Formula One car

A Formula One car is a single-seat, open cockpit, open-wheel racing car with substantial front and rear wings, and an engine placed behind the driver, intended to be used in competition at Formula One racing events. The regulations governing the cars are unique to the championship. The Formula One regulations specify that cars must be constructed by the racing teams themselves, tho’ the design and manufacture can be outsourced. [1]

Chassis design Edit

The modern-day Formula One cars are constructed from composites of carbon fibre and similar ultra-lightweight materials. The minimum weight permissible is seven hundred two kg (1,548 lb) including the driver but not fuel. Cars are weighed with dry-weather tyres fitted. [Two] Prior to the two thousand fourteen F1 season, cars often weighed in under this limit so teams added ballast in order to add weight to the car. The advantage of using ballast is that it can be placed anywhere in the car to provide ideal weight distribution. This can help lower the car’s centre of gravity to improve stability and also permits the team to fine-tune the weight distribution of the car to suit individual circuits.

The two thousand six Formula One season spotted the Fédération Internationale de l’Automobile (FIA) introduce a then-new engine formula, which mandated cars to be powered by Two.4-litre naturally aspirated engines in the V8 engine configuration, with no more than four valves per cylinder. [Three] Further technical limitations, such as a ban on variable intake trumpets, have also been introduced with the fresh Two.Four L V8 formula to prevent the teams from achieving higher RPM and horsepower too quickly. The two thousand nine season limited engines to Eighteen,000 rpm in order to improve engine reliability and cut costs. [Trio]

For a decade, F1 cars had run with Trio.0-litre naturally aspirated engines with all teams lodging on a V10 layout by the end of the period; however, development had led to these engines producing inbetween nine hundred eighty and 1,000 hp (730 and seven hundred fifty kW), [Four] and the cars reaching top speeds of three hundred seventy five km/h (233 mph) (Jacques Villeneuve with Sauber-Ferrari) on the Monza circuit. [ citation needed ] Teams commenced to use exotic alloys in the late 1990s, leading to the FIA banning the use of exotic materials in engine construction, with only aluminium, titanium and metal alloys being permitted for the pistons, cylinders, connecting rods and crankshafts. [Trio] The FIA has continually enforced material and design confinements to limit power. Even with the limitations, the V10s in the two thousand five season were reputed to develop nine hundred eighty hp (730 kW), power levels not seen since the ban on turbo-charged engines in 1989. [Four]

The lesser funded teams (the former Minardi team spends less than fifty million, while Ferrari spent hundreds of millions of euros a year developing their car) had the option of keeping the current V10 for another season, but with a rev limiter to keep them competitive with the most powerful V8 engines. The only team to take this option was the Toro Rosso team, which was the reformed and regrouped Minardi.

The engines consume around four hundred fifty l (15.9 ft three ) of air per 2nd. [Five] Race fuel consumption rate is normally around seventy five l/100 km travelled (Trio.1 US mpg, Three.8 imp mpg, 1.Three km/l).

All cars have the engine located inbetween the driver and the rear axle. 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 two thousand four championship, engines were required to last a total race weekend. For the two thousand five championship, they were required to last two total race weekends and if a team switches an engine inbetween the two races, they incur a penalty of ten grid positions. In 2007, 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 two thousand eight season, engines were required to last two total race weekends; the same regulation as the two thousand six season. However, for the two thousand nine season, each driver is permitted to use a maximum of eight engines over the season, meaning that a duo 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 fresh or an already-used engine.

As of the two thousand fourteen season, all F1 cars have been tooled with turbocharged 1.6-litre V6 engines. Turbochargers have been banned since 1988. This switch may give an improvement of up to 29% fuel efficiency. [6] One of the many reasons that Mercedes predominated the season early, was due to the placement of the turbocharger’s compressor at one side of the engine, and the turbine at the other; both were then linked by a shaft travelling through the vee of the engine. 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. [7]

Formula One cars use semi-automatic sequential gearboxes, with regulations stating that eight forward gears (enlargened from seven from the two thousand fourteen season onwards) [8] and one switch sides gear must be used, with rear-wheel drive. [9] The gearbox is constructed of carbon titanium, as warmth dissipation is a critical issue, and is bolted onto the back of the engine. [Ten] Total automatic gearboxes, and systems such as launch control and traction control, are illegal, to keep driver skill significant in controlling the car. [Ten] The driver initiates gear switches using paddles mounted on the back of the steering wheel and electro-hydraulics perform the actual switch as well as throttle control. 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. [11]

A modern F1 clutch is a multi-plate carbon design with a diameter of less than one hundred mm (Trio.9 in), [11] weighing less than one kg (Two.Two lb) and treating around seven hundred twenty hp (540 kW). [Four] As of the two thousand nine [update] race season, all teams are using seamless shift transmissions, which permit almost instantaneous switching of gears with minimum loss of drive. Shift times for Formula One cars are in the region of 0.05 seconds. [12] In order to keep costs low in Formula One, gearboxes must last five consecutive events and since 2015, gearbox ratios will be immovable for each season (for two thousand fourteen they could be switched only once). Switching a gearbox before the permitted time will cause a penalty of five places drop on the embarking grid for the very first event that the fresh gearbox is used. [13]

Aerodynamics have become key to success in the sport and teams spend ems of millions of dollars on research and development in the field each year.

The aerodynamic designer has two primary concerns: the creation of downforce, to help thrust the car’s tyres onto the track and improve cornering compels; and minimising the haul that gets caused by turbulence and acts to slow the car down.

Several teams began to experiment with the now familiar wings in the late 1960s. Race car wings operate on the same principle as aircraft wings, but are configured to cause a downward force rather than an upward one. A modern Formula One car is capable of developing six g lateral cornering force [14] (six times its own weight) thanks to aerodynamic downforce. The aerodynamic downforce permitting 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.g. on the ceiling.

Early experiments with movable wings and high mountings led to some spectacular accidents, and for the one thousand nine hundred seventy 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 1960s, Jim Hall of Chaparral very 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 giant wing by the creation of an airfoil surface on its underside which would cause air moving relative to the car to shove it to the road. Applying another idea of Jim Hall’s from his Chaparral 2J sports racer, Gordon Murray designed the Brabham BT46B, which used a separately-powered fan system to extract air from the skirted area under the car, creating enormous downforce. After technical challenges from other teams, it was withdrawn after a single race. Rule switches then followed to limit the benefits of ‘ground effects’ – firstly a ban on the skirts used to contain the low pressure area, later a requirement for a ‘stepped floor’.

Despite the full-sized wind tunnels and vast computing power used by the aerodynamic departments of most teams, the fundamental principles of Formula One aerodynamics still apply: to create the maximum amount of downforce for the minimal amount of haul. The primary wings mounted front and rear are fitted with different profiles depending on the downforce requirements of a particular track. Taut, slow circuits like Monaco require very aggressive wing profiles – you will see that cars run two separate ‘blades’ of ‘elements’ on the rear wings (two is the maximum permitted). In contrast, high-speed circuits like Monza see the cars stripped of as much wing as possible, to reduce haul and increase speed on the long straights.

Every single surface of a modern Formula One car, from the form of the suspension links to that of the driver’s helmet – has its aerodynamic effects considered. Disrupted air, where the flow ‘separates’ from the bod, creates turbulence which creates haul – which slows the car down. Look at a latest car and you will see that almost as much effort has been spent reducing haul as enlargening 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 ‘greasy’, as a good supply of airflow has to be ensured to help dissipate the vast amounts of fever produced by the engine and brakes.

In latest years, most Formula One teams have attempted to emulate Ferrari’s ‘narrow midbody’ design, where the rear of the car is made as narrow and low as possible. This reduces haul and maximises the amount of air available to the rear wing. The ‘barge boards’ fitted to the sides of cars also helped to form the flow of the air and minimise the amount of turbulence.

Revised regulations introduced in two thousand five coerced 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. The designers quickly clawed back much of the loss, with a diversity of intricate and novel solutions such as the ‘horn’ winglets very first seen on the McLaren MP4-20. Most of those innovations were effectively outlawed under even more stringent aero regulations imposed by the FIA for 2009. The switches were designed to promote overtaking by making it lighter for a car to closely go after another. The fresh rules took the cars into another fresh era, with lower and broader front wings, taller and narrower rear wings, and generally much ‘cleaner’ bodywork. Perhaps the most interesting switch, 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 two thousand eleven by the fresh DRS (Haul Reduction System) rear wing system. This too permits drivers to make adjustments, but the system’s 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 2nd behind another car at pre-determined points on the track. (From two thousand thirteen DRS is available only at the pre-determined points during all sessions). The system is then deactivated once the driver brakes. The system "stalls" the rear wing by opening a flap, which leaves a 50mm horizontal gap in the wing, thus massively reducing haul and permitting higher top speeds, but also reducing 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 one driver Robert Kubica has been quoted of telling he "has not seen any overtaking moves in Formula one for two years", [ citation needed ] suggesting that the DRS is an unnatural way to pass cars on track but it does not actually require driver skill to successfully overtake a competitor, therefore it would not be overtaking.

The use of aerodynamics to increase the cars’ grip was pioneered in Formula One in the late 1960s by Lotus, Ferrari and Brabham.

Wings Edit

Early designs linked wings directly to the suspension, but several accidents led to rules stating that wings must be immobilized rigidly to the chassis. The cars’ aerodynamics are designed to provide maximum downforce with a minimum of haul; every part of the bodywork is designed with this aim in mind. 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 example, the nose is raised above the centre of the front aerofoil, permitting its entire width to provide downforce. The front and rear wings are very sculpted and utterly fine ‘tuned’, along with the rest of the assets such as the turning vanes underneath the nose, bargeboards, sidepods, underbody, and the rear diffuser. 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:weight ratio of 1:1) at one hundred ninety km/h (118 mph), while an F1 car achieves the same at one hundred twenty five to one hundred thirty km/h (78 to eighty one mph), and at one hundred ninety km/h (118 mph) the ratio is harshly Two:1. [15]

The bargeboards in particular are designed, shaped, configured, adjusted and placed 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 permits 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. [ dubious – discuss ]

The F1 cars for the two thousand nine season came under much questioning due to the design of the rear diffusers of the Williams, Toyota and the Brawn GP cars raced by Jenson Button and Rubens Barrichello, dubbed dual diffusers. Appeals from many of the teams were heard by the FIA, which met in Paris, before the two thousand nine Chinese Grand Prix and the use of such diffusers was announced as legal. Brawn GP boss Ross Brawn claimed the dual diffuser design as "an innovative treatment of an existing idea". These were subsequently banned for the two thousand eleven season. Another controversy of the two thousand ten and ’11 seasons was the front wing of the Crimson Bull cars. Several teams protested claiming the wing was violating regulations. Footage from high speed sections of circuits demonstrated the Crimson Bull front wing leaning on the outsides subsequently creating greater downforce. Test were held on the Crimson Bull front wing however the FIA could find no way that the wing was cracking any regulation.

Since the begin of the two thousand eleven season, cars have been permitted to run with an adjustable rear wing, more commonly known as DRS (haul 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 haul of the car, permitting it to budge quicker. 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 one 2nd, 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

F1 regulations strongly limit the use of ground effect aerodynamics which are a very efficient means of creating downforce with a puny haul penalty. The underside of the vehicle, the undertray, must be vapid inbetween the axles. A ten mm [16] thick wooden plank or skid block runs down the middle of the car to prevent the cars from running low enough to contact the track surface; this skid block is measured before and after a race. Should the plank be less than nine mm thick after the race, the car is disqualified.

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. The limitations on ground effects, limited size of the wings (requiring use at high angles of attack to create sufficient downforce), and vortices created by open wheels lead to a high aerodynamic haul coefficient (about one according to Minardi’s technical director Gabriele Tredozi; [17] compare with the average modern saloon car, which has a Cd value inbetween 0.25 and 0.35), so that, despite the enormous power output of the engines, the top speed of these cars is less than that of World War II vintage Mercedes-Benz and Auto Union Silver Arrows racers. However, this haul is more than compensated for by the capability to corner at utterly high speed. The aerodynamics are adjusted for each track; with a low haul configuration for tracks where high speed is more significant like Autodromo Nazionale Monza, and a high traction configuration for tracks where cornering is more significant, like the Circuit de Monaco.

Regulations Edit

With the two thousand nine regulations, the FIA rid F1 cars of puny winglets and other parts of the car (minus the front and rear wing) used to manipulate the airflow of the car in order to decrease haul and increase downforce. As it is now, the front wing is shaped specifically to shove air towards all the winglets and bargeboards so that the airflow is sleek. Should these be liquidated, various parts of the car will cause good haul when the front wing is incapable to form the air past the assets of the car. The regulations which came into effect in two thousand nine have diminished the width of the rear wing by twenty five cm, and standardised the centre section of the front wing to prevent teams developing the front wing.

The driver has the capability to fine-tune many elements of the race car from within the machine using the steering wheel. The wheel can be used to switch gears, apply rev. limiter, adjust fuel/air mix, switch brake pressure, and call the radio. Data such as engine rpm, lap times, speed, and gear are displayed on an LCD screen. The wheel hub will also incorporate gear switch paddles and a row of LED shift lights. The wheel alone can cost about $50,000, [Eighteen] and with carbon fibre construction, weighs in at 1.Three kilograms. In the two thousand fourteen season, certain teams such as Mercedes have chosen to use larger LCDs on their wheels which permit the driver to see extra information such as fuel flow and torque delivery. They are also more customisable owing to the possibility of using much different software.

The fuel used in F1 cars is fairly similar to ordinary petrol, albeit with a far more tightly managed 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 spectacle 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 denser 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 equipment to compare the "fingerprint" of what is in the car during the race with what was submitted. The teams usually abide by this rule, but in 1997, Mika Häkkinen was stripped of his third-place finish at Spa-Francorchamps in Belgium after the FIA determined that his fuel was not the correct formula, as well as in 1976, both McLaren and Penske cars were coerced to the rear of the Italian Grand Prix after octane number of the combination was found to be too high.

The two thousand nine season spotted the re-introduction of slick tyres substituting the grooved tyres used from one thousand nine hundred ninety eight to 2008.

