Formula One Car Details

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Formula One car

From Wikipedia, the free encyclopediaJump to:navigation,searchFor a summary of the technical and sporting regulations of Formula One racing, seeFormulaOne regulations.

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Formula One

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History of Formula One Formula One racing

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Lists

Driverso (GP winnerso Championso Runners-up)

Constructorso (GP winnerso Championso Runners-up)
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o Seasonso Grands Prixo Circuits

Race Promoters' Trophy winners Points scoring systems

o Engineso Tyres

o National colors Sponsorship liveries

o Racing flags

o Red-flagged GPs Fatal accidents

Drivers who never qualified

o Female driverso TV broadcasters

Video games

Records

Driverso (Winso Poles

o Fastest laps) Constructors

o (Wins)

o Engineso Tyreso Races

Organisations

o FIA

o FIA World Motor Sport Council Formula One Group
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Formula One Constructors Association Formula One Teams Association Grand Prix Drivers' Association

v t e

A Formula One car is a single-seat, open cockpit,open-wheelracing car with substantial frontand rear wings, and an engine positioned behind the driver, intended to be used in competition atFormula One racing events. The regulations governing the cars are unique to the championship.TheFormula Oneregulations specify that cars must be constructed by the racing teamsthemselves, though the design and manufacture can be outsourced.[1]

Contents

1 Constructiono 1.1 Chassis design

2 Engines 3 Transmission 4 Aerodynamics

o 4.1 Wingso 4.2 Ground effecto 4.3 Regulations

5 Steering wheel 6 Fuel 7 Tyres 8 Brakes 9 Performance

o 9.1 Accelerationo 9.2 Decelerationo 9.3 Lateral accelerationo 9.4 Top speeds

10 Recent FIA performance restrictions 11 References 12 External links

Construction

Chassis design
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The modern day Formula One cars are constructed from composites ofcarbon fibreand similarultra-lightweight materials. The minimum weight permissible is 642 kg (1,415 lb) including thedriver but not fuel. Cars are weighed with dry-weather tyres fitted.[2]However, all F1 cars weighsignificantly less than this (some as little as 440 kg (970 lb))[citation needed] so teams addballasttothe cars to bring them up to the minimum legal weight. The advantage of using ballast is that it

can be placed anywhere in the car to provide ideal weight distribution. This can help lower thecar'scentre of gravityto improve stability and also allows the team to fine tune the weightdistribution of the car to suit individual circuits.

Engines

Main article:Formula One engines

ARenaultRS26 V8 engine, which powered the 2006 Renault R26

The BMW M12/13, a massively powerful 1.5 litre turbo that powered theBrabham-BMWcars

in the 1980s developed 1500 bhp power during qualifying.
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TheFordCosworthDFV engine became the de-facto power plant for many private teams, with arecord 167 wins between 1967 and 1983 and helped win 12 driver titles

The BRM H16 engine, tough but not successful was a 16 cylinder 64 valve engine that poweredtheBRMteam

The2006 Formula One seasonsaw theFdration Internationale de l'Automobile(FIA)introduce the current engine formula, which mandated cars to be powered by 2.4-litrenaturally

aspiratedengines in theV8 engineconfiguration, with no more than four valves per cylinder.[3]

Further technical restrictions, such as a ban on variable intake trumpets, have also beenintroduced with the new 2.4 L V8 formula to prevent the teams from achieving higher RPM andhorsepower too quickly. The2009season limited engines to 18,000 rpm, in order to improveengine reliability and cut costs.[3]

For a decade F1 cars had run with 3.0-litre naturally aspiratedV10 engines; however,development had led to these engines producing between 980 and 1,000 hp (730 and 750 kW),and reaching top speeds of 375 km/h (233 mph) (Jacques Villenueve with Sauber-Ferrari) on theMonzacircuit.[4]Teams started using exotic alloys in the late 1990s, leading to the FIA banningthe use of exotic materials in engine construction, and only aluminium and iron alloys were

allowed for the pistons, cylinders, connecting rods, and crankshafts.[3]

The FIA has continuallyenforced material and design restrictions to limit power. Even with the restrictions the V10s inthe 2005 season were reputed to develop 980 hp (730 kW), which were reaching power levelsnot seen since the ban onturbo-chargedengines in 1989.[4]

The lesser funded teams (the formerMinarditeam spends less than 50 million, whileFerrarispent hundreds of millions ofeurosa year developing their car) had the option of keeping thecurrent V10 for another season, but with arev limiterto keep them from being competitive with
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orthhttp://en.wikipedia.org/wiki/Ford


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the most powerful V8 engines. The only team to take this option was theToro Rossoteam,which was the reformed and regrouped Minardi.

