F1 2014 Grid Guide Racecar Egnineering

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Formula 1 2014
A new era begins
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F1 2014 CONTENTS
CONTENTS
4
FORMULA 1 ENGINES
We look at how engine designers and engine builders have
coped with the new 1.6 litre V6 engines
10
DEVELOPMENT PROCESS
With development the name of the game, we detail the
framework in which the FIA is limiting costs
14
MCLAREN ECU
McLaren introduced the standard ECU to the Formula 1 grid
in 2013. We take a look at it in detail
18
ULTRASONIC FUEL FLOW

Central to the Formula 1 regulations is the ultrasonic fuel
flow sensor, embedded in the fuel tank. How does it work?
20
FORMULA 1 GEARBOXES
Xtrac takes us through the changes to the gearbox in 2014,
including the increase in the number of gears to eight
24
FORMULA 1 RULES
Formula 1 changes, and how the teams are coping with a
significant change in the rule book
32
FORMULA 1 TYRES
Once the key to performance and the subject of debate,
Pirelli has quietly introduced a who new range of tyres
36
FORMULA 1 CARS
We take a look at the entire Formula 1 grid, detailing their
testing performance and the technical partners
51
BEHIND THE SCENES

A word from Cranfield University
DESIGN: Dave Oswald
SUB EDITOR: Stuart Goodwin
egardless of what happens in the opening races of the 2014

Formula 1 season, this is the start of an engineering revolution
in Formula 1, the first step of a process that will benefit
production cars in the future if the development path that
could be followed is allowed.
The reduced reliance of the safe option, the internal combustion
engine, which has been the primary source of power for motorcars since
the first horseless carriage in the 1800s, to energy recovery systems in a
sport with such global appeal, is a massive gamble.
Gone, most likely, will be the reliability of the Formula 1 grid, which
reached upwards of 90 per cent in recent years. Gone are the close races,
decided by tyre performance and an ability to develop a car around the
tyres (see the switch from 2013 tyres back to 2012 specification mid-season
last year and Ferraris sudden reduction in performance). In its place is a
fuel efficiency formula, and a huge effort to create energy systems that will
last the race, and eventually, the season.
As detailed in this, Racecar Engineerings digital Formula 1 edition, is no
small feat. From the engine to the gearbox, ERS, tyres and aerodynamics,
from ECU systems to fuel flow metering, the new regulations are not only a
technical challenge, but also require Formula 1, and sports cars at Le Mans,
to learn a whole new language.
This is an era for engineers to shine. The old V8s were developed from
the first in 2006 to the last in 2013, but all under the guise of reliability. New
technology was brought in to make the engines last, particularly as new
regulations sought reliability under the guise of cost control.
Now, development has to be the name of the game. Those who have
fallen in love with Formula 1 in the last few exciting years will lament a
lack of reliability. Those who remember the early days of fuel regulated
racing, the introduction of new technology including carbon chassis and
sequential gearboxes and the lack of attention to detail that has become
so important to Formula 1, will also remember the days of cars breaking
down in races. Formula 1 needs to attract a new generation of fan who will
appreciate the attention to detail, the technology, the gadgets that make
the cars work.
This is a new era of motor racing, and here at Racecar Engineering, we
are looking forward to this year of racing with enthusiasm, regardless of
how the early races pan out.
ANDREW COTTON, Editor
Formula 1 u Digital Edition
F1 2014 ENGINES
New power
generation
Radical rulebook changes bring turbocharging back
to F1 and make hybrid systems much more potent
but fuel management will be particularly important
By SAM COLLINS
n my opinion, Formula 1 needs

to have three elements driver,
chassis and engine, says Red Bull
Racing team boss Christian Horner.
Its important that they do not come out of
balance. I think in recent years the engine has
become less important, but it is about to take
a big step forward.
This season his team will run the new
Renault RS34 Energy F1 power unit. It has
been built to a fundamentally different
rulebook, which sees the return of
turbocharging and a massive increase in
potency of the hybrid system on the car.
Engine life will be significantly increased and
fuel consumption slashed by 35 per cent. But
while the rulebook for the power unit runs to

eight pages, the core of it is much smaller.
There are two magic numbers in there,
explains Renaultsport deputy managing
director, Rob White. They are the 100kg/h
fuel flow limit, and a maximum fuel
allocation of 100kg. Together its a massive
fuel consumption challenge. They have
preconditioned everything and will continue
to do so, from design right the way down to
how the car operates at the track.
The introduction of an energy use-based
formula such as this is supposed to increase
the relevance of Formula 1 to production
car design, and has proven popular with
manufacturers indeed Honda are returning
to F1 as a direct result of their introduction.