Tyres can be no broader than three hundred fifty five and three hundred eighty mm (14.0 and 15.0 in) at the rear, front tyre width diminished from two hundred seventy mm to two hundred forty five mm for the two thousand ten season. Unlike the fuel, the tyres bear only a superficial resemblance to a normal road tyre. Whereas a roadcar tyre has a useful life of up to 80,000 km (50,000 mi), a Formula One tyre does not even last the entire race distance (a little over three hundred km (190 mi)); they are usually switched two or three times per race, depending on the track. This is the result of a drive to maximise the road-holding capability, 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 commence of the two thousand seven season, F1 had a foot tyre supplier. From two thousand seven to 2010, this was Bridgestone, but two thousand eleven witnessed the reintroduction of Pirelli into the sport, following the departure of Bridgestone. Seven compounds of F1 tyre exist; five are dry weather compounds (hard, medium, soft, super-soft and ultra soft) while two are moist compounds (intermediates for damp surfaces with no standing water and utter wets for surfaces with standing water). Two of the dry weather compounds (generally a firmer and softer compound) are brought to each race, plus both humid weather compounds. The firmer tyre is more durable but gives less grip, and the softer tyre the opposite. In 2009, the slick tyres returned as a part of revisions to the rules for the two thousand nine season; slicks have no grooves and give up to 18% more contact with the track. In the Bridgestone years, a green band on the sidewall of the softer compound was painted to permit spectators to distinguish which tyre a driver is on. With Pirelli tyres, the colour of the text and the ring on the sidewall varies with the compounds. Generally, the two dry compounds brought to the track are separated by at least one specification. This was implemented by the FIA to create more noticeable difference inbetween the compounds and hopefully add more excitement to the race when two drivers are on different strategies. The exceptions are the Monaco GP, Singapore Grand Prix and the Hungaroring, where soft and super-soft tyres are brought, because they are notably slow and twisty and require a lot of grip.

Disc brakes consist of a rotor and caliper at each wheel. Carbon composite rotors (introduced by the Brabham team in 1976) are used instead of steel or cast metal because of their superior frictional, thermal, and anti-warping properties, as well as significant weight savings. These brakes are designed and manufactured to work in extreme temperatures, up to 1,000 degrees Celsius (1800 °F). The driver can control brake force distribution fore and aft to compensate for switches in track conditions or fuel fountain. Regulations specify this control must be mechanical, not electronic, thus it is typically operated by a lever inwards the cockpit as opposed to a control on the steering wheel.

An average F1 car can decelerate from one hundred to zero km/h (62 to zero mph) in about fifteen meters (48 ft), compared with a two thousand nine BMW M3, which needs thirty one meters (102 ft). When braking from higher speeds, aerodynamic downforce enables tremendous deceleration: Four.Five g to Five.0 g (44 to forty nine m/s two ), and up to Five.Five g (54 m/s two ) at the high-speed circuits such as the Circuit Gilles Villeneuve (Canadian GP) and the Autodromo Nazionale Monza (Italian GP). This contrasts with 1.0 g to 1.Five g (Ten to fifteen m/s two ) for the best sports cars (the Bugatti Veyron is claimed to be able to brake at 1.Three g). An F1 car can brake from two hundred km/h (124 mph) to a finish stop in just Two.9 seconds, using only sixty five metres (213 ft). [Nineteen]

Every F1 car on the grid is capable of going from zero to one hundred sixty km/h (100 mph) and back to zero in less than five seconds. During a demonstration at the Silverstone circuit in Britain, an F1 McLaren-Mercedes car driven by David Coulthard gave a pair of Mercedes-Benz street cars a head begin of seventy seconds, and was able to strike the cars to the finish line from a standing commence, a distance of only Three.Two miles (Five.Two km). [20]

As well as being swift in a straight line, F1 cars have outstanding cornering capability. Grand Prix cars can negotiate corners at significantly higher speeds than other racing cars because of the intense levels of grip and downforce. Cornering speed is so high that Formula One drivers have strength training routines just for the neck muscles. Former F1 driver Juan Pablo Montoya claimed to be able to perform three hundred repetitions of fifty lb (23 kg) with his neck.

The combination of light weight (642 kg in race trim for 2013), power (900 bhp with the Three.0 L V10, seven hundred eighty bhp (582 kW) with the two thousand seven regulation Two.Four L V8, 950+ bhp with two thousand sixteen 1.6 L V6 turbo [21] ), aerodynamics, and ultra-high-performance tyres is what gives the F1 car its high spectacle figures. The principal consideration for F1 designers is acceleration, and not simply top speed. Three types of acceleration can be considered to assess a car’s spectacle:

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

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

Acceleration Edit

The two thousand sixteen F1 cars have a power-to-weight ratio of 1,400 hp/t (1.05 kW/kg). Theoretically this would permit the car to reach one hundred km/h (62 mph) in less than one 2nd. However the massive power cannot be converted to movability at low speeds due to traction loss and the usual figure is Two.Five seconds to reach one hundred km/h (62 mph). After about one hundred thirty km/h (80 mph) traction loss is minimal due to the combined effect of the car moving quicker and the downforce, hence continuing to accelerate the car at a very high rate. The figures are (for the two thousand sixteen Mercedes W07): [22] [23]

0 to one hundred km/h (62 mph): Two.Four seconds
0 to two hundred km/h (124 mph): Four.Four seconds
0 to three hundred km/h (186 mph): 8.Four seconds

The acceleration figure is usually 1.45 g (14.Two m/s two ) up to two hundred km/h (124 mph), which means the driver is shoved by the seat with a force whose acceleration is 1.45 times that of Earth’s gravity.

There are also boost systems known as kinetic energy recovery systems (KERS). These devices recover the kinetic energy created by the car’s braking process. They store that energy and convert it into power that can be called upon to boost acceleration. KERS typically adds eighty hp (60 kW) and weighs thirty five kg (77 lb). There are principally two types of systems: electrical and mechanical flywheel. Electrical systems use a motor-generator incorporated in the car’s transmission which converts mechanical energy into electrical energy and vice versa. Once the energy has been harnessed, it is stored in a battery and released at will. Mechanical systems capture braking energy and use it to turn a puny 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 an electrical KERS, the mechanical energy does not switch state and is therefore more efficient. There is one other option available, hydraulic KERS, where braking energy is used to accumulate hydraulic pressure which is then sent to the wheels when required.

Deceleration Edit

The carbon brakes in combination with tyre technology and the car’s aerodynamics produce truly remarkable braking compels. The deceleration force under braking is usually four g (39 m/s two ), and can be as high as 5–6 g when braking from extreme speeds, for example at the Gilles Villeneuve circuit or at Indianapolis. In 2007, Martin Brundle, a former Grand Prix driver, tested the Williams Toyota FW29 Formula one car, and stated that under intense braking he felt like his lungs were hitting the inwards of his ribcage, forcing him to exhale involuntarily. Here the aerodynamic haul actually helps, and can contribute as much as 1.0 g of braking force, which is the equivalent of the brakes on most road sports cars. In other words, if the throttle is let go, the F1 car will slow down under haul at the same rate as most sports cars do with braking, at least at speeds above two hundred fifty km/h (160 mph). The drivers do not utilise engine (compression) braking, albeit it may seem this way. The only reason they switch down gears prior to coming in the corner is to be in 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 in the 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, and Carbone Industrie purchases their carbon from Messier Bugatti.

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

F1 brakes are two hundred seventy eight mm (Ten.9 in) in diameter and a maximum of twenty eight mm (1.1 in) thick. The carbon/carbon brake pads are actuated by 6-piston opposed callipers provided by Akebono, AP Racing or Brembo. The callipers are aluminium alloy bodied with titanium pistons. The regulations limit the modulus of the calliper material to eighty 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 fever flow into the brake fluid.

Lateral acceleration Edit

The aerodynamic compels of a Formula one car can produce as much as three times the car’s weight in downforce. In fact, at a speed of just one hundred thirty km/h (81 mph), the downforce is equal in magnitude to the weight of the car. At low speeds, the car can turn at Two.0 g. At two hundred ten km/h (130 mph) already the lateral force is Three.0 g, as evidenced by the famous esses (turns three and Four) at the Suzuka circuit. Higher-speed corners such as Blanchimont (Circuit de Spa-Francorchamps) and Copse (Silverstone Circuit) are taken at above Five.0 g, and 6.0 g has been recorded at Suzuka’s 130-R corner. [24] This contrasts with a maximum for high spectacle road cars such as Enzo Ferrari of 1.Five g or Koenigsegg One:1 of above 1.7 g for the Circuit de Spa-Francorchamps. [25]

The large downforce permits an F1 car to corner at very high speeds. As an example of the extreme cornering speeds; the Blanchimont and Eau Rouge corners at Spa-Francorchamps are taken flat-out at above three hundred km/h (190 mph), whereas the race-spec touring cars can only do so at 150–160 km/h (note that lateral force increases with the square of the speed). A newer and perhaps even more extreme example is the Turn eight at the Istanbul Park circuit, a 190° relatively taut 4-apex corner, in which the cars maintain speeds inbetween two hundred sixty five and two hundred eighty five km/h (165 and one hundred seventy seven mph) (in 2006) and practice inbetween Four.Five g and Five.Five g for seven seconds—the longest sustained hard cornering in Formula 1.

Top speeds Edit

Top speeds are in practice limited by the longest straight at the track and by the need to balance the car’s aerodynamic configuration inbetween high straight line speed (low aerodynamic haul) and high cornering speed (high downforce) to achieve the fastest lap time. [26] During the two thousand six season, the top speeds of Formula one cars were a little over three hundred km/h (185 mph) at high-downforce tracks such as Albert Park, Australia and Sepang, Malaysia. These speeds were down by some ten km/h (6 mph) from the two thousand five speeds, and fifteen km/h (9 mph) from the two thousand four speeds, due to the latest spectacle confinements (see below). On low-downforce circuits greater top speeds were registered: at Gilles-Villeneuve (Canada) three hundred twenty five km/h (203 mph), at Indianapolis (USA) three hundred thirty five km/h (210 mph), and at Monza (Italy) three hundred sixty km/h (225 mph). In testing one month prior to the two thousand five Italian Grand Prix, Juan Pablo Montoya of the McLaren-Mercedes F1 team recorded a record top speed of 372.6 km/h (231.Five mph), [27] which got officially recognised by the FIA as the fastest speed ever achieved by an F1 car, even tho’ it was not set during an officially sanctioned session during a race weekend. In the two thousand five Italian GP Kimi Räikkönen of Mclaren-Mercedes was recorded at 370.1 km/h (229.9 mph). This record was violated at the two thousand sixteen Mexican Grand Prix by Williams driver Valtteri Bottas, whose top speed in race conditions was 372.54 km/h (231.48 mph). [28] [29] However, even tho’ this information was shown in FIA’s official monitors, the FIA is yet to accept it as an official record. Bottas had previously set an even higher record top speed during qualifying for the two thousand sixteen European Grand Prix, recording a speed of 378.035 km/h (234.9 mph), albeit through the use of slipstream drafting. This top speed is yet to be confirmed by any official method as presently the only source of this information is the Williams team’s Twitter post, [30] while the FIA’s official speed trap data measured Bottas’ speed at 366.1 kmh in that example. [31] At the moment Montoya’s speed of 372.6 kmh (231.Five mph) is still regarded as the official record, even however it was not set during a sanctioned session.

Away from the track, the BAR Honda team used a modified BAR seven car, which they claim complied with FIA Formula One regulations, to set an unofficial speed record of four hundred thirteen km/h (257 mph) on a one way straight line run on six November two thousand five during a shakedown ahead of their Bonneville four hundred record attempt. The car was optimised for top speed with only enough downforce to prevent it from leaving the ground. The car, badged as a Honda following their takeover of BAR at the end of 2005, set an FIA ratified record of four hundred km/h (249 mph) on a one way run on twenty one July two thousand six at Bonneville Speedway. [32] On this occasion the car did not fully meet FIA Formula One regulations, as it used a moveable aerodynamic rudder for stability control, breaching article Trio.15 of the two thousand six Formula One technical regulations which states that any specific part of the car influencing its aerodynamic spectacle must be rigidly secured. [33]

2007 Edit

Chassis Edit

Construction: Carbon-fibre and honeycomb composite structure
Gearbox: 7-speed seamless semi-automatic spanking paddle shift sport gearbox, longitudinally mounted with hydraulic system for power shift and clutch operation
Clutch: Multi-plate carbon clutch
Clutch operation: Hand-paddle behind steering wheel below gear shift spanking paddle
Weight: six hundred forty two kg (1,415 lb) including driver
Fuel capacity: Approx. One hundred fifty L (40 US gal; thirty three imp gal)
Length: Averaging Four,545–4,800 mm (179–189 in)
Width: 1,800 mm (71 in)
Height: nine hundred fifty mm (37 in)
Wheelbase: Two,995–3,100 mm (118–122 in)
Steering: Power-assisted rack and pinion steering
Brakes: 6-piston (front and rear) carbon callipers, carbon discs and pads
Brake disc size: two hundred seventy eight x twenty eight mm (front and rear)
Dampers: Vendor chosen by each manufacturer. Four way bump and rebound adjustable
Springs: Vendor chosen by each manufacturer
Front and rear suspension: Aluminium alloy uprights, carbon-composite dual wishbone with springs and anti-roll bar
Wheel rims: Forged aluminium or magnesium wheels

Front wheel size: 12.7 x thirteen in
Rear wheel size: 13.Four x thirteen in

Tyres: Bridgestone Potenza 4-line grooved slick dry and treaded intermediate-wet tyres

Safety equipment: 6-point seatbelt, HANS device

Steering wheel dash: Various

Engine Edit

Manufacturers: Mercedes-Benz, Renault, Ferrari, Honda, BMW and Toyota
Year engine allowance: two thousand six and 2007
Configuration: V8 naturally aspirated engine
V-angle: 90° cylinder angle
Displacement: Two.Four L (146 cu in)
Bore: Maximum ninety eight mm (Four in)
Valvetrain: DOHC, 32-valve, four valves per cylinder
Fuel: 98-102 RON unleaded gasoline
Fuel Delivery: Indirect electronic fuel injection
Aspiration: Naturally aspirated
Power Output: seven hundred fifty hp (559 kW) @ eighteen thousand rpm
Torque: Approx. Two hundred forty N·m (177 ft·lb)
Lubrication: Dry sump
Maximum Revs: Legal,000 rpm
Engine management: Various
Max. speed: three hundred sixty km/h (224 mph)
Cooling: Single water pump
Ignition: High energy inductive (laptop/coil managed)