The engines consume around 450 l (15.9 ft3) of air per second.[5]Race fuel consumption rate isnormally around 75 l/100 km travelled (3.1 US mpg, 3.8 UK mpg, 1.3 km/l).

All cars have the engine located between the driver and the rear axle. The engines are a stressedmember in most cars, meaning that the engine is part of the structural support framework; beingbolted to the cockpit at the front end, and transmission and rear suspension at the back end.

In the 2004 championship, engines were required to last a full race weekend. For the 2005championship, they were required to last two full race weekends and if a team changes an enginebetween the two races, they incur a penalty of 10 grid positions. In 2007, this rule was alteredslightly and an engine only had to last for Saturday and Sunday running. This was to promoteFriday running. In the 2008 season, engines were required to last two full race weekends; thesame regulation as the 2006 season. However for the 2009 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 raceweekends. This method of limiting engine costs also increases the importance of tactics, sincethe teams have to choose which races to have a new or an already-used engine.

As of the 2014 season, all F1 cars will be equipped with turbocharged 1.6-litre V6 engines.Turbochargers have been banned since 1988. This change may give an improvement of up to35% fuel efficiency.[6]

Transmission

The gearbox with mounted rear suspension elements from theLotus T127,Lotus Racing's car forthe2010 season.

Formula One cars usesemi-automaticsequentialgearboxes, with regulations stating that 7forward gears and 1 reverse gear must be used, withrear-wheel drive.[7]The gearbox isconstructed of carbon titanium, as heat dissipation is a critical issue, and is bolted onto the backof the engine.[8]Fullautomatic gearboxes, and systems such as launch control and tractioncontrol, are illegal, to keep driver skill important in controlling the car.[8]The driver initiates gearchanges using paddles mounted on the back of thesteering wheelandelectro-hydraulicsperformthe actual change as well as throttle control.Clutchcontrol is also performed electro-
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hydraulically, except to and from a standstill, when the driver operates the clutch using a levermounted on the back of the steering wheel.[9]

A modern F1 clutch is a multi-plate carbon design with a diameter of less than 100 mm(3.9 in),[9]weighing less than 1 kg (2.2 lb) and handling around 720 hp (540 kW).[4]As of the

2009 race season, all teams are using seamless shift transmissions, which allow almostinstantaneous changing of gears with minimum loss of drive. Shift times for Formula One carsare in the region of 0.05 seconds.[10]In order to keep costs low in Formula One, gearboxes mustlast five consecutive events, although gear ratios can be changed for each race. Changing agearbox before the allowed time will cause a penalty of five places drop on the starting grid forthe first event that the new gearbox is used.[11]

Aerodynamics

A modern dayFerrariFormula One car being tested byFernando AlonsoatJerez

The streamlined body of a 1954 Ferrari 553 F1

The 1979Lotus 80was designed to take ground effect as far as possible
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Aerodynamics have become key to success in the sport and teams spend tens of millions ofdollars on research and development in the field each year.

The aerodynamic designer has two primary concerns: the creation of downforce, to help push thecar's tyres onto the track and improve cornering forces; and minimising the drag that gets caused

by turbulence and acts to slow the car down.

Several teams started to experiment with the now familiar wings in the late 1960s. Race carwings operate on the same principle as aircraft wings, but are configured to cause a downwardforce rather than an upward one. A modern Formula One car is capable of developing 6 g lateralcornering force[12](six times its own weight) thanks to aerodynamic downforce. Theaerodynamic downforce allowing this is typically greater than the weight of the car. That meansthat, theoretically, at high speeds they could drive upside down.

Early experiments with movable wings and high mountings led to some spectacular accidents,and for the 1970 season regulations were introduced to limit the size and location of wings.

Evolved over time, those rules still hold largely true today.

