys for civilian cars were made out of materials imbedded with ceramics or cast using processes taken from aerospace manufacturing. The engines and drivetrains were festooned with computers controlling various systems by the millisecond; computer controlled electronic differential torque splits, throttle position over-mapping to artificially blow diffusers, fuel richness maps tweaked moment to moment to squeeze the last gram of performance out of what was in the tank. No longer are the most technologically advanced racing cars on the planet powered by a simple reciprocating, internal combustion engine ICE. In addition to the ICE internal combustion engine portion of the power unit, there are not one, but two separate and interconnected hybrid systems and three additional power producing components. The power unit breaks down into these components: Seriously, the last time I saw something this complex launched, it was fired out of a silo at Vandenberg Air Force Base. In short, they function like the conductor at an orchestra. It needs to monitor how much heat energy is coming off the Turbocharger TC as it spools down, decide when and how much of that energy to valve off into the Energy Store ES, how to combine that with the recovered energy using the Motor Generator Unit-Kinetic MGU-K, how to turn the flow around from the ES and get it back into the driving wheels when the throttle is blipped. When the driver does blip the throttle, the equation gets even messier. Does it need to come from the ICE? Should those percentages be varied over time to help with torque delivery and optimize acceleration? How should the energy build up be handled? Should some be shunted back into the ES? Is the ES starting to get overloaded and nearing the thermal limits of what it can take before it catches fire? And on it goes. That little scenario takes place over the course of a blink of an eye. And now, with the start of the second season running the new power units just weeks away, all the existing teams have enough experience to start squeezing even more grunt and efficiency. Page 13

14 Chapter 7 : How Formula 1 Technology Innovations are Racing Us into the Future Enter the world of Formula 1. Your go-to source for the latest F1 news, video highlights, GP results, live timing, in-depth analysis and expert commentary. WhatsApp Formula 1 braking systems have been in the spotlight during the F1 season, not least due to a number of crash inducing failures notably that of Kamui Kobayashi at the Australian Grand Prix and Lewis Hamilton at the German Grand Prix. What is brake by wire? Friction material The brakes on a Formula 1 car may look hugely complex but in reality they work in the exact same way as the ones on your road car do. These pistons push pads of a special friction material into the rotating disc which is linked directly to the wheel. In an F1 car, though, the same material is used for both disc and pad, and this material is known as carbon-carbon â a significantly different material to the carbon-fibre composites used in the rest of the car. Carbon-carbon is essentially a pure form of carbon and is both extremely light approx. This peaks at around 0. It may not seem obvious at first but the new power units have a significant impact on the design and operation of the brakes on all of the cars, and not just with BBW. The minimum weight of the cars has been increased to kg, which will obviously mean that the brakes especially at the front may have a harder life. In addition at the rear the energy recovery system ERS does a notable amount of braking work when it is harvesting. So for these reasons the rear brake discs can be smaller in diameter compared to, with a resulting advantage in terms of weight and speed of response to pressure. Their thickness may also be thinner 25mm. Due to these changes in demand all three suppliers have introduced new brake materials onto the grid in Compared to previous material, CER offers excellent warm-up time; that is, maximum rapidity in reaching more efficient operating temperatures; a wide application range in terms of both pressure and temperature, and very smooth friction performance. All these features provide the driver with a perfect modulation of the braking system. The incredibly low wear results in more reliable performance from the start to the end of race. The specific material and combination of brake suppliers and materials used on a Formula 1 car is very driver specific, different drivers tend to want different things. At Hockenheim both Mercedes drivers tried different combinations of brake materials and suppliers in Free Practice, Brembo and Safran. In the end Rosberg opted for the CI brakes on the front and Brembos on the rear while Hamilton opted for Brembos all round. Bite is the initial friction experienced when the driver first presses the brake pedal and the brakes are not yet at the correct operating temperature. Unfortunately, whereas conventional brakes wear down through the normal mechanism of wear that any frictional material experiences, a carbon brake not only suffers wear through this mechanism but also a process called oxidisation. On the straights of course, the brake ducts are feeding air to the brakes and so they drop below the oxidisation temperature but as they still maintain these high temperatures for a relatively long time, paradoxically the very air that is being used to cool them contains a high amount of oxygen that accelerates the wear process. This is what pitched Hamilton off the track in Germany. The video above, taken during filming for a television series, shows what can happen when a disc fails. Chapter 8 : Formula One - Wikipedia In a normal car, that's all pretty mechanically direct and easy to accomplish. But in a modern Formula 1 car, the CE/ECU is coping with a flood of data. Chapter 9 : Aerodynamics of F1 These are only some of the parts costs of a Formula One car. If one adds in the extras, such as brakes, exhaust, dashboard, tires, rims, fuel tank and telemetry sensors and software, an estimated parts value of a modern F1 car reaches around $ million. Page 14