2011-2013 Edit

Chassis Edit

Construction: Carbon-fibre and honeycomb composite structure
Gearbox: 7-speed seamless semi-automatic spanking paddle shift sport gearbox, longitudinally mounted with hydraulic system for power shift and clutch operation
Clutch: Multi-plate carbon clutch
Clutch operation: Hand-paddle behind steering wheel below gear shift spanking paddle
Weight: six hundred forty two kg (1,415 lb) including driver
Fuel capacity: Approx. One hundred fifty L (40 US gal; thirty three imp gal)
Length: Averaging Four,995–5,240 mm (197–206 in) [34]
Width: 1,800 mm (71 in)
Height: nine hundred fifty mm (37 in)
Wheelbase: Two,995–3,400 mm (118–134 in)
Steering: Power-assisted rack and pinion steering
Brakes: 6-piston (front and rear) carbon callipers, carbon discs and pads
Brake disc size: two hundred seventy eight x twenty eight mm (front and rear)
Dampers: Vendor chosen by each manufacturer. Four way bump and rebound adjustable
Springs: Vendor chosen by each manufacturer
Front and rear suspension: Aluminium alloy uprights, carbon-composite dual wishbone with springs and anti-roll bar (FRICS) front and rear interconnecting suspension system eliminated due to questionable legality on all cars late in the two thousand thirteen season.
Wheel rims: Forged aluminium or magnesium wheels

Front wheel size: twelve x thirteen in
Rear wheel size: 13.7 x thirteen in

Tyres: Pirelli P Zero slick dry and Pirelli Cinturato treaded intermediate-wet tyres

Front tyre size: 245/660-R13

Rear tyre size: 325/660-R13

Safety equipment: 6-point seatbelt, HANS device

Engine Edit

Manufacturers: Renault, Ferrari, Mercedes-Benz and Cosworth
Configuration: V8 naturally aspirated engine
V-angle: 90° cylinder angle
Displacement: Two.Four L (146 cu in)
Bore: Maximum ninety eight mm (Four in)
Valvetrain: DOHC, 32-valve, four valves per cylinder
Fuel: 94.25% 98-102 RON unleaded gasoline + Five.75% biofuel
Fuel Delivery: Indirect electronic fuel injection
Aspiration: Naturally aspirated
Power Output: seven hundred fifty + eighty hp (559 + sixty kW) @ eighteen thousand rpm depending on KERS mode
Torque: Approx. Two hundred forty N·m (177 ft·lb)
Lubrication: Dry sump
Maximum Revs: Eighteen,000 rpm
Engine management: McLaren Electronic Systems TAG-320 (since 2013)
Max. speed: three hundred sixty km/h (224 mph)
Cooling: Single water pump
Ignition: High energy inductive (laptop/coil managed)

Technical specifications for two thousand fourteen Edit

Engine (majors) Edit

1.6-litre V6 turbo engine and two Energy Recovery Systems (ERS) with

Chassis Edit

Fuel capacity: one hundred fifty L (40 US gal; thirty three imp gal) according to FIA Formula One regulations, one hundred kg is equivalent to 130–140 L (34–37 US gal; 29–31 imp gal) per race
Gearbox: 8-speed, immobilized ratio
Front downforce wing: Width of wing diminished from 1,800 mm to 1,650 mm
Rear downforce wing: Shallower rear wing flap and abolition of rafter wing
Car weight: Minimum weight enlargened by forty nine kg, up from six hundred forty two kg to six hundred ninety one kg
Height: Nose and chassis height diminished (the height of the chassis has been diminished from six hundred twenty five mm to five hundred twenty five mm, whilst the height of the nose has been dramatically slashed from five hundred fifty mm to one hundred eighty five mm).

Technical specifications for two thousand fifteen Edit

Engine (majors) Edit

Intake Variable length intake system

Chassis Edit

Length: 5010–5100 mm (Crimson Bull/Toro Rosso), five thousand one hundred eighty mm (Mercedes/Force India), five thousand one hundred thirty mm (Ferrari/Sauber/Lotus), five thousand mm (Williams/McLaren/Manor)

In an effort to reduce speeds and increase driver safety, the FIA has continuously introduced fresh rules for F1 constructors since the 1980s.

These rules have included the banning of such ideas as the "wing car" (ground effect) in 1983; the turbocharger in one thousand nine hundred eighty nine (these were reintroduced for 2014); active suspension and Six pack in 1994; slick tyres (these were reintroduced for 2009); smaller front and rear wings and a reduction in engine capacity from Three.Five to Three.0 litres in 1995; reducing the width of the cars from over two metres to around 1.8 metres in 1998; again a reduction in engine capacity from Three.0 to Two.Four litres in 2006; traction control in 1994, and again in two thousand eight alongside launch control and engine braking after electronic aids were reintroduced in 2001. Yet despite these switches, constructors continued to extract spectacle gains by enhancing power and aerodynamic efficiency. As a result, the pole position speed at many circuits in comparable weather conditions dropped inbetween 1.Five and three seconds in two thousand four over the prior year’s times. The aerodynamic limitations introduced in two thousand five were meant to reduce downforce by about 30%, however most teams were able to successfully reduce this to a mere five to 10% downforce loss. In two thousand six the engine power was diminished from nine hundred fifty to seven hundred fifty bhp (710 to five hundred sixty kW) by shifting from the Trio.0L V10s, used for over a decade, to Two.4L V8s. Some of these fresh engines were capable of achieving 20,000 rpm during 2006, tho’ for the two thousand seven season engine development was frozen and the FIA limited all engines to Nineteen,000 rpm to increase reliability and control at enhancing engine speeds.

In 2008, the FIA further strengthened its cost-cutting measures by stating that gearboxes are to last for four grand prix weekends, in addition to the two race weekend engine rule. Furthermore, all teams were required to use a standardised ECU supplied by MES (McLaren Electronic Systems) made in conjunction with Microsoft. These ECUs have placed confinements on the use of electronic driver aids such as traction control, launch control and engine braking. The emphasis being on reducing costs as well as placing the concentrate back onto driver abilities as opposed to the so-called ‘electronic gizmos’ mainly controlling the cars.

Switches were made for the two thousand nine season to increase dependency on mechanical grip and create overtaking opportunities – resulting in the come back to slick tyres, a broader and lower front wing with a standardized centre section, a narrower and taller rear wing, and the diffuser being moved rearwards and made taller yet less efficient at producing downforce. Overall aerodynamic grip was dramatically diminished with the banning of complicated appendages such as winglets, bargeboards and other aero devices previously used to better direct airflow over and under the cars. The maximum engine speed was diminished to Legal,000 rpm to increase reliability further and conform to engine life request.

Due to enlargening environmental pressures from lobby groups and the like, many have called into question the relevance of Formula one as an innovating force towards future technological advances (particularly those worried with efficient cars). The FIA has been asked to consider how it can persuade the sport to stir down a more environmentally friendly path. Therefore, in addition to the above switches outlined for the two thousand nine season, teams were invited to construct a KERS device, encompassing certain types of regenerative braking systems to be fitted to the cars in time for the two thousand nine season. The system aims to reduce the amount of kinetic energy converted to waste fever in braking, converting it instead to a useful form (such as electrical energy or energy in a flywheel) to be later fed back through the engine to create a power boost. However unlike road car systems which automatically store and release energy, the energy is only released when the driver presses a button and is useful for up to 6.Five seconds, providing an extra eighty hp (60 kW) and four hundred kJ. It effectively mimicks the ‘thrust to pass’ button from IndyCar and A1GP series. KERS was not seen in the two thousand ten championship – while it was not technically banned, the FOTA collectively agreed not to use it. It however made a comeback for the two thousand eleven season, with all teams except HRT, Cherry and Lotus utilizing the device.

The regulations for the two thousand fourteen season limit the maximum fuel mass flow to the engine to one hundred kg/h, which reduces the maximum power output from the current five hundred fifty kW to about four hundred fifty kW. The rules also dual the power limit of the electrified motor to one hundred twenty kW for both acceleration and energy recovery, and increase the maximum amount of energy the KERS is permitted to use to four MJ per lap, with charging limited to two MJ per lap. An extra electrified motor-generator unit may be connected to the turbocharger.

Formula One car

A Formula One car is a single-seat, open cockpit, open-wheel racing car with substantial front and rear wings, and an engine placed behind the driver, intended to be used in competition at Formula One racing events. The regulations governing the cars are unique to the championship. The Formula One regulations specify that cars must be constructed by the racing teams themselves, however the design and manufacture can be outsourced. [1]

Chassis design Edit

The two thousand six Formula One season eyed the Fédération Internationale de l’Automobile (FIA) introduce a then-new engine formula, which mandated cars to be powered by Two.4-litre naturally aspirated engines in the V8 engine configuration, with no more than four valves per cylinder. [Trio] Further technical confinements, such as a ban on variable intake trumpets, have also been introduced with the fresh Two.Four L V8 formula to prevent the teams from achieving higher RPM and horsepower too quickly. The two thousand nine season limited engines to Eighteen,000 rpm in order to improve engine reliability and cut costs. [Trio]

For a decade, F1 cars had run with Three.0-litre naturally aspirated engines with all teams lodging on a V10 layout by the end of the period; however, development had led to these engines producing inbetween nine hundred eighty and 1,000 hp (730 and seven hundred fifty kW), [Four] and the cars reaching top speeds of three hundred seventy five km/h (233 mph) (Jacques Villeneuve with Sauber-Ferrari) on the Monza circuit. [ citation needed ] Teams began to use exotic alloys in the late 1990s, leading to the FIA banning the use of exotic materials in engine construction, with only aluminium, titanium and metal alloys being permitted for the pistons, cylinders, connecting rods and crankshafts. [Three] The FIA has continually enforced material and design limitations to limit power. Even with the confinements, the V10s in the two thousand five season were reputed to develop nine hundred eighty hp (730 kW), power levels not seen since the ban on turbo-charged engines in 1989. [Four]

The engines consume around four hundred fifty l (15.9 ft three ) of air per 2nd. [Five] Race fuel consumption rate is normally around seventy five l/100 km travelled (Three.1 US mpg, Trio.8 imp mpg, 1.Three km/l).

In the two thousand four championship, engines were required to last a total race weekend. For the two thousand five championship, they were required to last two utter race weekends and if a team switches an engine inbetween the two races, they incur a penalty of ten grid positions. In 2007, 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 two thousand eight season, engines were required to last two total race weekends; the same regulation as the two thousand six season. However, for the two thousand nine season, each driver is permitted to use a maximum of eight engines over the season, meaning that a duo 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 fresh or an already-used engine.

Formula One cars use semi-automatic sequential gearboxes, with regulations stating that eight forward gears (enhanced from seven from the two thousand fourteen season onwards) [8] and one switch roles gear must be used, with rear-wheel drive. [9] The gearbox is constructed of carbon titanium, as fever dissipation is a critical issue, and is bolted onto the back of the engine. [Ten] Utter automatic gearboxes, and systems such as launch control and traction control, are illegal, to keep driver skill significant in controlling the car. [Ten] The driver initiates gear switches using paddles mounted on the back of the steering wheel and electro-hydraulics perform the actual switch as well as throttle control. 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. [11]

A modern F1 clutch is a multi-plate carbon design with a diameter of less than one hundred mm (Three.9 in), [11] weighing less than one kg (Two.Two lb) and treating around seven hundred twenty hp (540 kW). [Four] As of the two thousand nine [update] race season, all teams are using seamless shift transmissions, which permit almost instantaneous switching of gears with minimum loss of drive. Shift times for Formula One cars are in the region of 0.05 seconds. [12] In order to keep costs low in Formula One, gearboxes must last five consecutive events and since 2015, gearbox ratios will be immobile for each season (for two thousand fourteen they could be switched only once). Switching a gearbox before the permitted time will cause a penalty of five places drop on the kicking off grid for the very first event that the fresh gearbox is used. [13]

Aerodynamics have become key to success in the sport and teams spend ems of millions of dollars on research and development in the field each year.

In the late 1960s, Jim Hall of Chaparral very 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 giant wing by the creation of an airfoil surface on its underside which would cause air moving relative to the car to thrust it to the road. Applying another idea of Jim Hall’s from his Chaparral 2J sports racer, Gordon Murray designed the Brabham BT46B, which used a separately-powered fan system to extract air from the skirted area under the car, creating enormous downforce. After technical challenges from other teams, it was withdrawn after a single race. Rule switches then followed to limit the benefits of ‘ground effects’ – firstly a ban on the skirts used to contain the low pressure area, later a requirement for a ‘stepped floor’.

Every single surface of a modern Formula One car, from the form of the suspension links to that of the driver’s helmet – has its aerodynamic effects considered. Disrupted air, where the flow ‘separates’ from the figure, creates turbulence which creates haul – which slows the car down. Look at a latest car and you will see that almost as much effort has been spent reducing haul as enhancing 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 ‘lubricious’, as a good supply of airflow has to be ensured to help dissipate the vast amounts of warmth produced by the engine and brakes.

In latest years, most Formula One teams have attempted to emulate Ferrari’s ‘narrow mid-body’ design, where the rear of the car is made as narrow and low as possible. This reduces haul and maximises the amount of air available to the rear wing. The ‘barge boards’ fitted to the sides of cars also helped to form the flow of the air and minimise the amount of turbulence.

Revised regulations introduced in two thousand five compelled 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. The designers quickly clawed back much of the loss, with a diversity of intricate and novel solutions such as the ‘horn’ winglets very first seen on the McLaren MP4-20. Most of those innovations were effectively outlawed under even more stringent aero regulations imposed by the FIA for 2009. The switches were designed to promote overtaking by making it lighter for a car to closely go after another. The fresh rules took the cars into another fresh era, with lower and broader front wings, taller and narrower rear wings, and generally much ‘cleaner’ bodywork. Perhaps the most interesting switch, 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.

The use of aerodynamics to increase the cars’ grip was pioneered in Formula One in the late 1960s by Lotus, Ferrari and Brabham.