In the late 1960s, Jim Hall of Chaparral first introduced 'ground effect' downforce to auto racing.In the mid 1970s, Lotus engineers found out that the entire car could be made to act like a wingby the creation of a giant wing on its underside which would help to suck it to the road. Applyinganother idea of Jim Hall's from his Chaparral 2J sports racer, Gordon Murray designed theBrabham BT46B, which used a separately-powered fan system to extract air from the skirtedarea under the car, creating enormous downforce. After technical challenges from other teams, itwas withdrawn after a single race. Rule changes then followed to limit the benefits of 'groundeffects' - firstly a ban on the skirts used to contain the low pressure area, later a requirement for a'stepped floor'.
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TheMcLaren MP4-21's rear engine cover designed to direct airflow towards the rear wing

Despite the full-sized wind tunnels and vast computing power used by the aerodynamicdepartments of most teams, the fundamental principles of Formula One aerodynamics still apply:to create the maximum amount of downforce for the minimal amount of drag. The primary wings

mounted front and rear are fitted with different profiles depending on the downforcerequirements of a particular track. Tight, slow circuits like Monaco require very aggressive wingprofiles - you will see that cars run two separate 'blades' of 'elements' on the rear wings (two isthe maximum permitted). In contrast, high-speed circuits like Monza see the cars stripped of asmuch wing as possible, to reduce drag and increase speed on the long straights.

Every single surface of a modern Formula One car, from the shape of the suspension links to thatof the driver's helmet - has its aerodynamic effects considered. Disrupted air, where the flow'separates' from the body, creates turbulence which creates drag - which slows the car down.Look at a recent car and you will see that almost as much effort has been spent reducing drag asincreasing downforce - from the vertical end-plates fitted to wings to prevent vortices forming to

the diffuser plates mounted low at the back, which help to re-equalise pressure of the faster-flowing air that has passed under the car and would otherwise create a low-pressure 'balloon'dragging at the back. Despite this, designers can't make their cars too 'slippery', as a good supplyof airflow has to be ensured to help dissipate the vast amounts of heat produced by the engineand brakes.

In recent years, most Formula One teams have tried to emulate Ferrari's 'narrow waist' design,where the rear of the car is made as narrow and low as possible. This reduces drag andmaximises the amount of air available to the rear wing. The 'barge boards' fitted to the sides ofcars also helped to shape the flow of the air and minimise the amount of turbulence.

Revised regulations introduced in 2005 forced the aerodynamicists to be even more ingenious. Ina 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. The designers quicklyclawed back much of the loss, with a variety of intricate and novel solutions such as the hornwinglets first seen on theMcLaren MP4-20. Most of those innovations were effectively outlawedunder even more stringent aero regulations imposed by the FIA for 2009. The changes weredesigned to promote overtaking by making it easier for a car to closely follow another. The newrules took the cars into another new era, with lower and wider front wings, taller and narrowerrear wings, and generally much cleaner bodywork. Perhaps the most interesting change,however, was the introduction of moveable aerodynamics, with the driver able to make limited

adjustments to the front wing from the cockpit during a race.

That was usurped for 2011 by the new DRS (Drag Reduction System) rear wing system. This tooallows drivers to make adjustments, but the systems availability is electronically governed -originally it could be used at any time in practice and qualifying (unless a driver is on wet-weather tyres), but during the race could only be activated when a driver is less than one secondbehind another car at pre-determined points on the track. (From 2013 DRS is available only atthe pre-determined points during all sessions). The system is then deactivated once the driverbrakes. The system "stalls" the rear wing by opening a flap, which leaves a 50mm horizontal gap
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in the wing, thus massively reducing drag and allowing higher top speeds, but also reducingdownforce so it is normally used on longer straight track sections or sections which do notrequire high downforce. The system was introduced to promote more overtaking and it hasbecome frequent to be a cause of overtaking on straights or at the end of straights whereovertaking is encouraged in the following corner(s). However, the reception of the DRS system

has differed among drivers, fans and specialists. Former Formula 1 driverRobert Kubicahasbeen 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 but it does not actuallyrequire 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). Therows of holes for adjustment of the angle of attack (4) and installation of another element (5) arevisible on the wing's endplate.

The use ofaerodynamicsto increase the cars' grip was pioneered in Formula One in the late1960s byLotus,FerrariandBrabham.

