Formula 1 Speed
In Formula 1, 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 when low downforce is needed, and high cornering speed with high downforce demands, to achieve the fastest lap time.
During the 2006 season, the top speeds of Formula 1 cars are a little over 300 km/h at high-downforce tracks such as Albert Park, Australia and Sepang, Malaysia. These speeds are down by some 10 km/h from the 2005 speeds, and 15 km/h from the 2004 speeds, due to the performance restrictions.
On low-downforce circuits greater top speeds are registered at Gilles-Villeneuve circuit (Canada) 325 km/h, at Indianapolis (USA) 335 km/h, and at Monza (Italy) 360 km/h. In the Italian Grand Prix 2004, Antônio Pizzonia of BMW WilliamsF1 team recorded a top speed of 369.9 kilometers per hour.
Away from the track, the 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 km/h 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 following their takeover of BAR at the end of 2005, set an FIA ratified record of 400 km/h on a one way run on 21 July 2006 at Bonneville Salt Flats. 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.
Forward acceleration
The 2008 F1 cars have a power-to-weight ratio of around 1,250 hp (932 kW)/tone (0.9 kW/kg).
Theoretically this would allow the car to reach 100 km/h (62 mph) 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 100 km/h.
After about 130 km/h 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 2007 Renault R27):
0 to 100 km/h (62 mph): 2.0 seconds
0 to 200 km/h (124 mph): 3.9 seconds
0 to 300 km/h (186 mph): 8.6 seconds
Figures may alter slightly depending on the aerodynamic setup.
The acceleration figure is usually 2.46 g (24.1 m /s) up to 200 km/h, which means the driver, is pushed back in the seat with 2.46 times his body weight.
3.15 Aerodynamic influence :
With the exception of the cover described in Article 6.5.2 (when used in the pit lane) and the ducts described in Article 11.4, any specific part of the car influencing its aerodynamic performance :
- Must comply with the rules relating to bodywork.
- Must be rigidly secured to the entirely sprung part of the car (rigidly secured means not having any degree of freedom).
- Must remain immobile in relation to the sprung part of the car.
Any device or construction that is designed to bridge the gap between the sprung part of the car and the ground is prohibited under all circumstances.
No part having an aerodynamic influence and no part of the bodywork, with the exception of the skid block in 3.13 above, may under any circumstances be located below the reference plane.6.5.2 A cover (For refueling conector) must be fitted over the car connector at all times when the car is running on the track. The cover and its attachments must be sufficiently strong to avoid accidental opening in the event of an accident.
11.4 Air ducts :
Air ducts around the front and rear brakes will be considered part of the braking system and shall not protrude beyond :
- a plane parallel to the ground situated at a distance of 160mm above the horizontal centre line of the wheel ;
- a plane parallel to the ground situated at a distance of 160mm below the horizontal centre line of the wheel ;
- a vertical plane parallel to the inner face of the wheel rim and displaced from it by 120mm toward the centre line of the car.
Furthermore, when viewed from the side the ducts must not protrude forwards beyond a radius of 330mm from the centre of the wheel or backwards beyond a radius of 180mm from the centre of the wheel.
All measurements will be made with the wheel held in a vertical position.