Wings Edit

Early designs linked wings directly to the suspension, but several accidents led to rules stating that wings must be stationary rigidly to the chassis. The cars’ aerodynamics are designed to provide maximum downforce with a minimum of haul; every part of the bodywork is designed with this aim in mind. 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 example, the nose is raised above the centre of the front aerofoil, permitting its entire width to provide downforce. The front and rear wings are very sculpted and utterly fine ‘tuned’, along with the rest of the figure such as the turning vanes underneath the nose, bargeboards, sidepods, underbody, and the rear diffuser. 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:weight ratio of 1:1) at one hundred ninety km/h (118 mph), while an F1 car achieves the same at one hundred twenty five to one hundred thirty km/h (78 to eighty one mph), and at one hundred ninety km/h (118 mph) the ratio is toughly Two:1. [15]

The F1 cars for the two thousand nine season came under much questioning due to the design of the rear diffusers of the Williams, Toyota and the Brawn GP cars raced by Jenson Button and Rubens Barrichello, dubbed dual diffusers. Appeals from many of the teams were heard by the FIA, which met in Paris, before the two thousand nine Chinese Grand Prix and the use of such diffusers was announced as legal. Brawn GP boss Ross Brawn claimed the dual diffuser design as "an innovative treatment of an existing idea". These were subsequently banned for the two thousand eleven season. Another controversy of the two thousand ten and ’11 seasons was the front wing of the Crimson Bull cars. Several teams protested claiming the wing was cracking regulations. Footage from high speed sections of circuits showcased the Crimson Bull front wing leaning on the outsides subsequently creating greater downforce. Test were held on the Crimson Bull front wing however the FIA could find no way that the wing was cracking any regulation.

Since the embark of the two thousand eleven season, cars have been permitted to run with an adjustable rear wing, more commonly known as DRS (haul 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 haul of the car, permitting it to budge swifter. 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 one 2nd, 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

F1 regulations intensely limit the use of ground effect aerodynamics which are a very efficient means of creating downforce with a petite haul penalty. The underside of the vehicle, the undertray, must be plane inbetween the axles. A ten mm [16] thick wooden plank or skid block runs down the middle of the car to prevent the cars from running low enough to contact the track surface; this skid block is measured before and after a race. Should the plank be less than nine mm thick after the race, the car is disqualified.

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. The limitations on ground effects, limited size of the wings (requiring use at high angles of attack to create sufficient downforce), and vortices created by open wheels lead to a high aerodynamic haul coefficient (about one according to Minardi’s technical director Gabriele Tredozi; [17] compare with the average modern saloon car, which has a Cd value inbetween 0.25 and 0.35), so that, despite the enormous power output of the engines, the top speed of these cars is less than that of World War II vintage Mercedes-Benz and Auto Union Silver Arrows racers. However, this haul is more than compensated for by the capability to corner at enormously high speed. The aerodynamics are adjusted for each track; with a low haul configuration for tracks where high speed is more significant like Autodromo Nazionale Monza, and a high traction configuration for tracks where cornering is more significant, like the Circuit de Monaco.

Regulations Edit

With the two thousand nine regulations, the FIA rid F1 cars of puny winglets and other parts of the car (minus the front and rear wing) used to manipulate the airflow of the car in order to decrease haul and increase downforce. As it is now, the front wing is shaped specifically to shove air towards all the winglets and bargeboards so that the airflow is slick. Should these be eliminated, various parts of the car will cause fine haul when the front wing is incapable to form the air past the bod of the car. The regulations which came into effect in two thousand nine have diminished the width of the rear wing by twenty five cm, and standardised the centre section of the front wing to prevent teams developing the front wing.

The driver has the capability to fine-tune many elements of the race car from within the machine using the steering wheel. The wheel can be used to switch gears, apply rev. limiter, adjust fuel/air mix, switch brake pressure, and call the radio. Data such as engine rpm, lap times, speed, and gear are displayed on an LCD screen. The wheel hub will also incorporate gear switch paddles and a row of LED shift lights. The wheel alone can cost about $50,000, [Legitimate] and with carbon fibre construction, weighs in at 1.Trio kilograms. In the two thousand fourteen season, certain teams such as Mercedes have chosen to use larger LCDs on their wheels which permit the driver to see extra information such as fuel flow and torque delivery. They are also more customisable owing to the possibility of using much different software.

The two thousand nine season spotted the re-introduction of slick tyres substituting the grooved tyres used from one thousand nine hundred ninety eight to 2008.

Since the embark of the two thousand seven season, F1 had a foot tyre supplier. From two thousand seven to 2010, this was Bridgestone, but two thousand eleven witnessed the reintroduction of Pirelli into the sport, following the departure of Bridgestone. Seven compounds of F1 tyre exist; five are dry weather compounds (hard, medium, soft, super-soft and ultra soft) while two are humid compounds (intermediates for damp surfaces with no standing water and total wets for surfaces with standing water). Two of the dry weather compounds (generally a firmer and softer compound) are brought to each race, plus both moist weather compounds. The stiffer tyre is more durable but gives less grip, and the softer tyre the opposite. In 2009, the slick tyres returned as a part of revisions to the rules for the two thousand nine season; slicks have no grooves and give up to 18% more contact with the track. In the Bridgestone years, a green band on the sidewall of the softer compound was painted to permit spectators to distinguish which tyre a driver is on. With Pirelli tyres, the colour of the text and the ring on the sidewall varies with the compounds. Generally, the two dry compounds brought to the track are separated by at least one specification. This was implemented by the FIA to create more noticeable difference inbetween the compounds and hopefully add more excitement to the race when two drivers are on different strategies. The exceptions are the Monaco GP, Singapore Grand Prix and the Hungaroring, where soft and super-soft tyres are brought, because they are notably slow and twisty and require a lot of grip.

Disc brakes consist of a rotor and caliper at each wheel. Carbon composite rotors (introduced by the Brabham team in 1976) are used instead of steel or cast metal because of their superior frictional, thermal, and anti-warping properties, as well as significant weight savings. These brakes are designed and manufactured to work in extreme temperatures, up to 1,000 degrees Celsius (1800 °F). The driver can control brake force distribution fore and aft to compensate for switches in track conditions or fuel explosion. Regulations specify this control must be mechanical, not electronic, thus it is typically operated by a lever inwards the cockpit as opposed to a control on the steering wheel.

An average F1 car can decelerate from one hundred to zero km/h (62 to zero mph) in about fifteen meters (48 ft), compared with a two thousand nine BMW M3, which needs thirty one meters (102 ft). When braking from higher speeds, aerodynamic downforce enables tremendous deceleration: Four.Five g to Five.0 g (44 to forty nine m/s two ), and up to Five.Five g (54 m/s two ) at the high-speed circuits such as the Circuit Gilles Villeneuve (Canadian GP) and the Autodromo Nazionale Monza (Italian GP). This contrasts with 1.0 g to 1.Five g (Ten to fifteen m/s two ) for the best sports cars (the Bugatti Veyron is claimed to be able to brake at 1.Trio g). An F1 car can brake from two hundred km/h (124 mph) to a accomplish stop in just Two.9 seconds, using only sixty five metres (213 ft). [Nineteen]

Every F1 car on the grid is capable of going from zero to one hundred sixty km/h (100 mph) and back to zero in less than five seconds. During a demonstration at the Silverstone circuit in Britain, an F1 McLaren-Mercedes car driven by David Coulthard gave a pair of Mercedes-Benz street cars a head begin of seventy seconds, and was able to strike the cars to the finish line from a standing begin, a distance of only Trio.Two miles (Five.Two km). [20]

The combination of light weight (642 kg in race trim for 2013), power (900 bhp with the Trio.0 L V10, seven hundred eighty bhp (582 kW) with the two thousand seven regulation Two.Four L V8, 950+ bhp with two thousand sixteen 1.6 L V6 turbo [21] ), aerodynamics, and ultra-high-performance tyres is what gives the F1 car its high spectacle figures. The principal consideration for F1 designers is acceleration, and not simply top speed. Three types of acceleration can be considered to assess a car’s spectacle:

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

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

Acceleration Edit

The two thousand sixteen F1 cars have a power-to-weight ratio of 1,400 hp/t (1.05 kW/kg). Theoretically this would permit the car to reach one hundred km/h (62 mph) in less than one 2nd. However the massive power cannot be converted to mobility at low speeds due to traction loss and the usual figure is Two.Five seconds to reach one hundred km/h (62 mph). After about one hundred thirty km/h (80 mph) traction loss is minimal due to the combined effect of the car moving quicker and the downforce, hence continuing to accelerate the car at a very high rate. The figures are (for the two thousand sixteen Mercedes W07): [22] [23]

0 to one hundred km/h (62 mph): Two.Four seconds
0 to two hundred km/h (124 mph): Four.Four seconds
0 to three hundred km/h (186 mph): 8.Four seconds

Deceleration Edit

The carbon brakes in combination with tyre technology and the car’s aerodynamics produce truly remarkable braking compels. The deceleration force under braking is usually four g (39 m/s two ), and can be as high as 5–6 g when braking from extreme speeds, for example at the Gilles Villeneuve circuit or at Indianapolis. In 2007, Martin Brundle, a former Grand Prix driver, tested the Williams Toyota FW29 Formula one car, and stated that under strong braking he felt like his lungs were hitting the inwards of his ribcage, forcing him to exhale involuntarily. Here the aerodynamic haul actually helps, and can contribute as much as 1.0 g of braking force, which is the equivalent of the brakes on most road sports cars. In other words, if the throttle is let go, the F1 car will slow down under haul at the same rate as most sports cars do with braking, at least at speeds above two hundred fifty km/h (160 mph). The drivers do not utilise engine (compression) braking, albeit it may seem this way. The only reason they switch down gears prior to coming in the corner is to be in the correct gear for maximum acceleration on the exit of the corner. [ citation needed ]

Lateral acceleration Edit

Top speeds Edit

Top speeds are in practice limited by the longest straight at the track and by the need to balance the car’s aerodynamic configuration inbetween high straight line speed (low aerodynamic haul) and high cornering speed (high downforce) to achieve the fastest lap time. [26] During the two thousand six season, the top speeds of Formula one cars were a little over three hundred km/h (185 mph) at high-downforce tracks such as Albert Park, Australia and Sepang, Malaysia. These speeds were down by some ten km/h (6 mph) from the two thousand five speeds, and fifteen km/h (9 mph) from the two thousand four speeds, due to the latest spectacle limitations (see below). On low-downforce circuits greater top speeds were registered: at Gilles-Villeneuve (Canada) three hundred twenty five km/h (203 mph), at Indianapolis (USA) three hundred thirty five km/h (210 mph), and at Monza (Italy) three hundred sixty km/h (225 mph). In testing one month prior to the two thousand five Italian Grand Prix, Juan Pablo Montoya of the McLaren-Mercedes F1 team recorded a record top speed of 372.6 km/h (231.Five mph), [27] which got officially recognised by the FIA as the fastest speed ever achieved by an F1 car, even tho’ it was not set during an officially sanctioned session during a race weekend. In the two thousand five Italian GP Kimi Räikkönen of Mclaren-Mercedes was recorded at 370.1 km/h (229.9 mph). This record was cracked at the two thousand sixteen Mexican Grand Prix by Williams driver Valtteri Bottas, whose top speed in race conditions was 372.54 km/h (231.48 mph). [28] [29] However, even however this information was shown in FIA’s official monitors, the FIA is yet to accept it as an official record. Bottas had previously set an even higher record top speed during qualifying for the two thousand sixteen European Grand Prix, recording a speed of 378.035 km/h (234.9 mph), albeit through the use of slipstream drafting. This top speed is yet to be confirmed by any official method as presently the only source of this information is the Williams team’s Twitter post, [30] while the FIA’s official speed trap data measured Bottas’ speed at 366.1 kmh in that example. [31] At the moment Montoya’s speed of 372.6 kmh (231.Five mph) is still regarded as the official record, even tho’ it was not set during a sanctioned session.

2007 Edit

Chassis Edit

Construction: Carbon-fibre and honeycomb composite structure
Gearbox: 7-speed seamless semi-automatic spanking paddle shift sport gearbox, longitudinally mounted with hydraulic system for power shift and clutch operation
Clutch: Multi-plate carbon clutch
Clutch operation: Hand-paddle behind steering wheel below gear shift spanking paddle
Weight: six hundred forty two kg (1,415 lb) including driver
Fuel capacity: Approx. One hundred fifty L (40 US gal; thirty three imp gal)
Length: Averaging Four,545–4,800 mm (179–189 in)
Width: 1,800 mm (71 in)
Height: nine hundred fifty mm (37 in)
Wheelbase: Two,995–3,100 mm (118–122 in)
Steering: Power-assisted rack and pinion steering
Brakes: 6-piston (front and rear) carbon callipers, carbon discs and pads
Brake disc size: two hundred seventy eight x twenty eight mm (front and rear)
Dampers: Vendor chosen by each manufacturer. Four way bump and rebound adjustable
Springs: Vendor chosen by each manufacturer
Front and rear suspension: Aluminium alloy uprights, carbon-composite dual wishbone with springs and anti-roll bar
Wheel rims: Forged aluminium or magnesium wheels

Front wheel size: 12.7 x thirteen in
Rear wheel size: 13.Four x thirteen in

Tyres: Bridgestone Potenza 4-line grooved slick dry and treaded intermediate-wet tyres

Safety equipment: 6-point seatbelt, HANS device

Steering wheel dash: Various

Engine Edit

Manufacturers: Mercedes-Benz, Renault, Ferrari, Honda, BMW and Toyota
Year engine allowance: two thousand six and 2007
Configuration: V8 naturally aspirated engine
V-angle: 90° cylinder angle
Displacement: Two.Four L (146 cu in)
Bore: Maximum ninety eight mm (Four in)
Valvetrain: DOHC, 32-valve, four valves per cylinder
Fuel: 98-102 RON unleaded gasoline
Fuel Delivery: Indirect electronic fuel injection
Aspiration: Naturally aspirated
Power Output: seven hundred fifty hp (559 kW) @ eighteen thousand rpm
Torque: Approx. Two hundred forty N·m (177 ft·lb)
Lubrication: Dry sump
Maximum Revs: Legitimate,000 rpm
Engine management: Various
Max. speed: three hundred sixty km/h (224 mph)
Cooling: Single water pump
Ignition: High energy inductive (laptop/coil managed)

2011-2013 Edit

Chassis Edit

Construction: Carbon-fibre and honeycomb composite structure
Gearbox: 7-speed seamless semi-automatic spanking paddle shift sport gearbox, longitudinally mounted with hydraulic system for power shift and clutch operation
Clutch: Multi-plate carbon clutch
Clutch operation: Hand-paddle behind steering wheel below gear shift spanking paddle
Weight: six hundred forty two kg (1,415 lb) including driver
Fuel capacity: Approx. One hundred fifty L (40 US gal; thirty three imp gal)
Length: Averaging Four,995–5,240 mm (197–206 in) [34]
Width: 1,800 mm (71 in)
Height: nine hundred fifty mm (37 in)
Wheelbase: Two,995–3,400 mm (118–134 in)
Steering: Power-assisted rack and pinion steering
Brakes: 6-piston (front and rear) carbon callipers, carbon discs and pads
Brake disc size: two hundred seventy eight x twenty eight mm (front and rear)
Dampers: Vendor chosen by each manufacturer. Four way bump and rebound adjustable
Springs: Vendor chosen by each manufacturer
Front and rear suspension: Aluminium alloy uprights, carbon-composite dual wishbone with springs and anti-roll bar (FRICS) front and rear interconnecting suspension system liquidated due to questionable legality on all cars late in the two thousand thirteen season.
Wheel rims: Forged aluminium or magnesium wheels

