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« on: June 01, 2021, 05:14:23 PM »
From Motorsport Magazine:
Author
Mark Hughes
One of the most mystifying aspects of the season to date is just what a struggle Daniel Ricciardo is having at his new berth of McLaren. Last week in Monaco – where he went out in Q2, almost a second slower than team-mate Lando Norris, who qualified fifth and who lapped him in the race – was the furthest off he has been all year.
So what is happening? In a Sky TV interview there, he explained how he’d bumped into his McLaren predecessor, Carlos Sainz, who asked Ricciardo, ‘What do you think? Strange eh?’ talking of the car. “I said thanks for telling me!” What they were referring to was how the McLaren likes to be driven with what for a Pirelli car is a lot of overlap in the braking and cornering phases, especially into slow corners.
In classical race driving theory, as expounded in the ‘50s by Piero Taruffi and in the ‘70s by Mark Donohue, it’s the fastest way. You are accessing the tyre’s full potential for a greater period of time. Some of the greatest exponents of this particular art include Stirling Moss, Jim Clark, Nigel Mansell, Alain Prost and Michael Schumacher.
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But the Pirelli tyres generally don’t react well to the technique, don’t like being loaded up under braking and cornering simultaneously. Except if you’re Lando Norris. Ever since his F3 days he has loved a car with a lot of rotation on it, which will respond with very little steering lock, as he uses skilful and subtle manipulation of the car’s weight transfer to help it steer. During his time in F1, all of it at McLaren, he’s managed to prise open a window that allows him to do this even with the Pirellis. The McLaren has generally developed in that direction. Sainz joined the team after Norris had already been testing extensively there and was taken aback at how different the car was both to the Toro Rosso and the Renault he’d previously driven.
But Sainz is, above all, very adaptable. Possibly it’s in the genes, possibly in the improvisational skills regular driving of rally cars on gravel at home has given him (he and father Carlos Sr still play at this). “From what I’ve seen so far,” says Norris, “Daniel wants a car that really suits him, maybe a little bit more than Carlos. Carlos was good at driving a car which wasn’t always that nice to drive; he was very good at that.
“Daniel’s very, very fast when he has the car around him and when everything’s suited. But as soon as there’s a couple of problems, I think just as most drivers do, as soon as you lose that bit of confidence, then you just struggle a little bit more.
Ricciardo Barcelona 2021
The long, flowing corners of Barcelona made Ricciardo’s issues with car rotation less acute – it was a different story on the Principality streets
Grand Prix Photo
“I don’t think that’s just with him, that’s just something that some drivers have more than others – it is a confidence thing.”
Ricciardo’s muscle memory is just not yet attuned to the very singular traits of the McLaren, as developed over the years around Norris. The problem’s not so bad on fast, flowing corners – at Barcelona he was generally fine – but anything involving a lot of weight transfer into slow corners and what he’s automatically attuned to doing isn’t what this car wants. “At the moment the car’s not coming to me,” he related in that Monaco interview. “There is a characteristic with this car which is a bit strange. There’s a window you can play inside and be fairly ok but at the moment it’s a very small window and very easy to make mistakes or do something that the car doesn’t respond to. It’s tricky.”
The shortfall in technique will be especially exaggerated on new tyres (so, in qualifying). If the rotation is not maximised you will not get the full benefit of the extra grip. You’ll get a big chunk of it, but not that maximum longitudinal and lateral combination – and the exit will be delayed as a result. All of it bleeding away lap time. Chunks of it at each entry phase.
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It’s not just a simple matter of braking into the corner and then releasing the brakes once you’re in. It’s how much you overlap, for how long. How hard to apply them, how progressively or suddenly do you come off? Too much or too long and you will just generate understeer. Not enough and you’ll not get the rotation that way. All these things need not to be thought about, but just felt, naturally. When the messages the car is giving you go against what your sub-conscious is telling you to do, the driver has to gradually work his way into that territory, doing it what feels like the unnatural way until the sub-conscious accepts that this is the new way and can plot a new course in the neural pathways. Until it feels natural. Until he can feel that trade-off between longitudinal and lateral and anticipate what the tyre is going to need in the next milliseconds. That’s where the lap time is for this car in its current state of development.
