Formula One car 645083 225806295 2008-07-15T14:19:41Z 146.169.4.178 /* Brakes */ {{Refimprove|date=May 2008}} {{Original research|date=May 2008}} [[Image:Michael Schumacher Ferrari 2004.jpg|right|thumb|[[Michael Schumacher]] driving a '''Formula One car''' at the [[2004 United States Grand Prix]]]] A modern '''Formula One car''' is a single-seat, open cockpit, [[open wheel car|open wheel]] race car with substantial front and rear wings, and engine positioned behind the driver. The regulations governing the cars are unique to the championship. The Formula One regulations specify that cars must be constructed by the racing teams themselves. ''See'' [[Formula One regulations]] ''for a summary of the technical and sporting regulations.'' {{Formula_One}} == Engines == {{main|Formula One engines}} [[Image:BMW Sauber F1.06 engine.jpg|thumb|left|A [[BMW Sauber]] P86 V8 engine, which powered the 2006 BMW Sauber F1.06.]] For a decade F1 cars had run with 3.0 litre naturally-aspirated V10 engines, but in an attempt to slow the cars down, the [[Fédération Internationale de l'Automobile|FIA]] mandated that as of the 2006 season the cars must be powered by 2.4 litre naturally-aspirated engines in the [[V8 engine|V8]] configuration that have no more than four valves per cylinder. Further technical restrictions such as a ban on variable intake trumpets have also been introduced with the new 2.4 L V8 formula to prevent the teams from achieving higher rpm and horsepower too quickly. As of the start of the 2007 season all engines are now limited to 19,000 rpm in an effort to improve engine reliability and to cut costs down in general. Once the teams started using exotic alloys in the late 1990s, the FIA banned the use of exotic materials in engine construction, and only aluminum and iron alloys were allowed for the pistons, cylinders, connecting rods, and crankshafts. Nevertheless through engineering on the limit and the use of such devices as pneumatic valves, modern F1 engines have revved up to over 18,000 rpm since approximately the 2000 season. Almost each year the FIA has enforced material and design restrictions to limit power, otherwise the 3.0L V10 engines would easily have exceeded 22,000 rpm{{Fact|date=May 2008}} and well over 1,000 hp (745 kW){{Fact|date=May 2008}}. Even with the restrictions the V10s in the 2005 season were reputed to develop 960 hp (715 kW){{Fact|date=May 2008}}. The new 2.4L V8 engines are reported to develop between {{Convert|700|hp|kW|-1|abbr=on}} and {{Convert|780|hp|kW|0|abbr=on}}.{{Fact|date=May 2008}} The more poorly funded teams ([[Scuderia Ferrari|Ferrari]] spends hundreds of millions of [[pound sterling|pounds]] a year developing their car, while the former [[Minardi]] team spent less than 50 million) had the option of keeping the current V10 for another season, but with a [[rev limiter]] to keep them from being competitive with the most powerful V8 engines. The only team to take this option was the [[Toro Rosso]] team, which was the reformed and regrouped Minardi. The engines produce over 100,000 BTU per minute (1,750 kW){{Fact|date=May 2008}} of heat that must be dumped, usually to the atmosphere via radiators and the exhaust, which can reach temperatures over 1,000 degrees Celsius {{Fact|date=May 2008}}(1,800 to 2,000 degrees Fahrenheit). They consume around 650 liters (23 ft³) of air per second{{Fact|date=May 2008}}. Race fuel consumption rate is normally around 75 liters per 100 kilometers traveled (3.1 US mpg - 3.8 UK mpg - 1.3 km/l). Nonetheless a Formula One engine is over 20% more efficient at turning fuel into power than most small commuter cars, considering there craftsmanship. All cars have the engine located between the driver and the rear axle. The engines are a stressed member in most cars, meaning that the engine is part of the structural support framework; being bolted to the cockpit at the front end, and transmission and rear suspension at the back end. In the 2004 championship, engines were required to last a full race weekend; in the 2005 championship, they are required to last two full race weekends and if a team changes an engine between the two races, they incur a penalty of 10 grid positions. In 2007 this rule was altered slightly and an engine now only has to last for Saturday and Sunday running. This was to promote Friday running. In 2006, teams avoided running for long stints in an effort to save the engine and avoid a 10 place drop on the grid. As of the [[2006 Chinese Grand Prix]] all engine development was frozen until 2009, meaning that the teams must use existing engine specs for the next two seasons.