Front wheel size: twelve x thirteen in
Rear wheel size: 13.7 x thirteen in

Tyres: Pirelli P Zero slick dry and Pirelli Cinturato treaded intermediate-wet tyres

Front tyre size: 245/660-R13

Rear tyre size: 325/660-R13

Safety equipment: 6-point seatbelt, HANS device

Engine Edit

Manufacturers: Renault, Ferrari, Mercedes-Benz and Cosworth
Configuration: V8 naturally aspirated engine
V-angle: 90° cylinder angle
Displacement: Two.Four L (146 cu in)
Bore: Maximum ninety eight mm (Four in)
Valvetrain: DOHC, 32-valve, four valves per cylinder
Fuel: 94.25% 98-102 RON unleaded gasoline + Five.75% biofuel
Fuel Delivery: Indirect electronic fuel injection
Aspiration: Naturally aspirated
Power Output: seven hundred fifty + eighty hp (559 + sixty kW) @ eighteen thousand rpm depending on KERS mode
Torque: Approx. Two hundred forty N·m (177 ft·lb)
Lubrication: Dry sump
Maximum Revs: Eighteen,000 rpm
Engine management: McLaren Electronic Systems TAG-320 (since 2013)
Max. speed: three hundred sixty km/h (224 mph)
Cooling: Single water pump
Ignition: High energy inductive (laptop/coil managed)

Technical specifications for two thousand fourteen Edit

Engine (majors) Edit

1.6-litre V6 turbo engine and two Energy Recovery Systems (ERS) with

Chassis Edit

Fuel capacity: one hundred fifty L (40 US gal; thirty three imp gal) according to FIA Formula One regulations, one hundred kg is equivalent to 130–140 L (34–37 US gal; 29–31 imp gal) per race
Gearbox: 8-speed, immobilized ratio
Front downforce wing: Width of wing diminished from 1,800 mm to 1,650 mm
Rear downforce wing: Shallower rear wing flap and abolition of slat wing
Car weight: Minimum weight enlargened by forty nine kg, up from six hundred forty two kg to six hundred ninety one kg
Height: Nose and chassis height diminished (the height of the chassis has been diminished from six hundred twenty five mm to five hundred twenty five mm, whilst the height of the nose has been dramatically slashed from five hundred fifty mm to one hundred eighty five mm).

Technical specifications for two thousand fifteen Edit

Engine (majors) Edit

Intake Variable length intake system

Chassis Edit

Length: 5010–5100 mm (Crimson Bull/Toro Rosso), five thousand one hundred eighty mm (Mercedes/Force India), five thousand one hundred thirty mm (Ferrari/Sauber/Lotus), five thousand mm (Williams/McLaren/Manor)

In an effort to reduce speeds and increase driver safety, the FIA has continuously introduced fresh rules for F1 constructors since the 1980s.

These rules have included the banning of such ideas as the "wing car" (ground effect) in 1983; the turbocharger in one thousand nine hundred eighty nine (these were reintroduced for 2014); active suspension and Six pack in 1994; slick tyres (these were reintroduced for 2009); smaller front and rear wings and a reduction in engine capacity from Trio.Five to Trio.0 litres in 1995; reducing the width of the cars from over two metres to around 1.8 metres in 1998; again a reduction in engine capacity from Three.0 to Two.Four litres in 2006; traction control in 1994, and again in two thousand eight alongside launch control and engine braking after electronic aids were reintroduced in 2001. Yet despite these switches, constructors continued to extract spectacle gains by enlargening power and aerodynamic efficiency. As a result, the pole position speed at many circuits in comparable weather conditions dropped inbetween 1.Five and three seconds in two thousand four over the prior year’s times. The aerodynamic limitations introduced in two thousand five were meant to reduce downforce by about 30%, however most teams were able to successfully reduce this to a mere five to 10% downforce loss. In two thousand six the engine power was diminished from nine hundred fifty to seven hundred fifty bhp (710 to five hundred sixty kW) by shifting from the Trio.0L V10s, used for over a decade, to Two.4L V8s. Some of these fresh engines were capable of achieving 20,000 rpm during 2006, tho’ for the two thousand seven season engine development was frozen and the FIA limited all engines to Nineteen,000 rpm to increase reliability and control at enlargening engine speeds.

Switches were made for the two thousand nine season to increase dependency on mechanical grip and create overtaking opportunities – resulting in the comeback to slick tyres, a broader and lower front wing with a standardized centre section, a narrower and taller rear wing, and the diffuser being moved rearwards and made taller yet less efficient at producing downforce. Overall aerodynamic grip was dramatically diminished with the banning of complicated appendages such as winglets, bargeboards and other aero devices previously used to better direct airflow over and under the cars. The maximum engine speed was diminished to Legal,000 rpm to increase reliability further and conform to engine life request.

Due to enhancing environmental pressures from lobby groups and the like, many have called into question the relevance of Formula one as an innovating force towards future technological advances (particularly those worried with efficient cars). The FIA has been asked to consider how it can persuade the sport to budge down a more environmentally friendly path. Therefore, in addition to the above switches outlined for the two thousand nine season, teams were invited to construct a KERS device, encompassing certain types of regenerative braking systems to be fitted to the cars in time for the two thousand nine season. The system aims to reduce the amount of kinetic energy converted to waste warmth in braking, converting it instead to a useful form (such as electrical energy or energy in a flywheel) to be later fed back through the engine to create a power boost. However unlike road car systems which automatically store and release energy, the energy is only released when the driver presses a button and is useful for up to 6.Five seconds, providing an extra eighty hp (60 kW) and four hundred kJ. It effectively mimicks the ‘thrust to pass’ button from IndyCar and A1GP series. KERS was not seen in the two thousand ten championship – while it was not technically banned, the FOTA collectively agreed not to use it. It however made a come back for the two thousand eleven season, with all teams except HRT, Cherry and Lotus utilizing the device.

The regulations for the two thousand fourteen season limit the maximum fuel mass flow to the engine to one hundred kg/h, which reduces the maximum power output from the current five hundred fifty kW to about four hundred fifty kW. The rules also dual the power limit of the electrical motor to one hundred twenty kW for both acceleration and energy recovery, and increase the maximum amount of energy the KERS is permitted to use to four MJ per lap, with charging limited to two MJ per lap. An extra electrical motor-generator unit may be connected to the turbocharger.

Formula One car

Chassis design Edit

The two thousand six Formula One season witnessed the Fédération Internationale de l’Automobile (FIA) introduce a then-new engine formula, which mandated cars to be powered by Two.4-litre naturally aspirated engines in the V8 engine configuration, with no more than four valves per cylinder. [Trio] Further technical limitations, such as a ban on variable intake trumpets, have also been introduced with the fresh Two.Four L V8 formula to prevent the teams from achieving higher RPM and horsepower too quickly. The two thousand nine season limited engines to Legitimate,000 rpm in order to improve engine reliability and cut costs. [Three]

For a decade, F1 cars had run with Three.0-litre naturally aspirated engines with all teams lodging on a V10 layout by the end of the period; however, development had led to these engines producing inbetween nine hundred eighty and 1,000 hp (730 and seven hundred fifty kW), [Four] and the cars reaching top speeds of three hundred seventy five km/h (233 mph) (Jacques Villeneuve with Sauber-Ferrari) on the Monza circuit. [ citation needed ] Teams commenced to use exotic alloys in the late 1990s, leading to the FIA banning the use of exotic materials in engine construction, with only aluminium, titanium and metal alloys being permitted for the pistons, cylinders, connecting rods and crankshafts. [Three] The FIA has continually enforced material and design limitations to limit power. Even with the confinements, the V10s in the two thousand five season were reputed to develop nine hundred eighty hp (730 kW), power levels not seen since the ban on turbo-charged engines in 1989. [Four]

Formula One cars use semi-automatic sequential gearboxes, with regulations stating that eight forward gears (enlargened from seven from the two thousand fourteen season onwards) [8] and one switch sides gear must be used, with rear-wheel drive. [9] The gearbox is constructed of carbon titanium, as fever dissipation is a critical issue, and is bolted onto the back of the engine. [Ten] Utter automatic gearboxes, and systems such as launch control and traction control, are illegal, to keep driver skill significant in controlling the car. [Ten] The driver initiates gear switches using paddles mounted on the back of the steering wheel and electro-hydraulics perform the actual switch as well as throttle control. 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. [11]

A modern F1 clutch is a multi-plate carbon design with a diameter of less than one hundred mm (Trio.9 in), [11] weighing less than one kg (Two.Two lb) and treating around seven hundred twenty hp (540 kW). [Four] As of the two thousand nine [update] race season, all teams are using seamless shift transmissions, which permit almost instantaneous switching of gears with minimum loss of drive. Shift times for Formula One cars are in the region of 0.05 seconds. [12] In order to keep costs low in Formula One, gearboxes must last five consecutive events and since 2015, gearbox ratios will be immobile for each season (for two thousand fourteen they could be switched only once). Switching a gearbox before the permitted time will cause a penalty of five places drop on the beginning grid for the very first event that the fresh gearbox is used. [13]

Aerodynamics have become key to success in the sport and teams spend ems of millions of dollars on research and development in the field each year.

The aerodynamic designer has two primary concerns: the creation of downforce, to help shove the car’s tyres onto the track and improve cornering compels; and minimising the haul that gets caused by turbulence and acts to slow the car down.

In the late 1960s, Jim Hall of Chaparral very 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 giant wing by the creation of an airfoil surface on its underside which would cause air moving relative to the car to thrust it to the road. Applying another idea of Jim Hall’s from his Chaparral 2J sports racer, Gordon Murray designed the Brabham BT46B, which used a separately-powered fan system to extract air from the skirted area under the car, creating enormous downforce. After technical challenges from other teams, it was withdrawn after a single race. Rule switches then followed to limit the benefits of ‘ground effects’ – firstly a ban on the skirts used to contain the low pressure area, later a requirement for a ‘stepped floor’.

Every single surface of a modern Formula One car, from the form of the suspension links to that of the driver’s helmet – has its aerodynamic effects considered. Disrupted air, where the flow ‘separates’ from the figure, creates turbulence which creates haul – which slows the car down. Look at a latest car and you will see that almost as much effort has been spent reducing haul as enlargening 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 ‘slimy’, as a good supply of airflow has to be ensured to help dissipate the vast amounts of warmth produced by the engine and brakes.

Revised regulations introduced in two thousand five coerced 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. The designers quickly clawed back much of the loss, with a multitude of intricate and novel solutions such as the ‘horn’ winglets very first seen on the McLaren MP4-20. Most of those innovations were effectively outlawed under even more stringent aero regulations imposed by the FIA for 2009. The switches were designed to promote overtaking by making it lighter for a car to closely go after another. The fresh rules took the cars into another fresh era, with lower and broader front wings, taller and narrower rear wings, and generally much ‘cleaner’ bodywork. Perhaps the most interesting switch, 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.

The use of aerodynamics to increase the cars’ grip was pioneered in Formula One in the late 1960s by Lotus, Ferrari and Brabham.

Wings Edit

Early designs linked wings directly to the suspension, but several accidents led to rules stating that wings must be stationary rigidly to the chassis. The cars’ aerodynamics are designed to provide maximum downforce with a minimum of haul; every part of the bodywork is designed with this aim in mind. 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 example, the nose is raised above the centre of the front aerofoil, permitting its entire width to provide downforce. The front and rear wings are very sculpted and enormously fine ‘tuned’, along with the rest of the assets such as the turning vanes underneath the nose, bargeboards, sidepods, underbody, and the rear diffuser. 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:weight ratio of 1:1) at one hundred ninety km/h (118 mph), while an F1 car achieves the same at one hundred twenty five to one hundred thirty km/h (78 to eighty one mph), and at one hundred ninety km/h (118 mph) the ratio is harshly Two:1. [15]

The F1 cars for the two thousand nine season came under much questioning due to the design of the rear diffusers of the Williams, Toyota and the Brawn GP cars raced by Jenson Button and Rubens Barrichello, dubbed dual diffusers. Appeals from many of the teams were heard by the FIA, which met in Paris, before the two thousand nine Chinese Grand Prix and the use of such diffusers was announced as legal. Brawn GP boss Ross Brawn claimed the dual diffuser design as "an innovative treatment of an existing idea". These were subsequently banned for the two thousand eleven season. Another controversy of the two thousand ten and ’11 seasons was the front wing of the Crimson Bull cars. Several teams protested claiming the wing was cracking regulations. Footage from high speed sections of circuits showcased the Crimson Bull front wing leaning on the outsides subsequently creating greater downforce. Test were held on the Crimson Bull front wing however the FIA could find no way that the wing was cracking any regulation.

Ground effect Edit

Regulations Edit

With the two thousand nine regulations, the FIA rid F1 cars of puny winglets and other parts of the car (minus the front and rear wing) used to manipulate the airflow of the car in order to decrease haul and increase downforce. As it is now, the front wing is shaped specifically to shove air towards all the winglets and bargeboards so that the airflow is sleek. Should these be eliminated, various parts of the car will cause superb haul when the front wing is incapable to form the air past the assets of the car. The regulations which came into effect in two thousand nine have diminished the width of the rear wing by twenty five cm, and standardised the centre section of the front wing to prevent teams developing the front wing.

The driver has the capability to fine-tune many elements of the race car from within the machine using the steering wheel. The wheel can be used to switch gears, apply rev. limiter, adjust fuel/air mix, switch brake pressure, and call the radio. Data such as engine rpm, lap times, speed, and gear are displayed on an LCD screen. The wheel hub will also incorporate gear switch paddles and a row of LED shift lights. The wheel alone can cost about $50,000, [Legitimate] and with carbon fibre construction, weighs in at 1.Three kilograms. In the two thousand fourteen season, certain teams such as Mercedes have chosen to use larger LCDs on their wheels which permit the driver to see extra information such as fuel flow and torque delivery. They are also more customisable owing to the possibility of using much different software.