Alternatively, the driver can set about changing the car to behave differently, to be more like how he’s currently wired up. That’s not guaranteed to be a success, in that the car’s whole aero development programme will have been driven in a direction partly from driver feedback over the years. Its aero map will be in its sweet spot based on its dynamics in that transient part of the corner. So to set it up that way, likely it will feel better to him but be slower.
So far, Ricciardo’s keeping the faith, feeling he shouldn’t be changing the car, that all he has to do is work it out. “We don’t really do a crazy different set-up,” he says. “The cars were nearly identical from a set-up point of view. I’m not trying to be too clever with that either; obviously I’ve got more to learn with this car than Lando, so I’m not trying to be different, trying to just follow suit and move forward with that.”
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« on: June 01, 2021, 05:10:55 PM »
From Motorsport Magazine:
James Elson
As Formula 1 teams push for ever more performance, so the cost of producing an F1 car has risen. As a general rule, the more money that’s thrown at a grand prix car, the faster it goes. There is also a baseline expense for making an adequate grand prix car.
We spoke to Pat Symonds, designer of the 2005 and ’06 title-winning Renault cars, who also worked at Williams and Marussia before his current role of F1 Chief Technical Director, to give us an expert view on the breakdown of how much an F1 car really costs.
“It’s terribly difficult,” he says on trying to estimate the value of creating a grand prix car. “In my current role, I’m continually asking the teams how much they’re spending on certain bits.
“Sometimes teams don’t want to say, sometimes they don’t know – but I’ve got a few snippets, and I can estimate the cost increase with inflation from my years at Marussia.”
Previously, it was thought the cost of building and then developing a top-level F1 car prior to 2021 could be as much as $400m (£282m). However, with a budget cap of $145m (£102m) for a team’s entire operations now imposed for 2021 onwards, and then reducing to $140m (£98m) in 2022 and $135m (£95m) in 2023, squads will have to be much more efficient in how they produce and develop their cars.
Calculated below are only the manufacturing costs to fabricate an F1 car – research and development expenses are something entirely separate and not included in this piece.
So, how much cash do you need to create a front wing? Will a steering wheel set you back much? With the help of Symonds, we’ve provided a breakdown of what each main component of an F1 car costs.
Chassis
McLaren F1 moncoque
F1 monocoque: twice as strong as steel and five times lighter, might set you back a little
McLaren
The chassis is the central part of an F1 car, and all additional parts, such as the front wing and halo, are attached to this.
It’s a single-piece monocoque structure, forming a protective shell around the driver. Virtually indestructible, twice as strong as steel and five times lighter, it’s usually made from 12 layers of carbon fibre mats.
It typically weighs around 35kgs but also has to take the weight of all the other components and withstand huge aerodynamic load.
Cost: $707,000 – (£500,000)
Rear wing and DRS
31 OCON Esteban (fra), Alpine F1 A521, action during the Formula 1 Aramco Gran Premio De Espana 2021 from May 07 to 10, 2021 on the Circuit de Barcelona-Catalunya, in Montmelo, near Barcelona, Spain - Photo Antonin Vincent / DPPI
Whilst cheaper than a front wing, the rear wing is still an expensive F1 component
Antonin Vincent / DPPI
Having a key influence in creating the essential downforce of an F1 car – and therefore giving it the extra grip through corners to seriously lower lap times – the front and rear wings are expensive in spite of their relative size.
Both can be developed race to race and therefore run up huge costs in design and construction, but the intricacies of the front wing and nosecone make these even more expensive than the rear.
Cost: $85,000 – $150,000 (£61,000 – £108,000)
Front wing / nosecone
front wing car cost Raikkonen
A front wing will far outstrip the cost of a rear wing due to its greater intricacies
Grand Prix Photo
The front wing assembly is one of the most intricate and crucial parts of the car. So much of an F1 car’s performance comes from the downforce it generates.