It is clear from Whites magic numbers that
if an engine was designed or set up to run at
the maximum fuel flow rate for the duration
of the event, it would run dry before the end
of the race. But still, some races may be very
marginal in terms of fuel mileage.
There are two sources of energy to
propel the car fuel in the tank and electrical
energy in the energy store or battery, says
Naoki Tokunaga, Renaults technical director
for new generation power units. The use of
the two types of energy needs an intelligent
management, since the permissible fuel
consumption in the race is 100kg, and the
battery needs recharging to avoid it going flat.
Everything that decreases fuel consumption

increases power because of the flow limit
The car performance is intended to be

similar to 2013, so in fact the races will last
more like 1hr 30min. Of course the circuit and
car characteristics will not allow the cars to
run at maximum power all around the lap.
On all circuits, it is predicted that the natural
fuel consumption for the race distance will
be close to the allowed 100kg, in some case
just under, in some cases just over. If just over,
then it will be necessary to decide how to use
the available fuel.
Of note is the fastest race of the season,
the Italian Grand Prix at Monza, where the
cars are at full throttle for 70 per cent of
the lap. In 2012, the race distance was
completed in 79 minutes which would, in
theory, give a maximum average fuel flow
of just under 76kg/h.
But at Monaco, the slowest course of
the year, the race can take much longer due
to having a far lower average speed. There,
based on the 2012 event, the maximum
average fuel flow rate is down to 56.6kg/h.
Singapore, one of the longest races of the

year which often lasts two hours, has been
highlighted by some as the most marginal
race in terms of fuel mileage. There, based on
a two hour-long race, the maximum average
flow rate will be 50kg/h.
In 2012 that race was time-limited rather
than distance-limited due to safety car
periods. The flow rate is calculated by time
rather than distance, so in these scenarios
teams could have to adapt their fuel use
strategies in real-time. Indeed, if a safety car
is deployed or weather conditions alter, the
energy use strategy will also have to change.
Everything we do to decrease the fuel
consumption increases the power because of
the flow limit, White adds. Because of this we
are all trying to make the power at the lowest
possible RPM.
This will have a significant impact on the
aerodynamic design, meaning that teams
will have to rethink how the car generates
downforce. Notably this will fall due to the
effective ban on blown diffusers, the single

exhaust exit location being tightly controlled.
There are lots of things that cause you
to burn fuel and lots that give you lap time,
explains former Lotus technical director
James Allison. When you design the cars for
any year, you are trying to find the optimum
combination of all of those things to make
the fastest race time coupled with the best
qualifying lap. It is certainly the case that you
will have a different response in 2014 in terms
of how dirty [in terms of drag] a downforce
device you can use. But that doesnt mean that
you will see the cars just scissoring downforce
off it compared to what you are used to.
There will certainly be opportunities. I
suspect things like the front wing and the
diffuser will follow similar paths to recent
years, and the hunting ground will be how
you cope with the low nose chassis and
F1 2014 ENGINES
how you integrate what is a very fierce

cooling requirement into the chassis without
haemorrhaging downforce.
Qualifying should be very interesting. With
no regulation on fuel load, teams can exceed
the maximum average flow rate, which would
in theory give the engines more power.
Indeed, in qualifying trim the power units
should be more powerful than the 2013 spec
V8 engines. Teams could also run a driverselectable map for overtaking or quick laps to
make up time during a pit stop phase.
A further complexity is that the maximum
fuel flow cannot be used below 10,000rpm.
The maximum power of the engine
will be at around 10,500rpm, and above that
the power curve will be relatively flat, says
White. But they wanted them to run faster,
which is perceived as a good thing to improve
the show. Its about putting boundaries
on the absurdity of the law of diminishing
returns and stopping an arms race to get
to places that are extremely unusual. Its
also about managing the risk. For a given
power, the torque goes up inversely with the
speed of the engine, so you would have very
different transmissions. I hate to say it too, but
its important to everybody that these things
sound good. I think these will, but if there had
been no such rule then we would have run at
very, very low engine speeds.
Of course the RS34 Energy F1 is more
than just a small capacity V6 engine. It
features a hybrid system far more potent than
anything seen in grand prix racing before.
Theres a pair of motor generator units, one
linked directly to the turbocharger (MGU-H)
and the other acting in the same role as the
current KERS motor (MGU-K).
The F1 cars for 2014 may be categorised
as a hybrid electric vehicle (HEV), which
combines a conventional internal combustion
engine with an electric propulsion system,
rather than a full electric vehicle (EV), explains
Tokunaga. Like road-going HEVs, the battery
in the F1 cars is relatively small sized. The
relevant technical regulations mean that if the
battery discharged the maximum permitted
energy around the lap, the battery would
go flat just after a couple of laps. In order
to maintain state of charge of the battery,
electrical energy management will be just as
important as fuel management.
The energy management system
ostensibly decides when and how much fuel
to take out of the tank, and when and how
much energy to take out or put back into the
battery. The overall objective is to minimise
the time going round a lap of the circuit for
Maximum fuel flow under the new rules is 100kg/h,