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 equipment to compare the "fingerprint" of what is in the car during the race with what was submitted. The teams usually abide by this rule, but in 1997, Mika Häkkinen was stripped of his third-place finish at Spa-Francorchamps in Belgium after the FIA determined that his fuel was not the correct formula, as well as in 1976, both McLaren and Penske cars were compelled to the rear of the Italian Grand Prix after octane number of the combination was found to be too high.

The two thousand nine season spotted the re-introduction of slick tyres substituting the grooved tyres used from one thousand nine hundred ninety eight to 2008.

Since the embark of the two thousand seven season, F1 had a foot tyre supplier. From two thousand seven to 2010, this was Bridgestone, but two thousand eleven eyed the reintroduction of Pirelli into the sport, following the departure of Bridgestone. Seven compounds of F1 tyre exist; five are dry weather compounds (hard, medium, soft, super-soft and ultra soft) while two are humid compounds (intermediates for damp surfaces with no standing water and utter wets for surfaces with standing water). Two of the dry weather compounds (generally a stiffer and softer compound) are brought to each race, plus both moist weather compounds. The firmer tyre is more durable but gives less grip, and the softer tyre the opposite. In 2009, the slick tyres returned as a part of revisions to the rules for the two thousand nine season; slicks have no grooves and give up to 18% more contact with the track. In the Bridgestone years, a green band on the sidewall of the softer compound was painted to permit spectators to distinguish which tyre a driver is on. With Pirelli tyres, the colour of the text and the ring on the sidewall varies with the compounds. Generally, the two dry compounds brought to the track are separated by at least one specification. This was implemented by the FIA to create more noticeable difference inbetween the compounds and hopefully add more excitement to the race when two drivers are on different strategies. The exceptions are the Monaco GP, Singapore Grand Prix and the Hungaroring, where soft and super-soft tyres are brought, because they are notably slow and twisty and require a lot of grip.

An average F1 car can decelerate from one hundred to zero km/h (62 to zero mph) in about fifteen meters (48 ft), compared with a two thousand nine BMW M3, which needs thirty one meters (102 ft). When braking from higher speeds, aerodynamic downforce enables tremendous deceleration: Four.Five g to Five.0 g (44 to forty nine m/s two ), and up to Five.Five g (54 m/s two ) at the high-speed circuits such as the Circuit Gilles Villeneuve (Canadian GP) and the Autodromo Nazionale Monza (Italian GP). This contrasts with 1.0 g to 1.Five g (Ten to fifteen m/s two ) for the best sports cars (the Bugatti Veyron is claimed to be able to brake at 1.Trio g). An F1 car can brake from two hundred km/h (124 mph) to a finish stop in just Two.9 seconds, using only sixty five metres (213 ft). [Nineteen]

As well as being rapid in a straight line, F1 cars have outstanding cornering capability. Grand Prix cars can negotiate corners at significantly higher speeds than other racing cars because of the intense levels of grip and downforce. Cornering speed is so high that Formula One drivers have strength training routines just for the neck muscles. Former F1 driver Juan Pablo Montoya claimed to be able to perform three hundred repetitions of fifty lb (23 kg) with his neck.

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

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

Acceleration Edit

The two thousand sixteen F1 cars have a power-to-weight ratio of 1,400 hp/t (1.05 kW/kg). Theoretically this would permit the car to reach one hundred km/h (62 mph) in less than one 2nd. However the massive power cannot be converted to maneuverability at low speeds due to traction loss and the usual figure is Two.Five seconds to reach one hundred km/h (62 mph). After about one hundred thirty km/h (80 mph) traction loss is minimal due to the combined effect of the car moving quicker and the downforce, hence continuing to accelerate the car at a very high rate. The figures are (for the two thousand sixteen Mercedes W07): [22] [23]

0 to one hundred km/h (62 mph): Two.Four seconds
0 to two hundred km/h (124 mph): Four.Four seconds
0 to three hundred km/h (186 mph): 8.Four seconds

There are also boost systems known as kinetic energy recovery systems (KERS). These devices recover the kinetic energy created by the car’s braking process. They store that energy and convert it into power that can be called upon to boost acceleration. KERS typically adds eighty hp (60 kW) and weighs thirty five kg (77 lb). There are principally two types of systems: electrical and mechanical flywheel. Electrical systems use a motor-generator incorporated in the car’s transmission which converts mechanical energy into electrical energy and vice versa. Once the energy has been harnessed, it is stored in a battery and released at will. Mechanical systems capture braking energy and use it to turn a petite 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 an electrical KERS, the mechanical energy does not switch state and is therefore more efficient. There is one other option available, hydraulic KERS, where braking energy is used to accumulate hydraulic pressure which is then sent to the wheels when required.

Deceleration Edit

The carbon brakes in combination with tyre technology and the car’s aerodynamics produce truly remarkable braking coerces. The deceleration force under braking is usually four g (39 m/s two ), and can be as high as 5–6 g when braking from extreme speeds, for example at the Gilles Villeneuve circuit or at Indianapolis. In 2007, Martin Brundle, a former Grand Prix driver, tested the Williams Toyota FW29 Formula one car, and stated that under intense braking he felt like his lungs were hitting the inwards of his ribcage, forcing him to exhale involuntarily. Here the aerodynamic haul actually helps, and can contribute as much as 1.0 g of braking force, which is the equivalent of the brakes on most road sports cars. In other words, if the throttle is let go, the F1 car will slow down under haul at the same rate as most sports cars do with braking, at least at speeds above two hundred fifty km/h (160 mph). The drivers do not utilise engine (compression) braking, albeit it may seem this way. The only reason they switch down gears prior to coming in the corner is to be in the correct gear for maximum acceleration on the exit of the corner. [ citation needed ]

Lateral acceleration Edit

Top speeds Edit

Top speeds are in practice limited by the longest straight at the track and by the need to balance the car’s aerodynamic configuration inbetween high straight line speed (low aerodynamic haul) and high cornering speed (high downforce) to achieve the fastest lap time. [26] During the two thousand six season, the top speeds of Formula one cars were a little over three hundred km/h (185 mph) at high-downforce tracks such as Albert Park, Australia and Sepang, Malaysia. These speeds were down by some ten km/h (6 mph) from the two thousand five speeds, and fifteen km/h (9 mph) from the two thousand four speeds, due to the latest spectacle limitations (see below). On low-downforce circuits greater top speeds were registered: at Gilles-Villeneuve (Canada) three hundred twenty five km/h (203 mph), at Indianapolis (USA) three hundred thirty five km/h (210 mph), and at Monza (Italy) three hundred sixty km/h (225 mph). In testing one month prior to the two thousand five Italian Grand Prix, Juan Pablo Montoya of the McLaren-Mercedes F1 team recorded a record top speed of 372.6 km/h (231.Five mph), [27] which got officially recognised by the FIA as the fastest speed ever achieved by an F1 car, even tho’ it was not set during an officially sanctioned session during a race weekend. In the two thousand five Italian GP Kimi Räikkönen of Mclaren-Mercedes was recorded at 370.1 km/h (229.9 mph). This record was cracked at the two thousand sixteen Mexican Grand Prix by Williams driver Valtteri Bottas, whose top speed in race conditions was 372.54 km/h (231.48 mph). [28] [29] However, even however this information was shown in FIA’s official monitors, the FIA is yet to accept it as an official record. Bottas had previously set an even higher record top speed during qualifying for the two thousand sixteen European Grand Prix, recording a speed of 378.035 km/h (234.9 mph), albeit through the use of slipstream drafting. This top speed is yet to be confirmed by any official method as presently the only source of this information is the Williams team’s Twitter post, [30] while the FIA’s official speed trap data measured Bottas’ speed at 366.1 kmh in that example. [31] At the moment Montoya’s speed of 372.6 kmh (231.Five mph) is still regarded as the official record, even tho’ it was not set during a sanctioned session.

2007 Edit

Chassis Edit

Construction: Carbon-fibre and honeycomb composite structure
Gearbox: 7-speed seamless semi-automatic spanking paddle shift sport gearbox, longitudinally mounted with hydraulic system for power shift and clutch operation
Clutch: Multi-plate carbon clutch
Clutch operation: Hand-paddle behind steering wheel below gear shift spanking paddle
Weight: six hundred forty two kg (1,415 lb) including driver
Fuel capacity: Approx. One hundred fifty L (40 US gal; thirty three imp gal)
Length: Averaging Four,545–4,800 mm (179–189 in)
Width: 1,800 mm (71 in)
Height: nine hundred fifty mm (37 in)
Wheelbase: Two,995–3,100 mm (118–122 in)
Steering: Power-assisted rack and pinion steering
Brakes: 6-piston (front and rear) carbon callipers, carbon discs and pads
Brake disc size: two hundred seventy eight x twenty eight mm (front and rear)
Dampers: Vendor chosen by each manufacturer. Four way bump and rebound adjustable
Springs: Vendor chosen by each manufacturer
Front and rear suspension: Aluminium alloy uprights, carbon-composite dual wishbone with springs and anti-roll bar
Wheel rims: Forged aluminium or magnesium wheels

Front wheel size: 12.7 x thirteen in
Rear wheel size: 13.Four x thirteen in

Tyres: Bridgestone Potenza 4-line grooved slick dry and treaded intermediate-wet tyres

Safety equipment: 6-point seatbelt, HANS device

Steering wheel dash: Various

Engine Edit

Manufacturers: Mercedes-Benz, Renault, Ferrari, Honda, BMW and Toyota
Year engine allowance: two thousand six and 2007
Configuration: V8 naturally aspirated engine
V-angle: 90° cylinder angle
Displacement: Two.Four L (146 cu in)
Bore: Maximum ninety eight mm (Four in)
Valvetrain: DOHC, 32-valve, four valves per cylinder
Fuel: 98-102 RON unleaded gasoline
Fuel Delivery: Indirect electronic fuel injection
Aspiration: Naturally aspirated
Power Output: seven hundred fifty hp (559 kW) @ eighteen thousand rpm
Torque: Approx. Two hundred forty N·m (177 ft·lb)
Lubrication: Dry sump
Maximum Revs: Legitimate,000 rpm
Engine management: Various
Max. speed: three hundred sixty km/h (224 mph)
Cooling: Single water pump
Ignition: High energy inductive (laptop/coil managed)

2011-2013 Edit

Chassis Edit

Construction: Carbon-fibre and honeycomb composite structure
Gearbox: 7-speed seamless semi-automatic spanking paddle shift sport gearbox, longitudinally mounted with hydraulic system for power shift and clutch operation
Clutch: Multi-plate carbon clutch
Clutch operation: Hand-paddle behind steering wheel below gear shift spanking paddle
Weight: six hundred forty two kg (1,415 lb) including driver
Fuel capacity: Approx. One hundred fifty L (40 US gal; thirty three imp gal)
Length: Averaging Four,995–5,240 mm (197–206 in) [34]
Width: 1,800 mm (71 in)
Height: nine hundred fifty mm (37 in)
Wheelbase: Two,995–3,400 mm (118–134 in)
Steering: Power-assisted rack and pinion steering
Brakes: 6-piston (front and rear) carbon callipers, carbon discs and pads
Brake disc size: two hundred seventy eight x twenty eight mm (front and rear)
Dampers: Vendor chosen by each manufacturer. Four way bump and rebound adjustable
Springs: Vendor chosen by each manufacturer
Front and rear suspension: Aluminium alloy uprights, carbon-composite dual wishbone with springs and anti-roll bar (FRICS) front and rear interconnecting suspension system eliminated due to questionable legality on all cars late in the two thousand thirteen season.
Wheel rims: Forged aluminium or magnesium wheels

Front wheel size: twelve x thirteen in
Rear wheel size: 13.7 x thirteen in

Tyres: Pirelli P Zero slick dry and Pirelli Cinturato treaded intermediate-wet tyres

Front tyre size: 245/660-R13

Rear tyre size: 325/660-R13

Safety equipment: 6-point seatbelt, HANS device

Engine Edit

Manufacturers: Renault, Ferrari, Mercedes-Benz and Cosworth
Configuration: V8 naturally aspirated engine
V-angle: 90° cylinder angle
Displacement: Two.Four L (146 cu in)
Bore: Maximum ninety eight mm (Four in)
Valvetrain: DOHC, 32-valve, four valves per cylinder
Fuel: 94.25% 98-102 RON unleaded gasoline + Five.75% biofuel
Fuel Delivery: Indirect electronic fuel injection
Aspiration: Naturally aspirated
Power Output: seven hundred fifty + eighty hp (559 + sixty kW) @ eighteen thousand rpm depending on KERS mode
Torque: Approx. Two hundred forty N·m (177 ft·lb)
Lubrication: Dry sump
Maximum Revs: Eighteen,000 rpm
Engine management: McLaren Electronic Systems TAG-320 (since 2013)
Max. speed: three hundred sixty km/h (224 mph)
Cooling: Single water pump
Ignition: High energy inductive (laptop/coil managed)

Technical specifications for two thousand fourteen Edit

Engine (majors) Edit

1.6-litre V6 turbo engine and two Energy Recovery Systems (ERS) with

Chassis Edit

Fuel capacity: one hundred fifty L (40 US gal; thirty three imp gal) according to FIA Formula One regulations, one hundred kg is equivalent to 130–140 L (34–37 US gal; 29–31 imp gal) per race
Gearbox: 8-speed, motionless ratio
Front downforce wing: Width of wing diminished from 1,800 mm to 1,650 mm
Rear downforce wing: Shallower rear wing flap and abolition of plank wing
Car weight: Minimum weight enhanced by forty nine kg, up from six hundred forty two kg to six hundred ninety one kg
Height: Nose and chassis height diminished (the height of the chassis has been diminished from six hundred twenty five mm to five hundred twenty five mm, whilst the height of the nose has been dramatically slashed from five hundred fifty mm to one hundred eighty five mm).

Technical specifications for two thousand fifteen Edit

Engine (majors) Edit

Intake Variable length intake system

Chassis Edit

Length: 5010–5100 mm (Crimson Bull/Toro Rosso), five thousand one hundred eighty mm (Mercedes/Force India), five thousand one hundred thirty mm (Ferrari/Sauber/Lotus), five thousand mm (Williams/McLaren/Manor)

In an effort to reduce speeds and increase driver safety, the FIA has continuously introduced fresh rules for F1 constructors since the 1980s.