Since new aerodynamic rules came into force in 2017, the designs have become ever more complicated. This can drive the cost of a relatively small component sky-high.
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Pat Symonds (PS): “I’ve heard Christian Horner often quote £250,000, but I don’t know if this is just so he can bump the budget cap up!
“A Marussia front wing was £33,000. To be honest there’s no single part of the car that’s got more complicated than the front-wing since 2016 – apart from maybe the bargeboards.
“I’d definitely go with at least £100,000.”
Cost: $141,500 (£100,000)
Halo
Overhead shot of Romain Grosjean in the Haas underneath the halo
The halo was crucial in saving Romain Grosjean’s life
Rudy Carezzevoli/Getty Images
Developed at the Cranfield Impact Centre, the halo was brought in to protect drivers’ heads from wheels, broken wings and other dangerous debris sometimes sent flying during crashes.
Cranfield manager James Watson spoke about the halo’s development and capabilities in an interview with Motor Sport following Romain Grosjean’s harrowing Bahrain 2020 crash, where the halo almost certainly saved his life.
“We tested it to take over 100 Kilonewtons,” he said (roughly the equivalent of 10.2 tonnes, or two African elephants landing on it simultaneously). “It’s difficult to work out what the exact force [of Grosjean’s accident] was, but the fact that it remained intact would imply that it was less than what was actually tested.”
Since its introduction, the halo has protected drivers such as Romain Grosjean, Charles Leclerc and Valtteri Bottas in some of F1’s biggest accidents.
Cost: $17,000 (£12,000)
Floor and bargeboards
Mercedes' British driver Lewis Hamilton celebrates after crossing the finish line during the Spanish Formula One Grand Prix race at the Circuit de Catalunya on May 9, 2021 in Montmelo on the outskirts of Barcelona. (Photo by Lars BARON / POOL / AFP) (Photo by LARS BARON/POOL/AFP via Getty Images)
Detailing of a 2021-style floor can be seen just ahead of the rear wheels of Lewis Hamilton’s Mercedes W12
LARS BARON/POOL/AFP via Getty Images
The floor of an F1 car contributes around 60% of its downforce, making it crucial in finding performance. As a result, they have become increasingly complex and expensive to make. The FIA attempted to curb downforce levels on safety grounds for 2021 by chopping off a section of the floor near the rear wheels.
Naturally, in reaction to the rule changes, team aerodynamicists are looking for ever-more ingenious ways to generate downforce in other areas of the floor, by creating new flicks and flaps in non-restricted sections.
Additionally, F1 cars’ bargeboard areas have also become incredibly complex since the aero rules that were freed up in that area in 2017. The building of these sections again costs a significant amount of money.
PS: “These days, because F1 car floor designs can incorporate the outer 100mm, which has all these intricate features in it, combined with bargeboards – which are massively expensive – floors are approaching the £100,000 mark now.”
Cost: $141,000 (£100,000)
Engine
Mercedes PU car cost
Mercedes displaying its power units from 2014 through to 2018
Mercedes
F1 has been using the same 1600cc V6 turbocharged engines (or Power Units) since 2014. These engines have been developed to maximise performance, the rules surrounding their technical specification have remained predominantly the same.
Made up of six components, the PUs feature an Internal Combustion Engine (ICE), Turbocharger (TC), Motor Generator Unit-Kinetic (MGU-K), Motor Generator Unit-Heat (MGU-H), the Energy Store i.e. batteries (ES) and Control Electronics (CE).
PS: “The regulations call for a customer to be supplied at €12m (£10.34m). The reality is that no one pays just this for their engines, because of all the other bits and pieces that come into it.
“Customers are paying something in the region of €15m (£12.92m) for one engine.”
Cost: $18.32m (£12.92m)
Gearbox
Haas gearbox f1
An F1 gearbox can cost up to £250,000
FLORENT GOODEN / DPPI Media
F1 cars have semi-automatic gearboxes, with eight forward gears and one reverse.