and maximum fuel allocation is now 100kg
The RS34 features a pair of motor

generator units one linked to the
turbocharger, and another acting
much as the old KERS motor
a given energy budget. This might sound

anything but road-relevant, but essentially
this is the same problem as the road cars:
minimising fuel consumption for a given
travel in a given time. The input and output
are just the other way around. The question
then becomes where to deploy the energy in
the lap. This season, KERS is used only a few
places in a lap. But from 2014, all of the energy
from fuel and battery is so precious that we
will have to identify where deployment of
the energy will be beneficial over the whole
lap, and where saving will be least harmful for
lap time. We call it power scheduling. This
will be decided jointly between the chassis
teams vehicle dynamics departments and
Renaultsport F1 in Viry-Chtillon.
This power scheduling or energy flow
will be a key component in F1 in the future.
While it may be a struggle to explain it to the
general public, it certainly has the potential to
genuinely improve the on-track action.
Choosing the best split between the

fuel-injected engine and electric motor to
get the power out of the power unit will
come down to where operation of these
components is most efficient, says Tokunaga.
But again, SOC management presents
a constraint to the usage of the electric
propulsion. And the optimum solution will
vary vastly from circuit to circuit, dependent
on factors including percentage of wide open
throttle, cornering speeds and aerodynamic
configuration of the car.
There are quite a few components
which will be directly or indirectly controlled
by the energy management system
namely the internal combustion engine,
the turbo, the ERS-K, ERS-H, battery and
then the braking system. Each has their own
requirement at any given time for example
the operating temperature limit. There can
also be many different energy paths between
those components.
All the energy from fuel and battery is so precious that we have to identify
where deployment of the energy will be beneficial over the whole lap
The new 1.6-litre power units are noticeably larger than the 2013 2.4-litre V8s due to the various additional subsystems required
As a result, the control algorithm can be

quite complex to develop and manage. What
is clear, however, is that at any given time,
as much energy as possible which would
otherwise be wasted will be recovered and
put back into the cars system.
It would not be an over-estimation to
state that the F1 cars this year will probably
be the most fuel and energy efficient
machines on the road.
The 2013 breed of cars all had the MGU
located at the front of the engine, under
the oil tank, where it acts on the crankshaft
directly. At the launch of the RS34 at the 2013
Paris Air Show, it was immediately apparent
that the MGU-K had been relocated from
the front of the engine to the side of it. This
is a notable difference, not only to the 2013
layout, but also to early renderings of the
2014 Mercedes power unit.
But White feels that the relocation is
simply a case of moving the MGU back to
its logical location.
Its more a case of why was the V8 MGU
mounted where it was? And the answer to
that is simply because we had to graft it on
it wasnt integrated from the beginning. There
is a regulatory requirement a legality box
that everything has to fit inside. There is a
plane in front of the engine and a plane at the
back of the engine with additional bits where
the oil tank will be. We could have put the
MGU on the front, but we chose not to.
The MGU-K now sits underneath the
exhaust manifold and drives the crank via
a series of gears on the rear of the engine,
while the MGU-H is housed behind the

