Part 3 - The Brazilian Grand Prix - DID YOU KNOW FACTS

Part 2 - The Brazilian Grand Prix - DID YOU KNOW FACTS

Part 1 - The Brazilian Grand Prix - DID YOU KNOW FACTS

Safety in Formula One: Crash Tests (Part Nine)

This is the final installment of the Safety in Formula One series, I really hope that you have enjoyed it!. However, this article will focus on the ‘Crash Tests’ of Formula One cars. Similar to our road cars, Formula One cars must undergo crash tests before being passed fit for the awaiting season. According to F1.com, “Introduced in 1985 and supervised by the FIA, these stringent evaluations are usually carried out at the Cranfield Impact Centre in Bedfordshire, England and comprise dynamic (moving) crash tests, static load tests and rollover tests.” 

Source: F1 Dictionary

The dynamic impact tests are performed on the front, sides, and rear of the chassis, including the steering column. The most important element of the crash test is the driver’s survival cell which is required to remain undamaged throughout the tests. The weight of the test chassis, including a crash dummy is required to be 780 kg. The front impact test is done at a speed of 54 km/h, the lateral (side) at 36 km/h and the rear at 39.6 km/h.

The crash test speeds may seem low, but are chosen to allow the most accurate measurement of the car's ability to safely absorb the unwanted momentum of an accident. According to F1.com, “The limits for maximum deceleration, energy absorption and deformation are precisely defined. For example, during the frontal test the deceleration measured on the chest of the dummy may not exceed 60G (60 times body weight) within three milliseconds of the impact...”

FIA rear impact test, impact structure is fitted on dummy gearbox.

The steering column test is designed to ensure that it will collapse safely in the event of the driver’s head impacting the steering wheel. The column would be fixed to the ground and an 8kg object is projected into the center of the wheel at a speed of 25 km/h. All substantial deformation must be within the steering column; deceleration must not exceed 80G (80 times gravity) for more than three milliseconds; and the wheel’s quick release mechanism must function normally after the test.

In addition to the five dynamic tests, a further 13 static load tests are carried out on the chassis’ front, side and rear structures to ensure they can withstand the levels of pressure required by the regulations. These tests include applying pressure to the floor below the fuel tank, to the side of the nose mount, and to the chassis’ sides at leg and seat levels. According to F1Dictionary, “The surfaces in question may only deflect or deform within specified limits and there must be no damage to the impact structure, the survival cell or the gearbox.”

Did you know …that a Formula One car’s cockpit walls, which were heightened by five centimetres in 2008, must withstand impacts equivalent to 250 tonnes?

The car’s rollover structure would be tested in three directions: laterally (sideways) with five tonnes, longitudinally with six tonnes and vertically with nine tonnes - and the level of deformation under load may not exceed 50 mm.

 

Grand Prix Insights - Monocoque (including spectacular crash test)

Although the principal aim of these crash tests are safety. After any significant modification on the crash structure (survival cell) during the season, static and dynamic tests must be repeated on the modified part(s). But, each new produced survival cell must be subjected to only static crash tests. The survival cell is required to pass every static load test before being subjected to any impact test.

Source: F1 Dictionary

A new innovative side impact system that works effectively regardless of the angle of impact has been implemented for the 2014 season. The teams have agreed to implement this system for 2014 season at the F1 Technical Working Group meeting which was held on 17 May 2013. The FIA and F1 Teams collaborated for over a year to develop a side impact system that works effectively in every situation.

According to the F1Dictionary, “The old side impact system deploys crushable tube structures attached to the side of the chassis. Although extremely effective during normal impacts, they can break off during oblique impacts due to the extremely high lateral forces that are generated during the first few milliseconds of an impact. The testing concluded that the carbon tubes had far more potential to provide an efficient, lightweight and robust solution, able to manage impact loads effectively in both lateral and for-aft directions.” The winning innovative solution was based on the initial design by Marussia, before undergoing extremely detailed optimization by Red Bull Racing. The innovative tube solution has a common specification but how teams place them into their cars is entirely their business. Once these tubes are built onto the cars, the static tests will be undertaken on the monocoque which would then determine the strength of the mounts and make sure that they are sufficient to support the tube. Thereafter, it is the responsibility of the teams as to how they incorporate it (tubes) and how they design their car around it.

One can now establish that the new breed of Formula One car is much safer than before. While compiling this series, I have learnt quite a bit about Safety in Formula One, which we normally take for granted while watching the sport from our sofas. We also take it for granted that the sport has become much safer than before, but we don’t necessarily take note of all the hard work that has gone into making the sport safer for all concerned. That concludes the Safety in Formula One series!!! I truly hope that you have enjoyed this series! 

Crash Test Video's

'What Next for Alonso'?