These rules have included the banning of such ideas as the "wing car" (ground effect) in 1983; the turbocharger in one thousand nine hundred eighty nine (these were reintroduced for 2014); active suspension and Six pack in 1994; slick tyres (these were reintroduced for 2009); smaller front and rear wings and a reduction in engine capacity from Trio.Five to Trio.0 litres in 1995; reducing the width of the cars from over two metres to around 1.8 metres in 1998; again a reduction in engine capacity from Trio.0 to Two.Four litres in 2006; traction control in 1994, and again in two thousand eight alongside launch control and engine braking after electronic aids were reintroduced in 2001. Yet despite these switches, constructors continued to extract spectacle gains by enhancing power and aerodynamic efficiency. As a result, the pole position speed at many circuits in comparable weather conditions dropped inbetween 1.Five and three seconds in two thousand four over the prior year’s times. The aerodynamic confinements introduced in two thousand five were meant to reduce downforce by about 30%, however most teams were able to successfully reduce this to a mere five to 10% downforce loss. In two thousand six the engine power was diminished from nine hundred fifty to seven hundred fifty bhp (710 to five hundred sixty kW) by shifting from the Trio.0L V10s, used for over a decade, to Two.4L V8s. Some of these fresh engines were capable of achieving 20,000 rpm during 2006, however for the two thousand seven season engine development was frozen and the FIA limited all engines to Nineteen,000 rpm to increase reliability and control at enlargening engine speeds.

Switches were made for the two thousand nine season to increase dependency on mechanical grip and create overtaking opportunities – resulting in the come back to slick tyres, a broader and lower front wing with a standardized centre section, a narrower and taller rear wing, and the diffuser being moved rearwards and made taller yet less efficient at producing downforce. Overall aerodynamic grip was dramatically diminished with the banning of elaborate appendages such as winglets, bargeboards and other aero devices previously used to better direct airflow over and under the cars. The maximum engine speed was diminished to Legal,000 rpm to increase reliability further and conform to engine life request.

Due to enlargening environmental pressures from lobby groups and the like, many have called into question the relevance of Formula one as an innovating force towards future technological advances (particularly those worried with efficient cars). The FIA has been asked to consider how it can persuade the sport to budge down a more environmentally friendly path. Therefore, in addition to the above switches outlined for the two thousand nine season, teams were invited to construct a KERS device, encompassing certain types of regenerative braking systems to be fitted to the cars in time for the two thousand nine season. The system aims to reduce the amount of kinetic energy converted to waste warmth in braking, converting it instead to a useful form (such as electrical energy or energy in a flywheel) to be later fed back through the engine to create a power boost. However unlike road car systems which automatically store and release energy, the energy is only released when the driver presses a button and is useful for up to 6.Five seconds, providing an extra eighty hp (60 kW) and four hundred kJ. It effectively mimicks the ‘thrust to pass’ button from IndyCar and A1GP series. KERS was not seen in the two thousand ten championship – while it was not technically banned, the FOTA collectively agreed not to use it. It however made a comeback for the two thousand eleven season, with all teams except HRT, Cherry and Lotus utilizing the device.

The regulations for the two thousand fourteen season limit the maximum fuel mass flow to the engine to one hundred kg/h, which reduces the maximum power output from the current five hundred fifty kW to about four hundred fifty kW. The rules also dual the power limit of the electrified motor to one hundred twenty kW for both acceleration and energy recovery, and increase the maximum amount of energy the KERS is permitted to use to four MJ per lap, with charging limited to two MJ per lap. An extra electrical motor-generator unit may be connected to the turbocharger.

Formula One car

A Formula One car is a single-seat, open cockpit, open-wheel racing car with substantial front and rear wings, and an engine placed behind the driver, intended to be used in competition at Formula One racing events. The regulations governing the cars are unique to the championship. The Formula One regulations specify that cars must be constructed by the racing teams themselves, however the design and manufacture can be outsourced. [1]

Chassis design Edit

The two thousand six Formula One season spotted the Fédération Internationale de l’Automobile (FIA) introduce a then-new engine formula, which mandated cars to be powered by Two.4-litre naturally aspirated engines in the V8 engine configuration, with no more than four valves per cylinder. [Trio] Further technical confinements, such as a ban on variable intake trumpets, have also been introduced with the fresh Two.Four L V8 formula to prevent the teams from achieving higher RPM and horsepower too quickly. The two thousand nine season limited engines to Legitimate,000 rpm in order to improve engine reliability and cut costs. [Three]

For a decade, F1 cars had run with Three.0-litre naturally aspirated engines with all teams lodging on a V10 layout by the end of the period; however, development had led to these engines producing inbetween nine hundred eighty and 1,000 hp (730 and seven hundred fifty kW), [Four] and the cars reaching top speeds of three hundred seventy five km/h (233 mph) (Jacques Villeneuve with Sauber-Ferrari) on the Monza circuit. [ citation needed ] Teams embarked to use exotic alloys in the late 1990s, leading to the FIA banning the use of exotic materials in engine construction, with only aluminium, titanium and metal alloys being permitted for the pistons, cylinders, connecting rods and crankshafts. [Trio] The FIA has continually enforced material and design limitations to limit power. Even with the confinements, the V10s in the two thousand five season were reputed to develop nine hundred eighty hp (730 kW), power levels not seen since the ban on turbo-charged engines in 1989. [Four]

In the two thousand four championship, engines were required to last a utter race weekend. For the two thousand five championship, they were required to last two utter race weekends and if a team switches an engine inbetween the two races, they incur a penalty of ten grid positions. In 2007, 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 two thousand eight season, engines were required to last two utter race weekends; the same regulation as the two thousand six season. However, for the two thousand nine season, each driver is permitted to use a maximum of eight engines over the season, meaning that a duo 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 fresh or an already-used engine.

Formula One cars use semi-automatic sequential gearboxes, with regulations stating that eight forward gears (enlargened from seven from the two thousand fourteen season onwards) [8] and one switch sides gear must be used, with rear-wheel drive. [9] The gearbox is constructed of carbon titanium, as fever dissipation is a critical issue, and is bolted onto the back of the engine. [Ten] Utter automatic gearboxes, and systems such as launch control and traction control, are illegal, to keep driver skill significant in controlling the car. [Ten] The driver initiates gear switches using paddles mounted on the back of the steering wheel and electro-hydraulics perform the actual switch as well as throttle control. 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. [11]

A modern F1 clutch is a multi-plate carbon design with a diameter of less than one hundred mm (Three.9 in), [11] weighing less than one kg (Two.Two lb) and treating around seven hundred twenty hp (540 kW). [Four] As of the two thousand nine [update] race season, all teams are using seamless shift transmissions, which permit almost instantaneous switching of gears with minimum loss of drive. Shift times for Formula One cars are in the region of 0.05 seconds. [12] In order to keep costs low in Formula One, gearboxes must last five consecutive events and since 2015, gearbox ratios will be immobilized for each season (for two thousand fourteen they could be switched only once). Switching a gearbox before the permitted time will cause a penalty of five places drop on the commencing grid for the very first event that the fresh gearbox is used. [13]

Aerodynamics have become key to success in the sport and teams spend ems of millions of dollars on research and development in the field each year.

The aerodynamic designer has two primary concerns: the creation of downforce, to help thrust the car’s tyres onto the track and improve cornering coerces; and minimising the haul that gets caused by turbulence and acts to slow the car down.

In the late 1960s, Jim Hall of Chaparral very 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 giant wing by the creation of an airfoil surface on its underside which would cause air moving relative to the car to thrust it to the road. Applying another idea of Jim Hall’s from his Chaparral 2J sports racer, Gordon Murray designed the Brabham BT46B, which used a separately-powered fan system to extract air from the skirted area under the car, creating enormous downforce. After technical challenges from other teams, it was withdrawn after a single race. Rule switches then followed to limit the benefits of ‘ground effects’ – firstly a ban on the skirts used to contain the low pressure area, later a requirement for a ‘stepped floor’.

Every single surface of a modern Formula One car, from the form of the suspension links to that of the driver’s helmet – has its aerodynamic effects considered. Disrupted air, where the flow ‘separates’ from the assets, creates turbulence which creates haul – which slows the car down. Look at a latest car and you will see that almost as much effort has been spent reducing haul as enlargening 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 ‘greasy’, as a good supply of airflow has to be ensured to help dissipate the vast amounts of warmth produced by the engine and brakes.

The use of aerodynamics to increase the cars’ grip was pioneered in Formula One in the late 1960s by Lotus, Ferrari and Brabham.

Wings Edit

Early designs linked wings directly to the suspension, but several accidents led to rules stating that wings must be immobile rigidly to the chassis. The cars’ aerodynamics are designed to provide maximum downforce with a minimum of haul; every part of the bodywork is designed with this aim in mind. 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 example, the nose is raised above the centre of the front aerofoil, permitting its entire width to provide downforce. The front and rear wings are very sculpted and enormously fine ‘tuned’, along with the rest of the assets such as the turning vanes underneath the nose, bargeboards, sidepods, underbody, and the rear diffuser. 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:weight ratio of 1:1) at one hundred ninety km/h (118 mph), while an F1 car achieves the same at one hundred twenty five to one hundred thirty km/h (78 to eighty one mph), and at one hundred ninety km/h (118 mph) the ratio is harshly Two:1. [15]

The F1 cars for the two thousand nine season came under much questioning due to the design of the rear diffusers of the Williams, Toyota and the Brawn GP cars raced by Jenson Button and Rubens Barrichello, dubbed dual diffusers. Appeals from many of the teams were heard by the FIA, which met in Paris, before the two thousand nine Chinese Grand Prix and the use of such diffusers was announced as legal. Brawn GP boss Ross Brawn claimed the dual diffuser design as "an innovative treatment of an existing idea". These were subsequently banned for the two thousand eleven season. Another controversy of the two thousand ten and ’11 seasons was the front wing of the Crimson Bull cars. Several teams protested claiming the wing was violating regulations. Footage from high speed sections of circuits demonstrated the Crimson Bull front wing arching on the outsides subsequently creating greater downforce. Test were held on the Crimson Bull front wing however the FIA could find no way that the wing was cracking any regulation.

Since the embark of the two thousand eleven season, cars have been permitted to run with an adjustable rear wing, more commonly known as DRS (haul 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 haul of the car, permitting it to stir quicker. 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 one 2nd, 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 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. The limitations on ground effects, limited size of the wings (requiring use at high angles of attack to create sufficient downforce), and vortices created by open wheels lead to a high aerodynamic haul coefficient (about one according to Minardi’s technical director Gabriele Tredozi; [17] compare with the average modern saloon car, which has a Cd value inbetween 0.25 and 0.35), so that, despite the enormous power output of the engines, the top speed of these cars is less than that of World War II vintage Mercedes-Benz and Auto Union Silver Arrows racers. However, this haul is more than compensated for by the capability to corner at enormously high speed. The aerodynamics are adjusted for each track; with a low haul configuration for tracks where high speed is more significant like Autodromo Nazionale Monza, and a high traction configuration for tracks where cornering is more significant, like the Circuit de Monaco.

Regulations Edit

With the two thousand nine regulations, the FIA rid F1 cars of puny winglets and other parts of the car (minus the front and rear wing) used to manipulate the airflow of the car in order to decrease haul and increase downforce. As it is now, the front wing is shaped specifically to shove air towards all the winglets and bargeboards so that the airflow is slick. Should these be eliminated, various parts of the car will cause good haul when the front wing is incapable to form the air past the assets of the car. The regulations which came into effect in two thousand nine have diminished the width of the rear wing by twenty five cm, and standardised the centre section of the front wing to prevent teams developing the front wing.

The driver has the capability to fine-tune many elements of the race car from within the machine using the steering wheel. The wheel can be used to switch gears, apply rev. limiter, adjust fuel/air mix, switch brake pressure, and call the radio. Data such as engine rpm, lap times, speed, and gear are displayed on an LCD screen. The wheel hub will also incorporate gear switch paddles and a row of LED shift lights. The wheel alone can cost about $50,000, [Eighteen] and with carbon fibre construction, weighs in at 1.Trio kilograms. In the two thousand fourteen season, certain teams such as Mercedes have chosen to use larger LCDs on their wheels which permit the driver to see extra information such as fuel flow and torque delivery. They are also more customisable owing to the possibility of using much different software.

The two thousand nine season eyed the re-introduction of slick tyres substituting the grooved tyres used from one thousand nine hundred ninety eight to 2008.

Since the begin of the two thousand seven season, F1 had a foot tyre supplier. From two thousand seven to 2010, this was Bridgestone, but two thousand eleven eyed the reintroduction of Pirelli into the sport, following the departure of Bridgestone. Seven compounds of F1 tyre exist; five are dry weather compounds (hard, medium, soft, super-soft and ultra soft) while two are moist compounds (intermediates for damp surfaces with no standing water and utter wets for surfaces with standing water). Two of the dry weather compounds (generally a stiffer and softer compound) are brought to each race, plus both humid weather compounds. The stiffer tyre is more durable but gives less grip, and the softer tyre the opposite. In 2009, the slick tyres returned as a part of revisions to the rules for the two thousand nine season; slicks have no grooves and give up to 18% more contact with the track. In the Bridgestone years, a green band on the sidewall of the softer compound was painted to permit spectators to distinguish which tyre a driver is on. With Pirelli tyres, the colour of the text and the ring on the sidewall varies with the compounds. Generally, the two dry compounds brought to the track are separated by at least one specification. This was implemented by the FIA to create more noticeable difference inbetween the compounds and hopefully add more excitement to the race when two drivers are on different strategies. The exceptions are the Monaco GP, Singapore Grand Prix and the Hungaroring, where soft and super-soft tyres are brought, because they are notably slow and twisty and require a lot of grip.

Disc brakes consist of a rotor and caliper at each wheel. Carbon composite rotors (introduced by the Brabham team in 1976) are used instead of steel or cast metal because of their superior frictional, thermal, and anti-warping properties, as well as significant weight savings. These brakes are designed and manufactured to work in extreme temperatures, up to 1,000 degrees Celsius (1800 °F). The driver can control brake force distribution fore and aft to compensate for switches in track conditions or fuel geyser. Regulations specify this control must be mechanical, not electronic, thus it is typically operated by a lever inwards the cockpit as opposed to a control on the steering wheel.

