Presentation on theme: "Cortesía de Volvo Bil Polanco MassaRäikkönen. Cortesía de Volvo Bil Polanco HeidfeldKubica."— Presentation transcript:
Cortesía de Volvo Bil Polanco MassaRäikkönen
Cortesía de Volvo Bil Polanco HeidfeldKubica
Cortesía de Volvo Bil Polanco FisichelaKovalainen
Cortesía de Volvo Bil Polanco RosbergWurz
Cortesía de Volvo Bil Polanco CoulthardWebber
Cortesía de Volvo Bil Polanco R.SchumacherTrulli
Cortesía de Volvo Bil Polanco LiuzziVettel
Cortesía de Volvo Bil Polanco ButtonBarrichelo
Cortesía de Volvo Bil Polanco SatoDavidson
Cortesía de Volvo Bil Polanco SutilYamamoto
Cortesía de Volvo Bil Polanco AlonsoHamiltonn
Cortesía de Volvo Bil Polanco Engines For a decade F1 cars had run with 3.0 litre normally-aspirated V10 engines, but in an attempt to slow the cars down, the FIA mandated that as of the 2006 season the cars must be powered by 2.4 litre naturally- aspirated engines in the V8 configuration that have no more than four valves per cylinder. As of the start of the 2006 season most engines on the grid rev up to 19,000 rpm. The new 2.4L V8 engines are reported to develop between 720 hp and 750 hp.
Cortesía de Volvo Bil Polanco The engines produce over 100,000 BTU per minute of heat that must be dumped, usually to the atmosphere via radiators and the exhaust, which can reach temperatures over 1,000 degrees Celsius. They consume around 650 litres of air per second. Race fuel consumption rate is normally around 75 litres per 100 kilometres travelled. As of the 2006 Chinese Grand Prix all development of engines will be frozen until 2009, meaning that the teams will use engines of the same spec for the next two seasons. The end of the engine freeze has been suggested to be the beginning of bio-fuel.
Cortesía de Volvo Bil Polanco Transmission Formula One cars use semi-automatic sequential gearboxes 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. The new seamless shift gearbox, eliminate the split-second loss of drive 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 or less seconds.
Cortesía de Volvo Bil Polanco Aerodynamics The cars' aerodynamics are designed to provide maximum downforce with a minimum of drag; every part of the bodywork is designed with this aim in mind. F1 car produces much more downforce than any other open-wheel formula; for example the Indycars produce downforce equal to their weight at 190 km/h, while an F1 car achieves the same downforce at 130 km/h.
Cortesía de Volvo Bil Polanco Construction The cars are constructed from composites of carbon fibre and similar ultra-lightweight (and incredibly expensive to manufacture) materials. The minimum weight permissible is 605 kg including the driver, fluids and on-board cameras. However, all F1 cars weigh 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
Cortesía de Volvo Bil Polanco Steering wheel The wheel can be used to alter traction control settings, 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.
Cortesía de Volvo Bil Polanco Fuel Formula One fuel cannot contain compounds that are not found in commercial gasoline. Blends are tuned for maximum performance in given weather conditions or different circuits. To make sure that the teams and fuel suppliers aren't 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.
Cortesía de Volvo Bil Polanco Tyres & Brakes By regulation, the tyres feature a minimum of four grooves in them, with the intention of slowing the cars down. They can be no wider than 355 mm and 380 mm at the front and rear respectively. A tyre is built to last just one race distance, a little over 300 km. 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. An average F1 car can decelerate from km/h in about 17 metres. Usual braking forces for an F1 car are 4.5 g to 5.5 g when braking from 300 km/h.
Cortesía de Volvo Bil Polanco Performance Every F1 car on the grid is capable of going from nought to 160 km/h and back to nought in less than five seconds. 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. The combination of light weight (605 kg), power (950 bhp), 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.
Cortesía de Volvo Bil Polanco Forward acceleration 0 to 100 km/h: 1.9 seconds 0 to 200 km/h: 3.9 seconds 0 to 300 km/h: 8.4 seconds The acceleration figure is usually 1.4 g up to 200 km/h, which means the driver is pushed back in the seat with 1.4 times his bodyweight.
Cortesía de Volvo Bil Polanco Deceleration The carbon brakes in combination with the aerodynamics produces truly remarkable braking forces. The deceleration force under braking is usually 4 g, and can be as high as 5-6 g. The drivers also utilise 'engine braking' by downshifting rapidly. As a result of these high braking forces, an F1 car can come to a complete stop from 300 km/h in less than 3.5 seconds.
Cortesía de Volvo Bil Polanco Turning acceleration 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, 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 300 km/h.
Cortesía de Volvo Bil Polanco 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 downforce) and high cornering speed (high downforce) to achieve the fastest lap time. The top recorded speed on track was 372 km/h at Monza in 2005.
Cortesía de Volvo Bil Polanco COMPORTAMIENTO DEL CARRO
Cortesía de Volvo Bil Polanco Bil Polanco felicita a su amigo Kimi por ganar el campeonato mundial de F Resultados de pilotos 2007