This fantastic weekly F1 Toon was designed and created by Jake Davis Creative. Prints are available in sizes A4, A3 and A2. Commissions are also available. If you would like to order a PRINT of this fantastic F1 Toon feel free to contact him via:
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TRACK PROFILE - 2014 FORMULA 1 UNITED STATES GRAND PRIX

Part 4 - The United States Grand Prix - DID YOU KNOW FACTS

Part 3 - The United States Grand Prix - DID YOU KNOW FACTS

Part 2 - The United States Grand Prix - DID YOU KNOW FACTS

Part 1 - The United States Grand Prix - DID YOU KNOW FACTS

TRACK PROFILE - 2014 FORMULA 1 RUSSIAN GRAND PRIX

'Get Well Soon' - BY Jake Davis

This fantastic weekly F1 Toon was designed and created by Jake Davis Creative. Prints are available in sizes A4, A3 and A2. Commissions are also available. If you would like to order a PRINT of this fantastic F1 Toon feel free to contact him via:
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TRACK PROFILE - 2014 FORMULA 1 JAPANESE GRAND PRIX

Part 4 - The Japanese Grand Prix - DID YOU KNOW [FACTS]

Part 3 - The Japanese Grand Prix - DID YOU KNOW [FACTS]

Part 2 - The Japanese Grand Prix - DID YOU KNOW [FACTS]

Part 1 - The Japanese Grand Prix - DID YOU KNOW [FACTS]

'Singapore Sorrow' - BY Jake Davis

This fantastic weekly F1 Toon was designed and created by Jake Davis Creative. Prints are available in sizes A4, A3 and A2. Commissions are also available. If you would like to order a PRINT of this fantastic F1 Toon feel free to contact him via:
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'Big Ron knows best' - By Jake Davis

This fantastic weekly F1 Toon was designed and created by Jake Davis Creative. Prints are available in sizes A4, A3 and A2. Commissions are also available. If you would like to order a PRINT of this fantastic F1 Toon feel free to contact him via:
                                                                                                                     E-mail - davisjake@hotmail.co.uk
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On This Day in Formula One - 13 September

1953

Juan Manuel Fangio spoiled the party for the hordes of assembled Ferrari fans by stealing victory in the Italian Grand Prix from the scarlet trio of Giuseppe Farina, Luigi Villoresi and Mike Hawthorn. Alberto Ascari had started the race from pole and led early on as Fangio dropped back to fourth. With Ascari and Farina leading the majority of the race, the duo looked certain to finish first and second but on the last corner Ascari spun and Farina went across the grass to avoid his team-mate, who was punted into retirement by Onofre Marimon. A surprised Fangio avoided the carnage to take victory as Farina recovered to take second from Villoresi.

1959

Stirling Moss won the Italian Grand Prix in dominant fashion, winning by just under a minute from Phil Hill and Cooper team-mate Jack Brabham. Hill had passed Moss for the lead but pitted at half-distance, expecting the Coopers to follow suit. But feeling comfortable on his rubber, Moss stayed out for the remainder of the race to win comfortably from Hill and Brabham.

1981

The Italian Grand Prix returned to its spiritual home in Monza after the 1980 race was held at Imola. Nelson Piquet and Carlos Reutemann were locked on equal points at the top of the drivers' standings but it was Alain Prost who was to take a dominant victory after jumping from third place and into the lead on the opening lap. The Williams duo of Alan Jones and Carlos Reutemann grabbed the other podium places with Piquet losing ground back in fifth.

1986

Japan had a reputation of producing a succession of well-connected but ultimately inconsistent F1 drivers until Kamui Kobayashi, born on this day in Amagasaki, Japan, burst onto the F1 scene. Kobayashi raised eyebrows with some impressive showings for Toyota in 2009 and with the team announcing its withdrawal from the sport, Sauber snapped up the talented Japanese.

1992

Ayrton Senna won the Italian Grand Prix on the day that Nigel Mansell announced that he would retire from F1 at the end of the season, blaming Williams for not doing enough to keep him. Having qualified on pole, Mansell rocketed off into the distance, building a 12 second lead over team-mate Riccardo Patrese before bizarrely slowing and allowing him past before sitting on his gearbox. The strange spectacle ended with a hydraulics failure for the Williams. Patrese led Senna before a hydraulics problem also forced his retirement, Martin Brundle and Michael Schumacher following the Brazilian home.

Michael Schumacher celebrates his victory at the 1998 Italian Grand Prix.
Source - Sutton Images

1998

Michael Schumacher led home team-mate Eddie Irvine for a Ferrari 1-2 the Italian Grand Prix to the delight of the assembled Tifosi, who had not witnessed a team 1-2 for ten years. It took a determined drive by Schumacher, who slipped back to fifth from pole at the start, both McLarens, Irvine and Jacques Villeneuve's Williams Mecachrome all passing the German. David Coulthard soon established a healthy lead over Mika Hakkinen until his engine blew on lap 17. Schumacher passed Villeneuve and Irvine before reeling in and taking Hakkinen. A spin from the Finn dropped him further back to fourth, Ralf Schumacher grabbing the remaining podium spot.

[INFORMATION BY - ESPNF1.com]