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How a Formula One Car Works
Man and machine must work in harmony to build a Formula One car. Man has to exploit all his resources and make the best use of machinery to make the ultimate treat for a F1 fan.
No other machine packs as much power into a tightly engineered space as a Formula One car. With more than 700 bhp to play with and an acceleration of 0-150 mph in just five seconds, the drivers must maximize the thrust without compromising the ability to last the distance.
The engine is the single most important factor in a Formula 1 car’s performance. Moreover, the gearbox attached to the engine ensures its power is harnessed effectively. Let us see how a Formula One car works.
No other machine packs as much power into a tightly engineered space as a Formula One car. With more than 700 bhp to play with and an acceleration of 0-150 mph in just five seconds, the drivers must maximize the thrust without compromising the ability to last the distance.
The engine is the single most important factor in a Formula 1 car’s performance. Moreover, the gearbox attached to the engine ensures its power is harnessed effectively. Let us see how a Formula One car works.
Engine
The Formula 1 engine is the very pinnacle of automotive engineering. The 2.4-litre powerplant produces a mammoth horsepower of around 750 bhp, even more than 300 bhp in one litre of fuel. Even a top-of-the-range road car struggles to muster 100 bhp per litre. The engine bolts to the carbon fibre tub and is a fully stressed component of the car. With the transmission and rear suspension joined directly to it, the engine must be enormously strong - but cannot add significantly to the overall size or weight of the car. It is also crucial that its mass is located as close to the ground as possible, to help reduce the car’s centre of gravity and enable the height of the rear bodywork to be minimal as possible.
Formula 1 engine can rev up to 18,000 rpm which is three times higher than a road car, equating to 300 piston movements every second.
The Formula 1 engine is the very pinnacle of automotive engineering. The 2.4-litre powerplant produces a mammoth horsepower of around 750 bhp, even more than 300 bhp in one litre of fuel. Even a top-of-the-range road car struggles to muster 100 bhp per litre. The engine bolts to the carbon fibre tub and is a fully stressed component of the car. With the transmission and rear suspension joined directly to it, the engine must be enormously strong - but cannot add significantly to the overall size or weight of the car. It is also crucial that its mass is located as close to the ground as possible, to help reduce the car’s centre of gravity and enable the height of the rear bodywork to be minimal as possible.
Formula 1 engine can rev up to 18,000 rpm which is three times higher than a road car, equating to 300 piston movements every second.
Pistons
The cylinders, pistons and valves of an F1 car bear a passing resemblance to their road car counterparts, but beneath the surface there is a world of difference. To understand how an F1 engine works, it’s very important to look at the design and dimensions of the components. And the piston is one of the most revealing aspects. At around 45 mm, the stroke of the piston (the distance it moves in one revolution) is about half the size of its bore (the diameter of the piston). This short stroke allows the engine to attain incredible rotation speed of around 19, 000 rpm, which allow more air through to combust with fuel - the source of the engine’s amazing power. By comparison, production cars have similar bore and stroke dimensions. The short stroke means an F1 engine doesn’t produce massive torque compared to its power output but the combination of a car that is very light and a seven-speed gearbox means that the driver can maximize the power and acceleration characteristics of the engine.
The cylinders, pistons and valves of an F1 car bear a passing resemblance to their road car counterparts, but beneath the surface there is a world of difference. To understand how an F1 engine works, it’s very important to look at the design and dimensions of the components. And the piston is one of the most revealing aspects. At around 45 mm, the stroke of the piston (the distance it moves in one revolution) is about half the size of its bore (the diameter of the piston). This short stroke allows the engine to attain incredible rotation speed of around 19, 000 rpm, which allow more air through to combust with fuel - the source of the engine’s amazing power. By comparison, production cars have similar bore and stroke dimensions. The short stroke means an F1 engine doesn’t produce massive torque compared to its power output but the combination of a car that is very light and a seven-speed gearbox means that the driver can maximize the power and acceleration characteristics of the engine.
Gearbox
Mounted to the back of the engine, it’s the gearbox’s job to transfer the engine’s power to the wheels as smoothly and efficiently as possible. Modern F1 ‘boxes are electronic fly-by-wire’ devices, with drivers selecting gears via paddles fitted behind the steering wheel.