Wings

Front and rear wings made their appearance in the late 1960s. Seen here in a 1969MatraCosworth MS80. By the end of the 1960s wings had become a standard feature in all Formulacars

Early designs linked wings directly to the suspension, but several accidents led to rules statingthat wings must be fixed rigidly to the chassis. The cars' aerodynamics are designed to providemaximumdownforcewith a minimum ofdrag; every part of the bodywork is designed with thisaim in mind. Like most open-wheel cars they feature large front and rearaerofoils, but they are
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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 toprovide downforce. The front and rear wings are highly sculpted and extremely fine 'tuned',along with the rest of the body such as the turning vanes beneath the nose,bargeboards,sidepods, underbody, and the reardiffuser. They also feature aerodynamic appendages that direct

the airflow. Such an extreme level of aerodynamic development means that an F1 car producesmuch more downforce than any other open-wheel formula; Indycars, for example, producedownforce equal to their weight (that is, a downforce:weight ratio of 1:1) at 190 km/h (118 mph),while an F1 car achieves the same at 125 to 130 km/h (78 to 81 mph), and at 190 km/h(118 mph) the ratio is roughly 2:1.[13]

A low downforce spec. front wing on theRenault R30F1 car. Front wings heavily influence thecornering speed and handling of a car, and are regularly changed depending on the downforcerequirements of a circuit.

The bargeboards in particular are designed, shaped, configured, adjusted and positioned not tocreate downforce directly, as with a conventional wing or underbody venturi, but to createvortices from the air spillage at their edges. The use ofvorticesis a significant feature of thelatest breeds of F1 cars. Since a vortex is a rotating fluid that creates a low pressure zone at itscentre, creating vortices lowers the overall local pressure of the air. Since low pressure is what isdesired under the car, as it allows normal atmospheric pressure to press the car down from thetop, by creating vortices downforce can be augmented while still staying within the rulesprohibitingground effects.[dubiousdiscuss]

The F1 cars for the 2009 season came under much questioning due to the design of the reardiffusers of the Williams, Toyota and the Brawn GP cars raced by Jenson Button and RubensBarrichello, dubbed double diffusers. Appeals from many of the teams were heard by the FIA,which met in Paris, before the2009 Chinese Grand Prixand the use of such diffusers wasdeclared as legal. Brawn GP boss Ross Brawn claimed the double diffuser design as "aninnovative approach of an existing idea". These were subsequently banned for the 2011 season.Another controversy of the 2010 and '11 seasons was the front wing of the Red Bull cars. Severalteams protested claiming the wing was breaking regulations. Footage from high speed sections ofcircuits showed the Red Bull front wing bending on the outsides subsequently creating greaterdownforce. Test were held on the Red Bull front wing however the FIA could find no way thatthe wing was breaking any regulation.
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Since the start of the 2011 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 ofturbulent air when overtaking. On the straights of a track, drivers can deploy DRS, which opensthe rear wing, reduces the drag of the car, allowing it to move faster. As soon as the drivertouches 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 beactivated in the activation zone until the driver brakes.

Ground effect

A rear diffuser on a 2009Renault R29. Rear diffusers have been an important aerodynamic aidsince late 1980s

F1 regulations heavily limit the use ofground effect aerodynamicswhich are a highly efficientmeans of creatingdownforcewith a small drag penalty. The underside of the vehicle, theundertray, must be flat between the axles. A 10 mm[14]thick wooden plank orskid blockrunsdown the middle of the car to prevent the cars from running low enough to contact the track

surface; thisskid blockis measured before and after a race. Should the plank be less than 9 mmthick after the race, the car is disqualified.

A substantial amount of downforce is provided by using a reardiffuserwhich rises from theundertray at the rear axle to the actual rear of the bodywork. The limitations on ground effects,limited size of the wings (requiring use at highangles of attackto create sufficient downforce),andvorticescreated by open wheels lead to a high aerodynamicdrag coefficient(about 1according toMinardi's technical directorGabriele Tredozi;[15]compare with the average modernsaloon car, which has a Cdvalue between 0.25 and 0.35), so that, despite the enormous poweroutput of the engines, the top speed of these cars is less than that ofWorld War IIvintageMercedes-BenzandAuto UnionSilver Arrowsracers. However, this drag is more than

compensated for by the ability to corner at extremely high speed. The aerodynamics are adjustedfor each track; with a low drag configuration for tracks where high speed is more important likeAutodromo Nazionale Monza, and a high traction configuration for tracks where cornering ismore important, like theCircuit de Monaco.

Regulations
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The front wing is lower than ever before.

A ban on aerodynamic appendages resulted in the2009cars having smoother bodywork.