turbocharger and is linked by a shaft. It sits
between the cylinder heads.
Both MGUs are liquid-cooled direct
current designs. In 2013 the Renault RS27 V8
was fitted with two different specifications
one developed independently by Williams,
and the other used by everyone else.
The performance of the new MGUs and
the whole hybrid system is substantially
higher than the 2013 KERS used on the cars,
and can be used in a variety of modes. Both
MGUs have a much higher duty cycle than
current KERS by an order of magnitude,
White explains. The 2013 KERS had a 60kW
maximum, but on average its only a little over
six, so its a very small duty cycle. This year the
MGU-K has 120kW. Obviously we use all of the
4MJ allowed from the battery thats already
10 times more than we use today and the
energy that arrives direct from the MGU-H is
unlimited, so thats on top.
The MGU-Ks position on the side of the
engine highlights another key element of
the new power units: thermal management.
These higher duty cycle MGUs need more
cooling than the current units, adds White.
Where the MGU-K is there will be some
radiant heat, but it is in our interests to keep
as much heat as possible inside the exhausts
so it can find its way to the turbine.
The engine shown off in Paris was the real
thing, but it was fitted with exhausts that were
only indicative of the team-specific designs that
will be run in reality. Each manifold is shrouded
to prevent the escape of heat from the pipes,
with a carbon fibre outer skin. Carbon fibre is

not known as being especially good at dealing
with high temperatures, as the amount of
scorched bodywork witnessed during the 2011
and 2012 seasons will attest. But there are some
new high temperature composites on the
market, such as the Pyromeral Systems range,
which could have some role to play. On this
White would not be drawn.
The exhausts you see on this engine
are typical and representative rather than
a definitive spec. They will be different on
each car, he says. They will have substantial
insulation, but what is next to the exhaust
pipe might not necessarily be carbon.
Keeping heat in is the priority.
White also did not want to be drawn on
exhaust materials too much, but did admit
that they would be nickel-based alloys
materials such as Inconel although they
may have to deal with higher temperatures
than the current designs.
Despite only having a 1.6-litre internal
combustion engine at its heart, the new
power units are noticeably larger than the
old 2.4-litre V8s due to all of the additional
subsystems. Integrating this complex
powertrain into the notoriously compact
rear end of a modern grand prix car has
proven to be a major challenge for both
engine suppliers and teams.
Exchanges between chassis and engine
teams started at a very early time, before
the regulations were fully defined, explains
Renaultsport F1 director of programmes and
customer support, Axel Plasse. From that
F1 2014 ENGINES
Is there ever a good time to introduce new technology?

stage, one of the key areas we needed to
investigate was the packaging of the power
unit. The 2013 V8 is 95kg, or 100kg if you
add the weight of the MGU. This increases
to 120kg when you include the ancillary
parts, such as the radiators and other cooling
devices. With the 2014 power unit, the V6
turbocharged engine will be a minimum of
145kg, plus 35kg for the battery. At 180kg,
this is a 80 per cent increase over the current
units, plus a further 20kg for the ancillaries
such as the intercooler and other radiators.
The additional weight is partly
compensated for by an increase in the
minimum weight of the overall vehicle to
685kg, and the weight applied on the front
and rear wheels must not be less than
311kg and 366kg during qualifying, giving
a window of just 8kg.
The power unit is much more integrated
and central to design, says Plasse. The turbo
overlaps the gearbox so that it intrudes
into the space where there was a clutch or
a suspension part. The energy store is also
much larger, which has an impact on chassis
length, fuel volume and radiator position.
Every time a major rule change is
introduced into F1, it has the tendancy of

reshuffling the pack. The Red Bull team, for
example, took advantage of the introduction
of the last set of regulations in 2009 and
dominated ever since. But that dominance
could end in 2014. At the start of the year
there will be people who have got it right and
people who have not, Horner admits. The
beginning of 2014 is just the beginning its all
about development through 2014 and 2015.
Thats where there will be a lot of competition
between the engine manufacturers. We think
that Renault has the right people to develop
the engine and the engine manufacturers have
the ability to react. But if it is two seconds a lap
slower than the best engine, we are in the shit.
But that ability to react is to be limited in
2014, due to a homologation process. We will
have to provide an engine before the start of
the season and a legality dossier, and we will
not be able to modify the spec of the engine
during the homologation period. The scope
of the homologation perimeter will be much
bigger too, covering MGUs and energy storage.
But with teams and engine suppliers
still able to work on many areas outside
that perimeter, things like the exhausts and
installation can be changed. So can the hoses,

