Mark Preston

Formula One (F1) is arguably the World’s highest technology sport with over 30% of sales
reinvested in Research and Development. Performance in F1 is derived from a number of
key first order performance drivers: engine, tyres and aerodynamics. Development of these
key performance drivers is made possible with composite structures and the flexibility they
allow designers. With composites making up over 80% by volume of an F1 car, this paper
analyses the reasons why they are used… Show more

Formula One (F1) is arguably the World’s highest technology sport with over 30% of sales
reinvested in Research and Development. Performance in F1 is derived from a number of
key first order performance drivers: engine, tyres and aerodynamics. Development of these
key performance drivers is made possible with composite structures and the flexibility they
allow designers. With composites making up over 80% by volume of an F1 car, this paper
analyses the reasons why they are used so extensively. These reasons are primarily related
to the rapid development cycles that deliver innovation, the methods that are used to
mitigate risk that allow engineers to deliver designs that operate close to the limits of
composite materials and the understanding of how integration of functions delivers
innovation that is not always clear in the initial stages of a project.
While cost may initially inhibit the transfer of techniques and innovations, part of the
technology transfer process will follow the reduction of complexity and the automation of
the manufacturing value chain. Integration of components, structural health monitoring and
experimental techniques for certifying composites will increase the confidence of industries
to push the usage of composites further than before, with targets for weight saving in the
order of 50% Show less

One of the important features of the racing car is the power to weight ratio, and to this end, weight has been considerably reduced by the use of carbon fibre in the modern Formula One car. The weight saving obtained from carbon fibre components is utilised by the strategic placement of ballast (since there is a minimum weight limit set by the racing authority, the FIA), ordinarily as low as possible in the car. The placement of the ballast partially controls the position of the Centre of… Show more

One of the important features of the racing car is the power to weight ratio, and to this end, weight has been considerably reduced by the use of carbon fibre in the modern Formula One car. The weight saving obtained from carbon fibre components is utilised by the strategic placement of ballast (since there is a minimum weight limit set by the racing authority, the FIA), ordinarily as low as possible in the car. The placement of the ballast partially controls the position of the Centre of Gravity (CoG) and is the position through which inertial forces act. This is considered a primary performance measure along with the tyres, aerodynamics and engine power in fighting for podium positions. Designers of Formula One cars strive to find the minimum weight for that purpose. Colin Chapman, the legendary car designer, once said that his car only had to make the chequered flag of that race; it should fail immediately after that.

The FIA have stringent technical regulations pertaining to driver safety. Included within these are mandatory testing procedures (which are witnessed) for the safety structures of the car, helping the driver to survive from high impact forces. Also to finish the race without failure, many of the critical components of the car are proof tested between races.
Acoustic Emission is a passive testing technique that can detect the damage mechanisms of carbon fibre structures whilst under load. This technique will be shown in this paper to provide useful feed back to the designer to hone his design during the testing stage. This paper illustrates the use of the Felicity Ratio (FR) as used in the ASTM E1067, “Standard Practise for Acoustic Emission Examination of Fiberglass reinforced Plastic resin (FRP) Tanks and Vessels.” Show less

Insights are provided into the engineering challenge involved in providing crash protection to the driver when modifying production cars for racing conditions. Building on knowledge gained from passenger car safety development, the higher performance parameters associated with high speed racing crashes are reviewed and proposals developed to minimise the injury risk to racing car drivers.

Structural modifications to improve front, rear and side crash performance are proposed, utilising… Show more

Insights are provided into the engineering challenge involved in providing crash protection to the driver when modifying production cars for racing conditions. Building on knowledge gained from passenger car safety development, the higher performance parameters associated with high speed racing crashes are reviewed and proposals developed to minimise the injury risk to racing car drivers.

Structural modifications to improve front, rear and side crash performance are proposed, utilising the opportunity to make modifications not practical in a production vehicle, but which can be implemented in a racing car. The role of the seat and seatbelt system in driver protection is discussed, and the potential for major gains in safety are discussed. Show less