<ref>{{cite press release | url = http://www.fia.com/mediacentre/Press_Releases/FIA_Sport/2006/August/070806-01.html | publisher = [[FIA]] | date = 2006-08-07 | title = The Future of the FIA Formula One World Championship }}</ref> FIA President [[Max Mosley]] has suggested the possible introduction of bio-fuel and reintroduction of [[turbochargers]] to F1 to improve the efficiency of future engines developed after the freeze is lifted.<ref>F1 Racing magazine - December issue.</ref> == Transmission == Formula One cars use semi-automatic sequential [[gearbox]]es with six or seven forward gears and one reverse gear. The driver initiates gear changes using paddles mounted on the back of the [[steering wheel]] and electro-hydraulics perform the actual change as well as throttle control. [[Clutch]] control is also performed electro-hydraulically except from and to a standstill when the driver must operate the clutch using a lever mounted on the back of the steering wheel. By regulation the cars use [[rear wheel drive]]. A modern F1 clutch is a multi-plate carbon design with a diameter of less than four inches (100 mm){{Fact|date=May 2008}}, weighing less than 2.20 lb (1.00 kg){{Fact|date=May 2008}} and handling 900 hp (670 kW) or so{{Fact|date=May 2008}}. [[Continuously variable transmission]]s have long been banned, thus creating contention in the introduction of the new seamless shift gearbox, a type of [[Twin-clutch gearbox| dual-clutch transmission ]] which nearly eliminates the brief power interruption during a gear change. The ultimate advantage of this is said to be from five to ten seconds over a complete race distance, which is a significant gain when races are sometimes only won by three seconds or less. [[As of 2007|As of the 2007]] race season, most of the top teams are using seamless shift transmissions. Shift times are around .05 seconds{{Fact|date=May 2008}} for the 2007 season. As of 2008 race season, all gearboxes must endure for four consecutive events, although gear ratios can be changed for each race. Changing a gearbox before the allowed time will cause a five places drop on the starting grid.<ref>[http://www.formula1.com/news/features/2008/2/7380.html Official F1 Website : Managing change: what’s new for 2008 - Part Two, Sporting Regulations, Article 28.6]</ref> == Aerodynamics == [[Image:Rear wing f1 n.jpg|thumb|The rear wing of a modern Formula One car, with three aerodynamic elements (1, 2, 3). The rows of holes for adjustment of the angle of attack (4) and installation of another element (5) are visible on the wing's endplate.]] The use of [[aerodynamics]] to increase the cars' grip was pioneered in Formula One in the late 1960s by [[Team Lotus|Lotus]], [[Scuderia Ferrari|Ferrari]] and [[Brabham]]. === Wings === Early designs linked wings directly to the suspension, but several accidents led to rules stating that wings must be fixed rigidly to the chassis. The cars' aerodynamics are designed to provide maximum [[downforce]] with a minimum of [[Drag (physics)|drag]]; every part of the bodywork is designed with this aim in mind. Like most open wheeler cars they feature large front and rear [[airfoil|aerofoil]]s, but they are far more developed than American open wheel racers, which depend more on suspension tuning; for instance, the nose is raised above the centre of the front aerofoil, allowing its entire width to provide downforce. The front and rear wings are highly sculpted and extremely fine 'tuned', along with the rest of the body such as the turning