With the 2009 regulations, the FIA rid F1 cars of small winglets and other parts of the car (minusthe front and rear wing) used to manipulate the airflow of the car in order to decrease drag andincrease downforce. As it is now, the front wing is shaped specifically to push air towards all thewinglets andbargeboardsso that the airflow is smooth. Should these be removed, various partsof the car will cause great drag when the front wing is unable to shape the air past the body of thecar. The regulations which came into effect in 2009 have reduced the width of the rear wing by25 cm, and standardised the centre section of the front wing to prevent teams developing thefront wing.

Steering wheel

A 2012Lotus F1wheel, 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 machineusing the steering wheel. The wheel can be used to change gears, apply rev. limiter, adjustfuel/air mix, change brake pressure, and call the radio. Data such as engine rpm, lap times, speed,
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and gear is displayed on an LCD screen. The wheel hub will also incorporate gear changepaddles and a row ofLEDShift lights. The wheel alone can cost about $50,000,[16]and withcarbon fibreconstruction, weighs in at 1.3 kilograms.

Fuel

Thefuelused in F1 cars is fairly similar to ordinarypetrol, albeit with a far more tightlycontrolled mix. Formula One fuel can only contain compounds that are found in commercialgasoline, in contrast to alcohol-based fuels used in American open-wheel racing. Blends aretuned for maximum performance in given weather conditions or different circuits. During theperiod when teams were limited to a specific volume of fuel during a race, exotic high-densityfuel blends were used which were actually heavier than water, since the energy content of a fueldepends on its mass density.

To make sure that the teams and fuel suppliers are not violating the fuel regulations, the FIArequires 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 tocompare the "fingerprint" of what is in the car during the race with what was submitted. Theteams usually abide by this rule, but in 1997,Mika Hkkinenwas stripped of his third placefinish at Spa-Francorchamps in Belgium after the FIA determined that his fuel was not thecorrect formula, as well as in 1976, both McLaren and Penske cars were forced to the rear of theItalian Grand Prix afteroctane numberof the mixture was found to be too high.

Tyres

Main article:Formula One tyres

Bridgestone Potenza F1 front tyre

The 2009 season saw the re-introduction ofslick tyresreplacing the grooved tyres used from1998to2008.

Tyres can be no wider than 355 and 380 mm (14.0 and 15.0 in) at the rear, front tyre widthreduced from 270 mm to 245 mm for the 2010 season. Unlike the fuel, the tyres bear only a
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superficial resemblance to a normal road tyre. Whereas a roadcar tyre has a useful life of up to80,000 km (50,000 mi), a Formula One tyre is built to last just one race distance (a little over300 km (190 mi)). This is the result of a drive to maximise the road-holding ability, leading tothe use of very soft compounds (to ensure that the tyre surface conforms to the road surface asclosely as possible).

Since the start of the 2007 season, F1 had a sole tyre supplier. From 2007 to 2010, this wasBridgestone, but 2011 saw the reintroduction of Pirelli into the sport, following the departure ofBridgestone. Six compounds of F1 tyre exist; 4 are dry weather compounds (hard, medium, soft,and super-soft) while 2 are wet compounds (intermediates for damp surfaces with no standingwater and full wets for surfaces with standing water). Two of the dry weather compounds(generally a harder and softer compound) are brought to each race, plus both wet weathercompounds. The harder tyre is more durable but gives less grip, and the softer the converse. In2009, the slick tyres returned as a part of revisions to the rules for the 2009 season; slicks haveno grooves and give up to 18% more contact with the track. In the Bridgestone years, a greenband on the sidewall of the softer compound was painted to allow spectators to distinguish which

tyre a driver is on. With Pirelli tyres, the colour of the text and the ring on the sidewall varieswith the compounds. Generally, the two dry compounds brought to the track are separated by atleast one specification. This was implemented by the FIA to create more noticeable differencebetween the compounds and hopefully add more excitement to the race when two drivers are ondifferent strategies. The exceptions are theMonaco GPand theHungaroring, where soft andsuper-soft tyres are brought, because both are notably slow and twisty, and so additional grip isrequired.

Brakes

Brake discs on theWilliams FW27.