An average F1 car can decelerate from one hundred to zero km/h (62 to zero mph) in about fifteen meters (48 ft), compared with a two thousand nine BMW M3, which needs thirty one meters (102 ft). When braking from higher speeds, aerodynamic downforce enables tremendous deceleration: Four.Five g to Five.0 g (44 to forty nine m/s two ), and up to Five.Five g (54 m/s two ) at the high-speed circuits such as the Circuit Gilles Villeneuve (Canadian GP) and the Autodromo Nazionale Monza (Italian GP). This contrasts with 1.0 g to 1.Five g (Ten to fifteen m/s two ) for the best sports cars (the Bugatti Veyron is claimed to be able to brake at 1.Trio g). An F1 car can brake from two hundred km/h (124 mph) to a accomplish stop in just Two.9 seconds, using only sixty five metres (213 ft). [Nineteen]

Every F1 car on the grid is capable of going from zero to one hundred sixty km/h (100 mph) and back to zero in less than five seconds. During a demonstration at the Silverstone circuit in Britain, an F1 McLaren-Mercedes car driven by David Coulthard gave a pair of Mercedes-Benz street cars a head embark of seventy seconds, and was able to hit the cars to the finish line from a standing commence, a distance of only Trio.Two miles (Five.Two km). [20]

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

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

Acceleration Edit

The two thousand sixteen F1 cars have a power-to-weight ratio of 1,400 hp/t (1.05 kW/kg). Theoretically this would permit the car to reach one hundred km/h (62 mph) in less than one 2nd. However the massive power cannot be converted to motility at low speeds due to traction loss and the usual figure is Two.Five seconds to reach one hundred km/h (62 mph). After about one hundred thirty km/h (80 mph) traction loss is minimal due to the combined effect of the car moving quicker and the downforce, hence continuing to accelerate the car at a very high rate. The figures are (for the two thousand sixteen Mercedes W07): [22] [23]

0 to one hundred km/h (62 mph): Two.Four seconds
0 to two hundred km/h (124 mph): Four.Four seconds
0 to three hundred km/h (186 mph): 8.Four seconds

Deceleration Edit

The carbon brakes in combination with tyre technology and the car’s aerodynamics produce truly remarkable braking compels. The deceleration force under braking is usually four g (39 m/s two ), and can be as high as 5–6 g when braking from extreme speeds, for example at the Gilles Villeneuve circuit or at Indianapolis. In 2007, Martin Brundle, a former Grand Prix driver, tested the Williams Toyota FW29 Formula one car, and stated that under mighty braking he felt like his lungs were hitting the inwards of his ribcage, forcing him to exhale involuntarily. Here the aerodynamic haul actually helps, and can contribute as much as 1.0 g of braking force, which is the equivalent of the brakes on most road sports cars. In other words, if the throttle is let go, the F1 car will slow down under haul at the same rate as most sports cars do with braking, at least at speeds above two hundred fifty km/h (160 mph). The drivers do not utilise engine (compression) braking, albeit it may seem this way. The only reason they switch down gears prior to coming in the corner is to be in the correct gear for maximum acceleration on the exit of the corner. [ citation needed ]

Lateral acceleration Edit

Top speeds Edit

2007 Edit

Chassis Edit

Construction: Carbon-fibre and honeycomb composite structure
Gearbox: 7-speed seamless semi-automatic spanking paddle shift sport gearbox, longitudinally mounted with hydraulic system for power shift and clutch operation
Clutch: Multi-plate carbon clutch
Clutch operation: Hand-paddle behind steering wheel below gear shift spanking paddle
Weight: six hundred forty two kg (1,415 lb) including driver
Fuel capacity: Approx. One hundred fifty L (40 US gal; thirty three imp gal)
Length: Averaging Four,545–4,800 mm (179–189 in)
Width: 1,800 mm (71 in)
Height: nine hundred fifty mm (37 in)
Wheelbase: Two,995–3,100 mm (118–122 in)
Steering: Power-assisted rack and pinion steering
Brakes: 6-piston (front and rear) carbon callipers, carbon discs and pads
Brake disc size: two hundred seventy eight x twenty eight mm (front and rear)
Dampers: Vendor chosen by each manufacturer. Four way bump and rebound adjustable
Springs: Vendor chosen by each manufacturer
Front and rear suspension: Aluminium alloy uprights, carbon-composite dual wishbone with springs and anti-roll bar
Wheel rims: Forged aluminium or magnesium wheels

Front wheel size: 12.7 x thirteen in
Rear wheel size: 13.Four x thirteen in

Tyres: Bridgestone Potenza 4-line grooved slick dry and treaded intermediate-wet tyres

Safety equipment: 6-point seatbelt, HANS device

Steering wheel dash: Various

Engine Edit

Manufacturers: Mercedes-Benz, Renault, Ferrari, Honda, BMW and Toyota
Year engine allowance: two thousand six and 2007
Configuration: V8 naturally aspirated engine
V-angle: 90° cylinder angle
Displacement: Two.Four L (146 cu in)
Bore: Maximum ninety eight mm (Four in)
Valvetrain: DOHC, 32-valve, four valves per cylinder
Fuel: 98-102 RON unleaded gasoline
Fuel Delivery: Indirect electronic fuel injection
Aspiration: Naturally aspirated
Power Output: seven hundred fifty hp (559 kW) @ eighteen thousand rpm
Torque: Approx. Two hundred forty N·m (177 ft·lb)
Lubrication: Dry sump
Maximum Revs: Legal,000 rpm
Engine management: Various
Max. speed: three hundred sixty km/h (224 mph)
Cooling: Single water pump
Ignition: High energy inductive (laptop/coil managed)

2011-2013 Edit

Chassis Edit

Construction: Carbon-fibre and honeycomb composite structure
Gearbox: 7-speed seamless semi-automatic spanking paddle shift sport gearbox, longitudinally mounted with hydraulic system for power shift and clutch operation
Clutch: Multi-plate carbon clutch
Clutch operation: Hand-paddle behind steering wheel below gear shift spanking paddle
Weight: six hundred forty two kg (1,415 lb) including driver
Fuel capacity: Approx. One hundred fifty L (40 US gal; thirty three imp gal)
Length: Averaging Four,995–5,240 mm (197–206 in) [34]
Width: 1,800 mm (71 in)
Height: nine hundred fifty mm (37 in)
Wheelbase: Two,995–3,400 mm (118–134 in)
Steering: Power-assisted rack and pinion steering
Brakes: 6-piston (front and rear) carbon callipers, carbon discs and pads
Brake disc size: two hundred seventy eight x twenty eight mm (front and rear)
Dampers: Vendor chosen by each manufacturer. Four way bump and rebound adjustable
Springs: Vendor chosen by each manufacturer
Front and rear suspension: Aluminium alloy uprights, carbon-composite dual wishbone with springs and anti-roll bar (FRICS) front and rear interconnecting suspension system eliminated due to questionable legality on all cars late in the two thousand thirteen season.
Wheel rims: Forged aluminium or magnesium wheels

Front wheel size: twelve x thirteen in
Rear wheel size: 13.7 x thirteen in

Tyres: Pirelli P Zero slick dry and Pirelli Cinturato treaded intermediate-wet tyres

Front tyre size: 245/660-R13

Rear tyre size: 325/660-R13

Safety equipment: 6-point seatbelt, HANS device

Engine Edit

Manufacturers: Renault, Ferrari, Mercedes-Benz and Cosworth
Configuration: V8 naturally aspirated engine
V-angle: 90° cylinder angle
Displacement: Two.Four L (146 cu in)
Bore: Maximum ninety eight mm (Four in)
Valvetrain: DOHC, 32-valve, four valves per cylinder
Fuel: 94.25% 98-102 RON unleaded gasoline + Five.75% biofuel
Fuel Delivery: Indirect electronic fuel injection
Aspiration: Naturally aspirated
Power Output: seven hundred fifty + eighty hp (559 + sixty kW) @ eighteen thousand rpm depending on KERS mode
Torque: Approx. Two hundred forty N·m (177 ft·lb)
Lubrication: Dry sump
Maximum Revs: Legitimate,000 rpm
Engine management: McLaren Electronic Systems TAG-320 (since 2013)
Max. speed: three hundred sixty km/h (224 mph)
Cooling: Single water pump
Ignition: High energy inductive (laptop/coil managed)

Technical specifications for two thousand fourteen Edit

Engine (majors) Edit

1.6-litre V6 turbo engine and two Energy Recovery Systems (ERS) with

Chassis Edit

Fuel capacity: one hundred fifty L (40 US gal; thirty three imp gal) according to FIA Formula One regulations, one hundred kg is equivalent to 130–140 L (34–37 US gal; 29–31 imp gal) per race
Gearbox: 8-speed, stationary ratio
Front downforce wing: Width of wing diminished from 1,800 mm to 1,650 mm
Rear downforce wing: Shallower rear wing flap and abolition of slat wing
Car weight: Minimum weight enhanced by forty nine kg, up from six hundred forty two kg to six hundred ninety one kg
Height: Nose and chassis height diminished (the height of the chassis has been diminished from six hundred twenty five mm to five hundred twenty five mm, whilst the height of the nose has been dramatically slashed from five hundred fifty mm to one hundred eighty five mm).

Technical specifications for two thousand fifteen Edit

Engine (majors) Edit

Intake Variable length intake system

Chassis Edit

Length: 5010–5100 mm (Crimson Bull/Toro Rosso), five thousand one hundred eighty mm (Mercedes/Force India), five thousand one hundred thirty mm (Ferrari/Sauber/Lotus), five thousand mm (Williams/McLaren/Manor)

In an effort to reduce speeds and increase driver safety, the FIA has continuously introduced fresh rules for F1 constructors since the 1980s.

These rules have included the banning of such ideas as the "wing car" (ground effect) in 1983; the turbocharger in one thousand nine hundred eighty nine (these were reintroduced for 2014); active suspension and Six pack in 1994; slick tyres (these were reintroduced for 2009); smaller front and rear wings and a reduction in engine capacity from Three.Five to Trio.0 litres in 1995; reducing the width of the cars from over two metres to around 1.8 metres in 1998; again a reduction in engine capacity from Trio.0 to Two.Four litres in 2006; traction control in 1994, and again in two thousand eight alongside launch control and engine braking after electronic aids were reintroduced in 2001. Yet despite these switches, constructors continued to extract spectacle gains by enlargening power and aerodynamic efficiency. As a result, the pole position speed at many circuits in comparable weather conditions dropped inbetween 1.Five and three seconds in two thousand four over the prior year’s times. The aerodynamic confinements introduced in two thousand five were meant to reduce downforce by about 30%, however most teams were able to successfully reduce this to a mere five to 10% downforce loss. In two thousand six the engine power was diminished from nine hundred fifty to seven hundred fifty bhp (710 to five hundred sixty kW) by shifting from the Trio.0L V10s, used for over a decade, to Two.4L V8s. Some of these fresh engines were capable of achieving 20,000 rpm during 2006, however for the two thousand seven season engine development was frozen and the FIA limited all engines to Nineteen,000 rpm to increase reliability and control at enlargening engine speeds.

Switches were made for the two thousand nine season to increase dependency on mechanical grip and create overtaking opportunities – resulting in the comeback to slick tyres, a broader and lower front wing with a standardized centre section, a narrower and taller rear wing, and the diffuser being moved rearwards and made taller yet less efficient at producing downforce. Overall aerodynamic grip was dramatically diminished with the banning of complicated appendages such as winglets, bargeboards and other aero devices previously used to better direct airflow over and under the cars. The maximum engine speed was diminished to Eighteen,000 rpm to increase reliability further and conform to engine life request.

Due to enhancing environmental pressures from lobby groups and the like, many have called into question the relevance of Formula one as an innovating force towards future technological advances (particularly those worried with efficient cars). The FIA has been asked to consider how it can persuade the sport to budge down a more environmentally friendly path. Therefore, in addition to the above switches outlined for the two thousand nine season, teams were invited to construct a KERS device, encompassing certain types of regenerative braking systems to be fitted to the cars in time for the two thousand nine season. The system aims to reduce the amount of kinetic energy converted to waste fever in braking, converting it instead to a useful form (such as electrical energy or energy in a flywheel) to be later fed back through the engine to create a power boost. However unlike road car systems which automatically store and release energy, the energy is only released when the driver presses a button and is useful for up to 6.Five seconds, providing an extra eighty hp (60 kW) and four hundred kJ. It effectively mimicks the ‘thrust to pass’ button from IndyCar and A1GP series. KERS was not seen in the two thousand ten championship – while it was not technically banned, the FOTA collectively agreed not to use it. It however made a comeback for the two thousand eleven season, with all teams except HRT, Cherry and Lotus utilizing the device.

The regulations for the two thousand fourteen season limit the maximum fuel mass flow to the engine to one hundred kg/h, which reduces the maximum power output from the current five hundred fifty kW to about four hundred fifty kW. The rules also dual the power limit of the electrical motor to one hundred twenty kW for both acceleration and energy recovery, and increase the maximum amount of energy the KERS is permitted to use to four MJ per lap, with charging limited to two MJ per lap. An extra electrified motor-generator unit may be connected to the turbocharger.

Formula One car

Contents

Chassis design Edit

Wings Edit

Ground effect Edit

Regulations Edit

Acceleration Edit

Deceleration Edit

Lateral acceleration Edit

Top speeds Edit

2007 Edit

Chassis Edit

Engine Edit

2011-2013 Edit

Chassis Edit

Engine Edit

Technical specifications for two thousand fourteen Edit

Engine (majors) Edit

Chassis Edit

Technical specifications for two thousand fifteen Edit

Engine (majors) Edit

Chassis Edit

Formula One car

Contents

Chassis design Edit

Wings Edit

Ground effect Edit

Regulations Edit

Acceleration Edit

Deceleration Edit

Lateral acceleration Edit

Top speeds Edit

2007 Edit

Chassis Edit

Engine Edit

2011-2013 Edit

Chassis Edit

Engine Edit

Technical specifications for two thousand fourteen Edit

Engine (majors) Edit

Chassis Edit

Technical specifications for two thousand fifteen Edit

Engine (majors) Edit

Chassis Edit

Formula One car

Contents

Chassis design Edit

Wings Edit

Ground effect Edit

Regulations Edit

Acceleration Edit

Deceleration Edit

Lateral acceleration Edit

Top speeds Edit

2007 Edit

Chassis Edit

Engine Edit

2011-2013 Edit

Chassis Edit

Engine Edit

Technical specifications for two thousand fourteen Edit

Engine (majors) Edit

Chassis Edit

Technical specifications for two thousand fifteen Edit

Engine (majors) Edit

Chassis Edit

Formula One car

Contents

Chassis design Edit

Wings Edit

Ground effect Edit

Regulations Edit

Acceleration Edit

Deceleration Edit

Lateral acceleration Edit

Top speeds Edit

2007 Edit

Chassis Edit

Engine Edit

2011-2013 Edit