vanes beneath the nose, [[Bargeboard (aerodynamics)|bargeboards]], sidepods, underbody, and the rear [[Diffuser (automotive)|diffuser]]. They also feature aerodynamic appendages that direct the airflow. Such an extreme level of aerodynamic development means that an F1 car produces much more downforce than any other open-wheel formula; for example the Indycars produce downforce equal to their weight at {{Auto km/h|190|0}}, while an F1 car achieves the same downforce:weight ratio of 1:1 at {{Auto km/h|125|0}} to {{Auto km/h|130|0}}, and at {{Auto km/h|190|0}} the ratio is roughly 2:1. Therefore, theoretically, F1 cars can drive upside down from {{Auto km/h|130|0}}.<ref>[http://www.formula1.com/inside_f1/understanding_the_sport/5281.html The Official Formula 1 Website] Retrieved 17 July 2007</ref> The 'barge boards' in particular are designed, shaped, configured, adjusted and positioned not to create downforce directly, as with a conventional wing or underbody venturi, but to create vortices from the air spillage at their edges. The use of [[vortex lift|vortices]] is a significant feature of the latest breeds of F1 cars. Since a vortex is a rotating fluid that creates a low pressure zone at its centre, creating vortices lowers the overall local pressure of the air. Since low pressure is what is desired under the car, as it allows normal atmospheric pressure to press the car down from the top, by creating vortices downforce can be augmented while still staying within the rules.{{dubious}} === Ground effects === <!-- linked to from Schumacher article; please notify there on talk page if section name is changed or removed --> F1 regulations heavily limit the effect of [[ground effect in cars|ground effect aerodynamics]], which are a highly efficient means of creating [[downforce]] with a relatively small drag penalty. The underside of the vehicle, the undertray, must be flat between the axles. A 10mm<ref>{{cite web|url=http://argent.fia.com/web/fia-public.nsf/115F0A1E47E0A282C12573FB0042CB0D/$FILE/1-2008%20F1%20TECHNICAL%20REGULATIONS%2022-02-2008.pdf|title=2008 Formula One Techincal Regulations}}</ref> thick wooden plank or ''skidblock'' runs down the middle of the car to prevent the cars from running low enough to contact the track surface; this skidblock is measured before and after a race. Should the plank be less than 9mm thick after the race, the car is disqualified. A substantial amount of downforce is provided by using a rear [[diffuser (automotive)|diffuser]] which rises from the undertray at the rear axle to the actual rear of the bodywork. The limitations on ground effects, limited size of the wings (requiring use at high [[angle of attack|angles of attack]] to create sufficient downforce), and [[vortex|vortices]] created by open wheels lead to a high aerodynamic [[drag coefficient]] (about 1 according to [[Minardi]]'s technical director [[Gabriele Tredozi]]<ref>{{cite web|url=http://www.f1technical.net/features/148|title=Interview with Gabriele Tredozi|publisher=www.f1technical.net|accessdate=2007-08-16}}</ref>; compare with the average modern saloon car, which has a C<sub>d</sub> value between 0.25-0.35), so that, despite the enormous power output of the engines, the top speed of these cars is less than that of [[World War II]] vintage [[Mercedes-Benz]] and [[Auto Union]] [[Silver Arrows]] racers. However, this drag is more than compensated for by the ability to corner at extremely high speed. The aerodynamics are adjusted for each track; with a relatively low drag configuration for tracks where high speed is relatively more important like [[Autodromo Nazionale Monza]], and a high traction configuration for tracks where cornering is more important, like the [[Circuit de Monaco]]. === Regulations === The FIA is hoping to rid F1 of small winglets and other parts of the car (minus the front and rear wing) used to manipulate the airflow of the car. This is in order to not only decrease downforce, but also to increase drag. As it is now, the front wing is shaped specifically to push air towards all the winglets and [[Bargeboard (aerodynamics)|bargeboards]] so that the airflow is smooth. Should these be removed, various parts of the car will cause great drag when the front wing is unable to shape the air past the body of the car. New regulations coming into effect in 2009 have halved the width of the rear wing, and standardised the centre section of the front wing to prevent teams developing the front wing. == Construction == The cars are constructed from composites of [[carbon fiber|carbon fibre]] and similar ultra-lightweight (and incredibly expensive to manufacture) materials. The minimum weight permissible is {{Auto kg|605|0}} including the driver, fluids and on-board cameras. However, all F1 cars weigh significantly less than this (some as little as 440 kg) so teams add ballast to the cars to bring them up to the minimum legal weight. The advantage of using ballast is that it can be placed anywhere in the car to provide ideal weight distribution. == Steering wheel == [[Image:Ferrari steering wheel.jpg|thumb|right|A modern [[Scuderia Ferrari|Ferrari]] steering wheel, with a complex array of dials, knobs and buttons.]] The driver has the ability to fine tune many elements of the race car from within the machine using the steering wheel. The wheel can be used to change gears, apply rev limiter, adjust fuel air mix, change brake pressure and call the radio. Data such as rpm, laptimes, speed and gear is displayed on an LCD screen. The wheel alone can cost about $40,000, and with [[carbon fibre]] construction, weighs in at 1.3 kilograms. == Fuel == The [[fuel]] used in F1 cars is fairly similar to ordinary [[gasoline]], albeit with a far more tightly controlled mix. Formula One fuel cannot contain compounds that are not found in commercial gasoline, in contrast to alcohol-based fuels used in American open-wheel racing. Blends are tuned for maximum performance in given weather conditions or different circuits. During the period when teams were limited to a specific volume of fuel during a race, exotic high-density fuel blends were used which were actually heavier than water, since the energy content of a fuel depends on its mass density. To make sure that the teams and fuel suppliers are not violating the fuel regulations, the FIA requires Elf, Shell, Mobil, and the other fuel teams to submit a sample of the fuel they are providing for a race. At any time, FIA inspectors can request a sample from the fueling rig to compare the "fingerprint" of what is in the car during the race with what was submitted. The teams usually abide by this rule, but in 1997, [[Mika Häkkinen]] was stripped of his third place finish at Spa-Francorchamps in Belgium after the FIA determined that his fuel was not the correct formula, as well as in 1976, both McLaren and Penske cars were forced to the rear of the Italian Grand Prix after the octane mixture was found to be too high. == Tyres == {{main|Formula One tyres}} [[Image:BMW Sauber F1.06 rear wheel - Bridgestone tire.jpg|thumb|left|A [[BMW Sauber]]'s right-rear [[Bridgestone]] tires.]] By regulation, the [[tire|tyre]]s feature a minimum of four grooves in them, with the intention of slowing down the cars (a [[slick tire|slick tyre]], with no indentations, is best in dry conditions). They can be no wider than {{Auto mm|355|1}} and {{Auto mm|380|1}} at the front and rear respectively. Unlike the fuel, the tyres bear only a superficial resemblance to a normal road tyre. Whereas a roadcar tyre has a useful life of up to {{convert|80000|km|mi|0|abbr=on}}, in 2005, a Formula One tyre is built to last just one race distance (a little over {{convert|300|km|mi|0|abbr=on}}). This is the result of a drive to maximize the road-holding ability, leading to the use of very soft compounds (to ensure that the tyre surface conforms to the road surface as closely as possible). However, tyre changes were re-instated in 2006, following the dramatic and highly political [[2005 United States Grand Prix]]. Since the start of the 2007 season Bridgestone is the sole tyre supplier and have introduced four compounds of tyre, two