Disc brakesconsist of a rotor and caliper at each wheel. Carbon composite rotors (introduced bytheBrabhamteam in1976) are used instead of steel or cast iron because of their superiorfrictional, thermal, and anti-warping properties, as well as significant weight savings. Thesebrakes are designed and manufactured to work in extreme temperatures, up to 1,000 degreesCelsius (1800 F). The driver can control brake force distribution fore and aft to compensate forchanges in track conditions or fuel load. Regulations specify this control must be mechanical, notelectronic, thus it is typically operated by a lever inside the cockpit as opposed to a control on thesteering wheel.
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An average F1 car can decelerate from 100 to 0 km/h (62 to 0 mph) in about 15 meters (48 ft),compared with a 2009 BMW M3, which needs 31 meters (102 ft). When braking from higherspeeds, aerodynamic downforce enables tremendous deceleration: 4.5gto 5.0g(44 to 49 m/s2),and up to 5.5g(54 m/s2) at the high-speed circuits such as theCircuit Gilles Villeneuve(Canadian GP) and theAutodromo Nazionale Monza(Italian GP). This contrasts with 1.0gto

1.5g(10 to 15 m/s

2

) for the best sports cars (theBugatti Veyronis claimed to be able to brake at1.3g). An F1 car can brake from 200 km/h (124 mph) to a complete stop in just 2.21 seconds,using only 65 metres (213 ft).[17]

Performance

Grand Prix cars and the cutting edge technology that constitute them produce an unprecedentedcombination of outright speed and quickness for the drivers. Every F1 car on the grid is capableof going from 0 to 160 km/h (100 mph) and back to 0 in less than five seconds. During ademonstration at theSilverstonecircuit in Britain, an F1McLaren-Mercedescar driven byDavidCoulthardgave a pair ofMercedes-Benzstreet cars ahead startof seventy seconds, and was able

to beat the cars to the finish line from a standing start, a distance of only 3.2 miles (5.2 km).[18]

As well as being fast in a straight line, F1 cars also have incredible cornering ability. Grand Prixcars can negotiate corners at significantly higher speeds than other racing cars because of theintense levels of grip and downforce. Cornering speed is so high that Formula One drivers havestrength training routines just for the neck muscles . Former F1 driverJuan Pablo Montoyaclaimed to be able to perform 300 repetitions of 50 lb (23 kg) with his neck.

The combination of light weight (642 kg in race trim for 2013), power (950 bhp with the 3.0 LV10, 730 bhp (544 kW) with the 2007 regulation 2.4 L V8), aerodynamics, and ultra-high-performance tyres is what gives the F1 car its performance figures. The principal consideration

for F1 designers is acceleration, and not simply top speed. Acceleration is not just linear forwardacceleration, but three types of acceleration can be considered for an F1 car's, and all cars' ingeneral, performance:

Linear acceleration (speeding up) Linear deceleration (braking) Lateral acceleration (turning)

All three accelerations should be maximised. The way these three accelerations are obtained andtheir values are:

Acceleration

The 2006 F1 cars have a power-to-weight ratio of 1,250 hp/t (0.93 kW/kg). Theoretically thiswould allow the car to reach 100 km/h (60 mph) in less than 1 second. However the massivepower cannot be converted to motion at low speeds due to traction loss and the usual figure is 2seconds to reach 100 km/h (60 mph). After about 130 km/h (80 mph) traction loss is minimal dueto the combined effect of the car moving faster and the downforce, hence continuing toaccelerate the car at a very high rate. The figures are (for the 2006 Renault R26):[citation needed]
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0 to 100 km/h (62 mph): 1.7 seconds 0 to 200 km/h (124 mph): 3.8 seconds 0 to 300 km/h (186 mph): 8.6 seconds*

*Figures are heavily dependent on aerodynamic setup and gearing.

The acceleration figure is usually 1.45g(14.2 m/s2) up to 200 km/h (124 mph), which means thedriver is pushed by the seat with a force whose acceleration is 1.45 times that of Earth's gravity.

There are also boost systems known askinetic energy recovery systems(KERS). These devicesrecover the kinetic energy created by the car's braking process. They store that energy andconvert it into power that can be called upon to boost acceleration. KERS typically adds 80 hp(60 kW) and weighs 35 kg (77 lb). There are principally two types of systems: electrical andmechanical flywheel. Electrical systems use a motor-generator incorporated in the car'stransmission which converts mechanical energy into electrical energy and vice versa. Once theenergy has been harnessed, it is stored in a battery and released at will. Mechanical systems

capture braking energy and use it to turn a small flywheel which can spin at up to 80,000 rpm.When extra power is required, the flywheel is connected to the car's rear wheels. In contrast to anelectrical KERS, the mechanical energy does not change state and is therefore more efficient.There is one other option available, hydraulic KERS, where braking energy is used toaccumulate hydraulic pressure which is then sent to the wheels when required.