hydraulics, air intakes and other areas which
can directly affect the engines performance
and most importantly there will be far
more freedom in the cars electronic system
than there is currently.
Its not beyond the wit of man to imagine
that there will be significant performance
enhancements as we learn more about
managing the life cycle of the power units,
says White. Thats not about changing the
spec of the engine, but how we use it. Each
engine that is built is done so to a unique
build spec and there is scope to modify that.
We can request permission from the FIA to
make changes, but only for certain reasons.
The final challenge for some teams is
financial. The new power units are very
expensive, and with some teams already
struggling with costs, it is a new challenge.
Horner, however, is not overly concerned
about it. With any change in regulations, the
price only ever goes up, he says. Hopefully
the costs can be contained. But we do know
that for the independent teams its a big ask
at a difficult time. But, is there ever a good
time to introduce new technology?
DYNO DRAMAS
The development of the turbo engine has had
some unexpected side effects for the staff at
Renaultsport F1, with Rob White among a number
of employees who lost their car parking places
at the firms factory on the outskirts of Paris.
Fundamentally the big thing we are looking for is
thermal efficiency, and the way that will come is
from combustion development. The big meat of
that is understanding the combustion system, and
the interactions between the combustion system
and the supercharging system.
You can do a lot of this on single cylinder

research engines, but the tricky thing with
this is that you cant have a representative
turbocharger driven from the engine, so you
have to provide the charge air and compress
it separately from the engine, which created
one of the spin-off projects for us in this
engines development. The first big spend on
this programme for us was an upgrade to our
mono cylinder test facility, which involved
digging a swimming pool-sized hole in our
car park in order to install a compressor and

air conditioning system underground in
order to supply the single cylinder engine
with combustion air in the right range of
temperature and pressure. We had to do it in
the car park as we had no more space in the
building or on the roof. For a few weeks I had to
park further away than normal, but now my car
is parked directly above the compressor for the
single cylinder engine!
But as it has since transpired, some of the
data from Renaults new subterranean dyno
facility has not been quite as accurate as it
might have hoped. A spate of failures in preseason testing revealed that the RS34 has a
much higher cooling demand than the other
designs seen at that point.
We believed our initial configuration was
a robust start point for track use but it has
not proved to be the case, White admitted
after a very difficult test session in Jerez. We
have done substantial dyno running in a
similar configuration with few issues. We now
know that the differences between dyno and
car are bigger than we expected, with the
consequence that our initial impressions were
incomplete and imperfect. Our intention was to
run the car we are very frustrated to face this
litany of issues that we should have ironed out
on the dyno and which have deprived us of a
precious learning opportunity.
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F1 2014 ENGINES
Re-start your engines
The detail of the rulebook in relation to the powertrain marking the first major changes
in over six years looks set to provide a huge shot in the arm for top-level racing
By SAM COLLINS
rand prix racing is finally coming

in from the cold. For many years
the specification of Formula 1
engines had been frozen,
and aside from some changes to improve
reliability, a 2007 2.4-litre V8 engine was
much the same as a 2013 2.4-litre V8 engine.
In an attempt to control costs, the FIA
decided that it would, in essence, ban
engine development. All engines had to be
homologated and modifications were strictly
policed. The engine-builders could only find
performance gains from the peripheral parts
like the exhaust and the lubricants the
specifications of the internal components,
head and block were frozen.
But in 2014, Formula 1 is facing its biggest
shake-up in years, with a new rulebook being
introduced. Focused on innovative new
hybrid powertrains, the regulations give a
much wider range of technical freedoms,
not least because the new 1.6-litre V6
engines are turbocharged.
The concept of the power units was first
discussed in Racecar Engineering pages way
back in 2007 (RCE V17 N5) and brought up-todate more recently (see V22 N12 and V23 N8),
but one thing that took a while to become
clear was the level of development that
would be allowed on these new power units.
Many people believed that because all of the
engines that were used in F1 were 2.4-litre
V8s and had a frozen spec that they were all
the same, but that simply wasnt the case.
This is something that Rob White, deputy
managing director (technical) of Renaultsport
F1 is at pains to point out. People assume
because the old engines are fixed that they
are essentially all the same, he says. But if
you put the four engines racing last season
alongside each other and take them apart,
they were not the same. They didnt behave
the same in the car and there was nothing in
the regulations to say that they should do.
It is wrong to assume that because each
engine is of relatively stable spec that all four
engines have similar spec.
The 2014 Mercedes F1 V6