of which will be made available at each race. The harder tyre is more durable but gives less grip, and the softer tyre gives more grip but is less durable. Both compounds have to be used by teams in a race and the softer tyre has a painted white stripe in the second groove. This was introduced after the first race of the season when confusion occurred because a small dot was put instead of the white stripe. Each team must use each specification during the race, unless wet or intermediate tyres are used during the race, in which case this rule no longer applies. Slick tyres will return as a part of revisions to the rules for the 2009 season. == Brakes == [[Image:Williams GP USA 2005 in garage.jpg|thumb|right|Brake discs on the [[Williams FW27]].]] [[Disc brake]]s consist of a rotor and caliper at each wheel. Expensive carbon-carbon (the same material used on the [[Space Shuttle]]) composite rotors - introduced by the [[Brabham]] team in [[1976 Formula One season|1976]] - are used instead of steel or cast iron because of their superior frictional, thermal, and anti-warping properties, as well as significant weight savings. These brakes are designed and manufactured to work in extreme temperatures, up to 1,000 degrees Celsius. The driver can control brake force distribution fore and aft to compensate for changes in track conditions or fuel load. Regulations specify this control has to be manual, not electronic. An average F1 car can decelerate from 100-0&nbsp;km/h (62-0 mph) in about 17 metres (55 ft), compared with a 2007 Porsche 911 Turbo which takes 31.4 metres (103 feet).{{Fact|date=November 2007}} When braking from higher speeds, aerodynamic downforce enables tremendous deceleration: 4.5 ''g'' to 5.0 ''g'' (44.1 to 49 m/s²), and up to 5.5 ''g'' at the high-speed circuits such as the [[Circuit Gilles Villeneuve]] (Canadian GP) and the [[Autodromo Nazionale Monza]] (Italian GP). This contrasts with 1.0 ''g'' to 1.5 ''g'' for the best sports cars (the [[Bugatti Veyron]] is claimed to be able to brake at 1.3 ''g''). An F1 car can brake from 200 km/h (124 mph) to a complete stop in just 2.9 seconds, using only 65 meters (213 ft).<ref>[http://www.f1technical.net/articles/2 F1Technical.com web site] Retrieved 21 July 2007</ref> == Performance == Grand Prix cars and the cutting edge technology that constitute them produce an unprecedented combination of outright speed and ''quickness'' for the drivers. Every F1 car on the grid is capable of going from 0 to 160&nbsp;km/h (100 mph) and back to 0 in less than five seconds. During a demonstration at the [[Silverstone Circuit|Silverstone]] circuit in Britain, an F1 [[Team McLaren|McLaren-Mercedes]] car driven by [[David Coulthard]] gave a pair of [[Mercedes-Benz]] street cars a head start of seventy seconds, and was able to beat the cars to the finish line from a standing start. As well as being fast in a straight line, F1 cars also have incredible cornering ability. Grand Prix cars can negotiate corners at significantly higher speeds than other racing cars because of the intense levels of grip and downforce. Cornering speed is so high that Formula One drivers have strength training routines just for the neck muscles . Former F1 driver [[Juan Pablo Montoya]] claims to be able to perform 300 reps of 50 [[pound (mass)|pounds]] with his neck. Since most tracks are clockwise, most drivers have the neck muscles built up on one side of their neck{{Fact|date=March 2007}}, thus making counter-clockwise tracks (such as Imola, Istanbul Park and Interlagos) a much more testing race than even the high speed Monza or the tight and narrow Monaco. The combination of light weight (605 kg in race trim), power (950 bhp with the 3.0 L V10, {{Auto bhp|730|0}} with the 2007 regulation 2.4 L V8), aerodynamics, and ultra-high performance tyres is what gives the F1 car its performance figures. The principal consideration for F1 designers is ''acceleration'', and not simply top speed. Acceleration is not just linear forward acceleration, but three types of acceleration can be considered for an F1 