Deceleration

The carbon brakes on a 2011 Canadian GPSauber

The carbon brakes in combination with tyre technology and the car's aerodynamics produce trulyremarkable braking forces. The deceleration force under braking is usually 4g(39 m/s2), and canbe as high as 56gwhen braking from extreme speeds, for instance at theGilles Villeneuve

circuitor at Indianapolis. In 2007,Martin Brundle, a former Grand Prix driver, tested theWilliams ToyotaFW29Formula 1 car, and stated that under heavy braking he felt like his lungswere hitting the inside of his ribcage, forcing him to exhale involuntarily. Here the aerodynamicdrag actually helps, and can contribute as much as 1.0gof braking force, which is the equivalentof the brakes on most road sports cars. In other words, if the throttle is let go, the F1 car willslow down under drag at the same rate as most sports cars do with braking, at least at speedsabove 250 km/h (160 mph). The drivers do not utilisecompressionorengine braking, although it
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may seem this way. The only reason they change down gears prior to entering the corner is to bein the correct gear for maximum acceleration on the exit of the corner.[citation needed]

There are three companies who manufacture brakes for Formula One. They are Hitco (based inthe US, part of the SGL Carbon Group), Brembo in Italy and Carbone Industrie of France.

Whilst Hitco manufacture their own carbon/carbon, Brembo sources theirs from Honeywell, andCarbone Industrie purchases their carbon from Messier Bugatti.

Carbon/carbon is a short name for carbon fibre reinforced carbon. This means carbon fibresstrengthening a matrix of carbon, which is added to the fibres by way of matrix deposition (CVIorCVD) or by pyrolysis of a resin binder.

F1 brakes are 278 mm (10.9 in) in diameter and a maximum of 28 mm (1.1 in) thick. Thecarbon/carbon brake pads are actuated by 6-piston opposed callipers provided by Akebono,APRacingor Brembo. The callipers are aluminium alloy bodied with titanium pistons. Theregulations limit the modulus of the calliper material to 80 GPa in order to prevent teams using

exotic, high specific stiffness materials, for example, beryllium. Titanium pistons save weight,and also have a low thermal conductivity, reducing the heat flow into the brake fluid.

Lateral acceleration

F1 cars can accelerate to 300 km/h (190 mph) very quickly, due to its ability to gain RPMquickly. The top speeds, however, aren't much higher than 330 km/h (210 mph) on most circuits.The highest being at Monza 360 km/h (224 mph), Indianapolis (about 335 km/h (208 mph)) andGilles Villeneuve (about 325 km/h (202 mph)). This is because the top speeds are sacrificed forthe turning speeds; however, this paradox was cleverly circumvented during the 2010 F1 seasonas many teams were using the now banned F-duct system. An F1 car is designed principally for

high-speed cornering, thus the aerodynamic elements can produce as much as three times thecar's weight in downforce, at the expense of drag. In fact, at a speed of just 130 km/h (81 mph),the downforce equals the weight of the car. As the speed of the car rises, the downforceincreases. The turning force at low speeds (below 70 to about 100 km/h) mostly comes from themechanical grip of the tyres themselves. At such low speeds the car can turn at 2.0g. At210 km/h (130 mph) already the lateral force is 3.0g, as evidenced by the famous esses (turns 3and 4) at the Suzuka circuit. Higher-speed corners such as Blanchimont (Circuit de Spa-Francorchamps) and Copse (Silverstone Circuit) are taken at above 5.0g, and 6.0ghas beenrecorded at Suzuka's 130-R corner.[19]This contrasts with 1gfor theEnzo Ferrari, a highperformance road car.

The large downforce allows an F1 car to corner at amazing speeds. As an example of the extremecornering speeds; the Blanchimont and Eau Rouge corners at Spa-Francorchamps are taken flat-out at above 300 km/h (190 mph), whereas the race-spec touring cars can only do so at 150160 km/h (note that lateral force increases with the square of the speed). A newer and perhapseven more extreme example is the Turn 8 at theIstanbul Parkcircuit, a 190 relatively tight 4-apex corner, in which the cars maintain speeds between 265 and 285 km/h (165 and 177 mph) (in2006) and experience between 4.5gand 5.5gfor 7 secondsthe longest sustained hardcornering in Formula 1.
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Top speeds

The 2005BAR-Hondaset an unofficial speed record

Formula One Car Details

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