hybrid turbo
Indeed, for example it is known from

both driver and engineer feedback that
the Renault had more flexibility in terms of
mapping and it allowed teams to run a lot
hotter with water and oil compared to the
Cosworth CA.
For 2014, a return to fully open
development was deemed to be an
unrealistic option, which would essentially
turn into an arms race judged on the power
of the chequebook. But a degree of technical
development would still be required. So how
best to curb the seemingly inevitable battle
of the bank balances, while still allowing at
least some engineering creativity?
The solution that the FIA has decided
upon is very interesting indeed. It uses a
system of development points, or tokens, to
restrict the amount of development allowed,
but not the areas of development. At the end
of February 2014, the engine manufacturers
wanting to take part in that years series will
have to supply a complete power unit and a

homologation dossier to the FIA.
After you supply that dossier and the
power unit, the spec is fixed and the bottom
line is that there can be no change to the
spec without the prior approval of the FIA,
says White. But that does not mean that
the specification is locked in for the entire
homologation period, which runs up to 2020.
There is this list of changes that are
allowed annually and so there is a table of
engine functions and what is proposed is
that there is a limited amount of change
permitted each year. The table divides the
power unit into functional blocks, and we
are not allowed to change every functional
block for the purposes of performance or
fuel consumption development each year.
But we may modify a subset of them, and
the size of the subset of the power unit
that may be changed year-on-year reduces
as time goes on.
After you supply the homologation dossier and the power unit to the
FIA, there can be no change to the spec without their prior approval
2014 TECHNICAL REGULATIONS: ANNUAL F1 POWER UNIT HOMOLOGATION TABLE

Function
Function details
Upper/lower crankcase
Cylinder bore spacing, deck height, bank stagger
Upper/lower crankcase
All dimensions including cylinder bore position relative to legality

volume, water core
Cylinder head
Except modifications linked to subsequent modifications
Combustion
All parts of parts defining combustion. Included: ports, piston

crown, combustion chamber, valves geometry, timing, lift, injector
nozzle, coils, spark plug. Excluded: valves position
Valves axis position
Includes angle but excludes axial displacement
Valves drive
From valve to camshaft lobe. Position and geometry. Exhaust and

inlet. Including valve return function inside the head
Valve drive camshafts
From camshaft lobe to gear train. Geometry except lift profile.

Includes damping systems linked to camshaft. Exhaust and inlet
Valve drive
Gear train down to crankshaft gear included. Position and

geometry. Includes dampers
Covers
Covers closing the areas in contact with engine oil cam covers,
cam-timing covers
Crankshaft
Crank throw, main bearing journal diameter, rod bearing

journal diameter
Crankshaft
Except crank throw, main bearing journal diameter, rod bearing

journal diameter. Includes crankshaft bearings
Con rods
Including small and big end bearings
Pistons
Including bearings and pin. Excluding crown
Air valve system

Ancillaries drive
Oil pressure pumps
Oil scavenge systems
Oil recuperation
Engine water pumps
Injection system
Weight
Inlet system
Trumpets and associated parts and actuators
Inlet system
Throttles and associated parts and actuators
Pressure charging
From compressor inlet to compressor outlet
Pressure charging
From turbine inlet to turbine outlet
Pressure charging
From engine exhaust flanges to turbine inlet
Pressure charging
External actuators linked to pressure charging
Electrical system
Engine-mounted electrical components (eg wiring loom within

legality volume, sensors, alternator). Excluding actuators, ignition
coils and spark plugs
Ignition system
Ignition coils, driver box
Lubrication
All parts in which circulates oil under pressure (oil pump gears,
channels, piping, jets) and not mentioned elsewhere in the table
Friction coatings
1
Complete. All internals including bearings, casing
Position, transmission
Power electronics
Complete. All internals including bearings, casing
Position, transmission
Power electronics
ERS
Wiring loom
ES
Cells (article 5.4.3)
ES
BMS
ERS cooling/lubrication
Cooling/lubrication systems (including ES jackets, pipes, pumps,

actuators)
MGU-K
MGU-K
For 2019 +
2020
Sliding or rotating seals
MGU-K
For 2018
fuel hose, fuel rail, fuel injectors, accumulators). Excluding injector