car's, and all cars' in general, performance: * Forward acceleration * Forward deceleration (under braking) * Turning acceleration (centripetal acceleration) Unless a car is to be raced solely on high-speed ovals (where only top speed matters), all three accelerations should be maximised. The way these three accelerations are obtained and their values are: === Forward acceleration === The 2006 F1 cars have a power-to-weight ratio of {{Convert|1250|hp|kW|0|abbr=on}}/tonne (0.9 kW/kg). Theoretically this would allow the car to reach {{Auto km/h|100|0}} in less than 1 second. However the massive power cannot be converted to motion at low speeds due to traction loss, and the usual figure is 2 seconds to reach {{Auto km/h|100|0}}. After about {{Auto km/h|130|0}} traction loss is minimal due to the combined effect of the car moving faster and the downforce, hence the car continues accelerating at a very high rate. The figures are (for the 2006 Renault R26): :0 to {{Auto km/h|100|0}}: 2.0 seconds :0 to {{Auto km/h|200|0}}: 3.9 seconds :0 to {{Auto km/h|300|0}}: 8.6 seconds* *Figures may alter slightly depending on the aerodynamic setup. The acceleration figure is usually 1.45 g (14.25 m/s²) up to 200 km/h (124 mph), which means the driver is pushed back in the seat with 1.45 times his bodyweight. === Deceleration === The carbon brakes in combination with the aerodynamics produces truly remarkable braking forces. The deceleration force under braking is usually 4 ''g'' (39 m/s²), and can be as high as 5-6 ''g'' when braking from extreme speeds, for instance at the Gilles Villeneuve circuit or at Indianapolis. Here the aerodynamic drag actually helps, and can contribute as much as 1.0 ''g'' of braking force, which is the equivalent of the brakes on most sports cars. In other words, if the throttle is let go, the F1 car will slow down under drag at the same rate as most sports cars do with braking, at least at speeds above {{Auto km/h|150|0}}. The drivers do not utilise [[engine braking|engine or compression braking]], although it may seem this way. The only reason they change down gears prior to entering the corner is to be in the correct gear for maximum acceleration on the exit of the corner. There are three companies who manufacture brakes for Formula One. They are Hitco, (based in the US, part of the SGL Carbon Group), Brembo in Italy and Carbone Industrie of France. Whilst Hitco manufacture their own carbon/carbon, Brembo sources theirs from Honeywell, and Carbone Industrie purchases their carbon from Messier Bugatti. Carbon/Carbon is a short name for carbon fibre reinforced carbon. This means carbon fibres strengthening a matrix of carbon, which is added to the fibres by way of matrix deposition (CVI or CVD) or by pyrolosis of a resin binder. F1 brakes are 278 mm (10.9 in) in diameter and a maximum of 28 mm (1.1 in) thick. The carbon/carbon brake pads are actuated by 6-piston opposed calipers provided by AP Racing or Brembo. The calipers are aluminium alloy bodied with titanium pistons. The regulation limits the modulus of the caliper material to prevent teams using exotic, high specific stiffness materials. Titanium pistons save weight, but also have a low thermal conductivity, reducing the heat flow into the brake fluid. === Turning acceleration === As mentioned above, the car can accelerate to {{Auto km/h|300|-1}} very quickly, however the top speeds are not much higher than {{Auto km/h|330|0}} at most circuits, being highest at Monza (360&nbsp;km/h in 2006), Indianapolis (about {{Auto km/h|335|0}}) and Gilles Villeneuve (about {{Auto km/h|325|0}}). This is because the top speeds are sacrificed for the turning speeds. An F1 car is designed principally for high-speed cornering, thus the aerodynamic elements can produce as much as three times the car's weight in downforce, at the expense of drag. In fact, at a speed of just {{Auto km/h|130|0}}, the downforce equals the weight of the car. As the speed of the car rises, the downforce increases. The turning force at low speeds (below 70 to about 100&nbsp;km/h) mostly