“Materials” - The DNA Building Blocks in/of F1 Cars

Just as DNA is the building blocks of human life so it goes that "materials" are the building blocks of the life of F1 cars.

To recap, in the first article, we listed all the functions key to developing an F1 car which are fundamentally dependent on and affected by the nature of materials used.

The functions were

1.      The Chassis and Body

2.      Engines and Power Units

3.      Suspension Systems

4.      Tyres

5.      Braking Systems

6.      Safety

7.      Aerodynamics

8.      Data Sensors and Electronics

Previously we delved into details of the first four functions; The Chassis and Body, Engines and Power Units, Suspension Systems and Tyres.

In this blog we will look at the remaining four functions; braking systems, safety, aerodynamics and data sensors & electronics in detail.

Braking Systems

Unlike road vehicles, in F1 cars, braking is not simply the action of stopping. It involves stopping with inch perfect precision from very high speeds generating extreme forces which would be unsustainable in a road vehicle.  

Braking zones in F1 races can see a driver decelerate from a speed of over 300 km/h to under 100 km/h in a matter of seconds. When a F1 driver applies the brakes to a car travelling such excessive speeds, very high frictional forces are created in the brakes by which the kinetic energy of the moving car gets dissipated as heat energy generated in the brake pads, meaning that any material used has to be resistance to extreme heat. In addition, at such high speeds the material used for the discs and brake pads must allow them to retain their structural integrity to prevent warping or failure under intense frictional forces.

One such material with the required properties is carbon-carbon composite, which has become the industry standard for use in F1 car brake systems. For the avoidance of confusion, it needs to be pointed out that this is very different from carbon fibre composite that is used for a F1 car chassis.

Carbon-carbon is a composite made of carbon fibre reinforced with graphite. It combines the lightness of carbon composite with the high pressure and temperature durability of graphite which allows braking systems to withstand temperatures exceeding 1,000°C reached when an F1 car brakes.

However, for optimal function, the carbon-carbon brake systems need to be heated up which explains why drivers despite proceeding at relatively very slow speeds repeatedly engage their brakes during a formation lap.

The pressure required to create the frictional force in the brake pads is applied by the brake callipers. The amount of pressure is such that the materials used have to combine the properties of strength and minimal weight. This is found in titanium or aluminium-lithium alloys.

In totality, the combination of materials used in each component of the braking system ensures responsive braking without adding unnecessary mass to the car.

Safety

Despite being invisible safety aspects are by far the most important element of a F1 car, to protect the driver from impact of a crash and potential fire.

Materials used to enhance safety must not only protect the driver in crashes but also dissipate energy of the fast-moving car in a controlled manner and in doing so reduce the forces that are transferred to the car body and through it to the driver.

Since its introduction in 2018, despite many initial reservations on the part of F1 teams, the “halo” has today become an iconic safety device to protect drivers in crashes. With a required performance criteria of being able to withstand a force of 125 Kilonewton, equivalent to 12 tonnes or a London bus, being dropped on it directly from above the halo is without question the strongest element in a F1 car.

As ever material chosen in constructing a halo will have to be light but without compromising on tensile strength and ability to withstand deformation. Grade 5 titanium, which is extensively used in the aerospace industry, with its high strength to weight ratio fits the requirements perfectly.

"In the 1994 Italian Grand Prix at Imola, the death of Ayrton Senna, who we at Chicane Chatter believe was without argument probably the best F1 driver in history, was attributed in large part due to the right front wheel shooting up on impact and entering the cockpit striking his head, with the force of the wheels impact causing fatal skull fractures.

Having seen Hamilton’s miraculous escape at Monza, many people in F1 now hold the view that had halo’s been in use in 1994 it would have saved the life of the late but great Ayrton Senna."

The crash structures, such as the front and rear impact zones, are composed of carbon fibre and Kevlar, with energy absorbing foam or honeycomb aluminium cores. These zones are designed to deform progressively, absorbing kinetic energy during an impact and keeping the monocoque, the driver's survival cell, intact.

Inside the cockpit, drivers are strapped into custom moulded seats made from carbon composites, while their race suits, gloves, and boots are composed of Nomex, a fire-resistant material capable of withstanding, for several seconds, flames of up to 800°C, providing an opportunity for the driver to get out.

As ever material chosen in constructing a halo will have to be light but without compromising on tensile strength and ability to withstand deformation.Grade 5 titanium, which is extensively used in the aerospace industry, with its high strength to weight ratio fits the requirements perfectly.

Aerodynamics

Of the many technical and design developments undertaken by all F1 teams in order to glean even small iota of competitive advantage, the most protected is in the sphere of aerodynamics.

In fact, my F1 aerodynamics engineering contact informs me that in reality, the aerodynamics work of F1 teams hidden even from most of their team members and can you imagine the drivers also.

The obvious question being why aerodynamics?

Because aerodynamics on its own can make an outsized difference between an F1 team achieving championship dominance as opposed to descending into mid-pack mediocrity.

In deciding which materials to use for most aero surfaces like; wings, diffusers, bargeboards, and the floor, the focus is placed on them being light yet durable and with a potential flexibility to be moulded. Teams will use computational fluid dynamics (CFD) and wind tunnel testing to mould the material into a design form to manipulate airflow around the car to create downforce by reducing friction and drag as the car moves at high speeds.

Due to its ultra-light properties carbon fibre is the material of choice for almost all the F1 teams.

Teams will also explore additional means, legally within FIA regulations, to improve the aerodynamics of their cars such as, incorporating aeroelastic materials in the front and rear wings of the car. Given their ability to flex subtly at high speeds aeroelastic materials provide for the reduction of drag at high speeds on straights and regaining downforce during rapid deceleration from braking or cornering.

If you can imagine that even something as non-descript as paint used on the aero surfaces can have an impact on the aerodynamics of a F1 car. In their search for speed, teams explore using nano-paint technology or coatings less than 100 microns thick, with hydrophobic properties (water repelling providing a high level of sheen) to reduce weight and improve airflow around the car and enhance the aerodynamics of the car.

Data Sensors and Electronics

You may have heard of the idiom, “the devil in the detail” and in the case of modern F1 cars that means data and copious amounts of it.

Every thought and action in building, adjusting and racing a F1 car is dependent on data before and after any changes.

A typical car is fitted with over 300 sensors, gathering real-time information on temperature, pressure, vibration, stress, fuel usage, tyre degradation, and much, much more.

These sensors need to be both lightweight and resistant to electromagnetic interference and heat. Materials like beryllium copper and silicon carbide are commonly used in electronics housings due to their excellent thermal conductivity and electrical performance.

The wiring looms, often hidden from view, are crafted from lightweight, heat-resistant polymers such as PTFE (Teflon) or Kapton. Every gram of weight counts, and the total wiring weight is closely monitored.

The Electronic Control Unit (ECU), essentially the brain of the car, is housed in carbon-fibre-reinforced enclosures to protect it from shocks, vibration, and heat. It communicates with dozens of systems in real time and transmits data back to the pit wall and engineers thousands of miles away at the F1 team’s headquarters for real time analysis during the race, potentially impacting the ongoing race strategy.

Conclusion

In conclusion, over the two articles we have highlighted how materials impact the operation and functions of an F1 car from top to bottom.

These examples proving the maxim that materials truly are the DNA building blocks of an F1 car.

The creation of an F1 car relies on many talents and skills; design, engineering, aerodynamics etc 

But in bringing that creation to life, the use and application of these talents and skills are governed and limited by the available materials. 

With the advent of AI, the future is very exciting for the innovation and creation of new materials with these new materials helping to the push limits and speeds at which F1 cars perform to even more higher levels.