Once the driver has selected the gear, sophisticated electro-hydraulics perform the actual change and the throttle control, while he keeps his foot planted on the accelerator. These 7-speed sequential units operate similarly to motorbikes. While there is still a clutch, it’s all operated automatically. Modern F1 clutches are a multi-plate, carbon design; they’re smaller than 100 mm in diameter, weighing less than one kilogram. As well as carbon clutches, gearboxes are now constructed in their entirety from carbon fibre, to further aid efficiency.
Every cog in the gearbox is replaced during a Grand Prix weekend, to remove any chance of failure. The ratios (or size) of the gears are changed at each race, according to how much acceleration and top-end speed the driver needs.
Mounted to the back of the engine, it’s the gearbox’s job to transfer the engine’s power to the wheels as smoothly and efficiently as possible. Modern F1 ‘boxes are electronic fly-by-wire’ devices, with drivers selecting gears via paddles fitted behind the steering wheel.
Once the driver has selected the gear, sophisticated electro-hydraulics perform the actual change and the throttle control, while he keeps his foot planted on the accelerator. These 7-speed sequential units operate similarly to motorbikes. While there is still a clutch, it’s all operated automatically. Modern F1 clutches are a multi-plate, carbon design; they’re smaller than 100 mm in diameter, weighing less than one kilogram. As well as carbon clutches, gearboxes are now constructed in their entirety from carbon fibre, to further aid efficiency.
Every cog in the gearbox is replaced during a Grand Prix weekend, to remove any chance of failure. The ratios (or size) of the gears are changed at each race, according to how much acceleration and top-end speed the driver needs.
Hydraulics
Hydraulics plays a crucial part in every F1 car. Like the average road car, the steering and clutch are the most obvious beneficiaries. Because of the huge loads placed on an F1 car, it's extremely difficult to turn the wheel without some kind of assistance. So hydraulics is used to ease the strain on the driver. And because it tends to be lighter than electrical ones, hydraulic systems are also used to control other elements - including the gearshift and the fuel-filter cap.
Hydraulics plays a crucial part in every F1 car. Like the average road car, the steering and clutch are the most obvious beneficiaries. Because of the huge loads placed on an F1 car, it's extremely difficult to turn the wheel without some kind of assistance. So hydraulics is used to ease the strain on the driver. And because it tends to be lighter than electrical ones, hydraulic systems are also used to control other elements - including the gearshift and the fuel-filter cap.
Brakes
The braking performance of a Formula One car is more impressive than its acceleration. It may be able to go from 0-150 mph in around five seconds, but getting back down from around 200-0mph takes just four seconds. While the car is braking like this, a driver is subjected to around 5.2 g of horizontal deceleration. In order to achieve their staggering performances, F1 cars use carbon-fibre brake discs, which can operate at massively high temperatures.
When braking for a corner, the discs will heat up from 400C to 1,000C. FIA rules state that discs must be 28mm thick and 278mm in diameter and they weigh less than one kg each.
The top speed of a Formula One car at the end of a long straight is impressive, the acceleration phenomenal, but it is the braking power that surprises the rookie F1 driver. Thanks to its carbon-disc brakes, its light weight and racing rubber means the F1 car can't be beaten when it comes to braking. It takes just 18 metres for a Formula One car to come to a standstill from 60mph. A sports car would take about 35m and a family hatchback about 45m.
The braking performance of a Formula One car is more impressive than its acceleration. It may be able to go from 0-150 mph in around five seconds, but getting back down from around 200-0mph takes just four seconds. While the car is braking like this, a driver is subjected to around 5.2 g of horizontal deceleration. In order to achieve their staggering performances, F1 cars use carbon-fibre brake discs, which can operate at massively high temperatures.
When braking for a corner, the discs will heat up from 400C to 1,000C. FIA rules state that discs must be 28mm thick and 278mm in diameter and they weigh less than one kg each.
The top speed of a Formula One car at the end of a long straight is impressive, the acceleration phenomenal, but it is the braking power that surprises the rookie F1 driver. Thanks to its carbon-disc brakes, its light weight and racing rubber means the F1 car can't be beaten when it comes to braking. It takes just 18 metres for a Formula One car to come to a standstill from 60mph. A sports car would take about 35m and a family hatchback about 45m.
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