comes from the so-called 'mechanical grip' of the tyres themselves. At such low speeds the car can turn at 2.0 ''g''. At {{Auto km/h|210|0}} already the turning acceleration is 3.0''g'', as evidenced by the famous esses (turns 3 and 4) at the Suzuka circuit. Higher-speed corners such as Blanchimont ([[Circuit de Spa-Francorchamps]]) and Copse ([[Silverstone Circuit]]) are taken at above 5.0''g'', and 6.0''g''{{Fact|date=August 2007}} has been recorded at Suzuka's 130-R corner<ref>{{cite web|url=http://www.evo.co.uk/carreviews/evocarreviews/209774/caparo_t1.html|title=Car Reviews: evo Car Reviews|accessdate=2007-08-16}}</ref>. This contrasts with 1''g'' for the [[Enzo Ferrari (car)|Enzo Ferrari]], one of the best racing sports cars. These turning accelerative forces allow an F1 car to corner at amazing speeds, seeming to defy the laws of physics. As an example of the extreme cornering speeds, the Blanchimont and Eau Rouge corners at Spa-Francorchamps are taken flat-out at above {{Auto km/h|300|0}}, whereas the race-spec GT cars in the ETCC can only do so at 150&ndash;160&nbsp;km/h. A newer and perhaps even more extreme example is the Turn 8 at the [[Istanbul Park]] circuit, a 190° relatively tight 4-apex corner, in which the cars maintain speeds between {{Auto km/h|265|0}} and 285&nbsp;km/h (in 2006) and experience between 4.5''g'' and 5.5''g'' for 7 seconds - the longest sustained hard cornering in Formula 1 (and hence all motorsport). === Top Speeds === Top speeds are in practice limited by the longest straight at the track and by the need to balance the car's aerodynamic configuration between high straight line speed (low aerodynamic drag) and high cornering speed (high downforce) to achieve the fastest lap time.<ref>The importance of aerodynamics [http://www.f1technical.net/articles/3893 www.f1technical.net] Retrieved 26 January 2007</ref> During the 2006 season, the top speeds of Formula 1 cars are a little over 300&nbsp;km/h (186 mph) at high-downforce tracks such as Albert Park, Australia and Sepang, Malaysia. These speeds are down by some {{Auto km/h|10|0}} from the 2005 speeds, and {{Auto km/h|15|0}} from the 2004 speeds, due to the recent performance restrictions (see below). On low-downforce circuits greater top speeds are registered: at Gilles-Villeneuve (Canada) 325&nbsp;km/h (203 mph), at Indianapolis (USA) 335&nbsp;km/h (210 mph), and at Monza (Italy) 360&nbsp;km/h (225 mph). In the Italian Grand Prix 2004, Antônio Pizzonia of BMW WilliamsF1 team recorded a top speed of 369.9 kilometers per hour (229 mph).<ref>[http://www.allianz.com/en/allianz_group/press_center/news/commitment_news/sport_sponsorship/news28.html Record speed and points for BMW WilliamsF1 Team] Retrieved 16th August 2007</ref> Away from the track, the [[British American Racing|BAR Honda]] team used a modified [[BAR 007]] car, which they claim complied with FIA Formula One regulations, to set an unofficial speed record of 413&nbsp;km/h (257 mph) on a one way straight line run on [[6 November]] [[2005]] during a shakedown ahead of their [[Bonneville 400]] record attempt. The car was optimised for top speed with only enough downforce to prevent it from leaving the ground. The car, badged as a [[Honda F1|Honda]] following their takeover of BAR at the end of 2005, set an FIA ratified record of {{Auto km/h|400|0}} on a one way run on [[21 July]] [[2006]] at [[Bonneville Salt Flats]].<ref>News: 'FIA ratify Honda Racing F1 Team's Bonneville records' ([[15 November]] [[2006]]) and 'Bonneville team crack 400 in Mojave' ([[6 November]] [[2005]]) [http://www.bonneville400.com/flash/default.aspx 'Bonneville 400'] Retrieved 24 January 2007</ref> On this occasion the car did not fully meet FIA Formula One regulations, as it used a moveable aerodynamic [[rudder]] for stability control, breaching article 3.15 of the 2006 Formula One technical regulations which states that any specific part of the car influencing its aerodynamic performance must be rigidly secured.