All F1 cars have an automated sequential paddle-shift system, allowing for seamless shifting – taking around 0.05sec.
Some teams buy in gearboxes from others, while some make their own. Haas uses a year-old Ferrari gearbox paired with a 2021 Scuderia engine, while McLaren continues to make its own gearbox despite switching to Mercedes power units from 2021.
Cost: $354,000 (£250,000)
Fuel tank
F1 fuel tanks are almost indestructible and are made from polyurethane and kevlar.
The ‘bag’ of fuel is ribbed and designed to fill the space behind the driver’s seat, also being attached to the seat, which prevents the bag from collapsing as the fuel drains.
Cost: $31,000 (£22,000)
Steering wheel
Mercedes Steering wheel
An F1 steering wheel will cost around $50,000
FREDERIC LE FLOC H / DPPI
F1 steering wheels are constructed mainly from costly carbon fibre and also have silicon grips.
McLaren Applied Technologies supplies the standardised ECU which the steering wheel is based around, which limits each to 20 buttons, nine rotary switches and six paddles. However, every button and switch function is customisable for each team’s needs.
Despite its small size, the multitude of possible technological adjustments to the wheel make it extremely valuable.
Cost: $50,000 (£35,000)
Hydraulics
F1 DRS
An F1 car’s hydraulics control its DRS system – seen in action here – amongst many other things
Grand Prix Photo
An F1 car could quite simply not function without its hydraulics system, which controls nine subsystems of the car:
Power steering
Clutch
Gearshifts
Reverse gear
Differential
DRS system
Brake by wire
Throttle
Inlet valves
Turbo Wastegate
Not only is the system highly complex, implementing it is extremely difficult, driving up the cost of the system.
Cost: $170,000 (£123,000)
Brake discs and pads
Brake discs car cost
A lot of investment is needed to get F1-standard stopping power
FREDERIC LE FLOC H / DPPI
Depending on how intricate the machined cooling holes are, an F1 brake disc can cost between $2000 (£1420) and $3000 (£2120).
The pads are cheaper, coming in at $780 (£550) each.
Calipers would come in at around $5600 (£4000) each, while master cylinders – used to generate fluid pressure – would come in at $5400 (£3800) each and disc bells, which hold the disc to the axle, cost ($2800) £2000 each. The accelerator and brake pedals cost just over £7000.
A whole F1 brake system can therefore set you back as much as $66,000 (£55,000).
Cost: $78,000 (£55,000)
Tyres
F1 tyres car cost
A set of F1 tyres will cost $3000
Grand Prix Photo
Bespoke F1 tyres are not cheap.
Designed for optimum performance for a limited number of laps, they are produced by Pirelli. The Italian firm’s slick ‘Dry’ tyres are available in either soft, medium or hard compounds — the exact specification of which can change from race to race.
Softs offer the most grip but their performance drops off before hard tyres, which offer a slower laptime but more durability.
Pirelli also produces Wet and Intermediate tyres for damp conditions.
PS: “I was actually in a meeting with [Pirelli Head of F1] Mario Isola this morning and we were talking about costs. He said it costs €600 (£520) per tyre.”
Cost: $3000 (£2080) per set
Additional costs: Wheel bearings / chassis wiring looms / driveshafts
55 SAINZ Carlos (spa), Scuderia Ferrari SF21, starting grid, grille de depart, during the Formula 1 Pirelli Gran Premio Del Made In Italy E Dell emilia Romagna 2021 from April 16 to 18, 2021 on the Autodromo Internazionale Enzo e Dino Ferrari, in Imola, Italy - Photo Antonin Vincent / DPPI
A single wheel bearing will cost £1,100
Antonin Vincent / DPPI
We’ll spare you the full list of ancillaries required to make a Formula 1 car run, but the long list of small components quickly adds up.
PT: “One that might surprise you is a chassis loom, that would cost £25,000. A wheel bearing would costs £1100 each, whilst driveshafts cost about £7000.”
Additional costs: $51,000 (£36,000)
Total cost of an F1 car : $20.62m (£14.58m)
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