<ref>2006 Formula One Technical Regulations [http://www.fia.com/resources/documents/1603301296__2006_F1_TECHNICAL_REGULATIONS.pdf www.fia.com] Retrieved 24 January 2007</ref> == Recent FIA performance restrictions == In an effort to reduce speeds and increase driver safety, the FIA has continuously introduced new rules for F1 constructors since the 80s. These rules have included the banning of such things as the "wing car" ([[Ground effect in cars|ground effect]]) in [[1983 Formula One season|1983]], the [[turbo]] in [[1989 Formula One season|1989]], [[active suspension]] and [[traction control]] in [[1994 Formula One season|1994]], the introduction of grooved tyres in [[1998 Formula One season|1998]] and the reduction in engine capacity from 3.0 to 2.4 litres in [[2006 Formula One season|2006]]. Yet despite these changes, constructors continued to extract performance gains by increasing power and aerodynamic efficiency. As a result, the pole position speed at many circuits in comparable weather conditions dropped between 1.5 and 3 seconds in [[2004 Formula One season|2004]] over the prior year's times. In 2006 the engine power was reduced from 950 bhp to 750 bhp (710 to 560 kW) by going from the 3.0 L V10s, used for over a decade, to 2.4 L V8s. These new engines are capable of achieving over 20,000 rpm. The aerodynamic restrictions introduced in [[2005 Formula One season|2005]] were meant to reduce [[downforce]] by about 30%, however most teams were able to successfully reduce this to a mere 5 to 10% downforce loss. For the [[2007 Formula One season|2007]] season, teams are not allowed to make modification to the engines and they have been limited to 19,000 rpm. In 2008, the FIA has further strengthened its cost-cutting measures by asking that gearboxes are to last for 4 grand prix weekends in addition to the 2-race engine lives. Further, all teams are required to use a standardised ECU supplied by MES (McLaren Electronic Systems) made in conjunction with Microsoft. These ECU's have placed restrictions on the use of electronic driver aids such as Traction Control and engine braking. The emphasis being on reducing costs as well as placing the focus back onto driver skills as opposed to the so-called 'electronic gizmo's' controlling the cars. Proposed changes for the 2009 season include a return to slick tyres, as well as considerable reduction in aerodynamic grip via the banning of winglets and other aero devices now currently being used to better direct airflow over and under the cars. Due to increasing environmental pressures from lobby groups and the like, many have brought into speculation the relevance of Formula 1 as an innovating force towards future technological advances (particularly those concerned with 'greener' cars). The FIA has been asked to consider how it can persuade the sport to moving down a more environmentally friendly path. Therefore, in addition to the above changes outlined for the 2009 season, teams will also be asked to construct a KERS (Kinetic Energy Recovery System) device to be fitted to the cars in time for the 2009 season. The system aims to use lost thermal energy through braking, convert it to a useable form to then be fed back through the engine to create a power boost. Such technology although far-fetched initially, could become a staple in the design and construction of road cars within the next 10 to 15 years. It is through these technological breakthroughs that Formula 1 is striving to not only be the peak of what is technically possible, but also a platform from which environmentally friendly solutions for future use may be obtained. ==References== {{reflist}} == External links == {{commons|Formula One car}} * [http://www.formula1.com/ Official F1 site] * [http://www.f1technical.net/ F1 Technical] * [http://news.bbc.co.uk/sport2/hi/motorsport/formula_one/car_guide/default.stm Animated F1 Car Guide] *[http://www.formula1.com/redirector/HomepageSmallTechnicalAnalysis.html?/insight/technical_analysis/ Official F1 site Technical analysis] [[Category:Formula One]] [[Category:Formula One cars|*]] [[pl:Samochody Formuły 1]] [[sl:Dirkalniki Formule 1]] [[uk:Болід (Авто)]]