nozzle
MGU-H
For 2017
(Above) temperature
1
stickers have been
From ancillary to power source. Includes position of the ancillariesintroduced
3 for 2014,
as far as drive is concerned
which read1 the max
Including filter. Excluding internal if no impact on body
temperature
Any scavenging system
1 reached
by the tyre1 tread while
Oil/air separator, oil tank, catch tank
theyre being
Include power unit mounted water pipes
1 pre-heated
by teams in
PU mounted fuel system components (eg high pressure
2 their blankets
Plenum and associated actuators. Excluding pressure charging,
trumpets and throttle associated parts and actuators
MGU-H
For 2016
Including compressor, air pressure regulation devices
Inlet system
MGU-H
For 2015
The 2014 tyres are just as different to

their predecessors as the 2014 cars
For 2015
For 2016
For 2017
For 2018
For 2019
For 2020
Total of weighted items
66
66
66
66
66
66
Total of weighted modifiable items
61
51
51
43
Quota of total weighted items allowed for modifications
32
25
20
15
% of modifications allowed vs. complete weighted PU
48
38
30
23
Total of frozen items
15
15
23
63
63
% PU being frozen
23
23
35
95
95
F1 2014 ENGINES
The game will become working out which areas of development will
be the ones to provide you the best return on investment
Renaults 2014 engine, first

revealed in June 2013
It becomes quite structured in the

development programmes in future years.
Everyone is very conscious of the sheer
scope of the technology in these new power
units, and therefore it is a case of trying to
seek a balance between the unreasonable
and in many ways undesirable solution,
which would have to be a completely fixed
spec right from the beginning. It would
be incredibly difficult to imagine fixing
the spec of something that is not yet
mature, but equally we are all conscious
that it is not sustainable to have parallel
programmes developing whole new
engines, turbos, electrical systems every year.
That can get out of hand.
In simple terms, engine manufacturers
are allowed to introduce a number of
upgrades for the power unit each year.
Every subsystem has been given a
weighting between 1 and 3, and the engine
manufacturers are allowed a specific number
of points to modify each season.
So at the start of the 2015 season,
the total weighting of all the modifiable
components added together equals 61
points. As an example, the combustion area
of the power unit including the ports, piston
crown, combustion chamber, valve geometry,
timing, lift, injector nozzle, coils and sparking

plug is worth three points, while the pistons
alone (excluding the crown) are worth two
points and the cam covers one point.
POINTS OF INTEREST
The engine manufacturers are only allowed

to modify components which add up to 32
points at the start of 2015. That reduces down
to 25 points in 2016, 20 in 2017 and 15 in
2018. In line with that reduction in points, the
amount of areas of the power unit that can
be modified reduces too. In 2015, 48 per cent
of the power unit is available for upgrade,
but by the 2019 season that will drop to just
5 per cent. In reality this means that at the
end of the 2014 season everything but the
cylinder bore spacing, deck height, bank
stagger, crank throw, main bearing journal
diameter, rod bearing journal diameter, and
the air valve system is open to change. But by
2019 the only things that can be changed will
be the pressure charging system from engine
exhaust flanges to the turbine inlet, and the
engines electrical system.
This means that the engine manufacturers
are rather like an impoverished student in
the supermarket trying to do their weekly
shop they want more than they can
possibly spend. You have to choose what

development work you deploy in the race
engines, says White. Obviously there are
different ways to skin a cat. You can decide
to do all the development work anyway and
decide to deploy the things that pay off most,
or you can try to be a bit cuter and allocate
resources to things that are more promising
and try to extract more performance from
the things that you work on.
In real-life you will do a bit of both
you will do some overbooking in the
development activity on the grounds that
some things will fall by the wayside. There
will always be more ideas than you can
afford in the modification budget, so the
game will become working out which
are the ones that give the best return on
investment. It is a way of limiting the
quantity of development and therefore
the resources necessary, and reducing the
opportunity to just blitz the thing with
money and create a new arms race.
This will all create a fascinating situation,
especially going into the 2015, 2016, 2017
and 2018 seasons, as engine manufacturers
try to develop the power units. They are not
yet mature designs, and with the best will in
the world, you wont get everything done that
you would like to or think that you should,
says White. This is going to oblige us to make
some pretty hard choices. There will be some
changes where there are a couple of options,
both jockeying for position in the list for the
last or first development token there we will
have to decide which ones make the cut. We
might all think that we need a new battery
every year. If having a new battery every year
is an important development item, then the
points associated with batteries will be burned
every year, and the rest of the development
programme will be compromised accordingly.
As time passes toward 2018, the amount
of frozen components increases, and in this
period engine development people will
feel their scope is somewhat limited. But
that freeze between 2018 and 2020 serves
a purpose. The principle is that two years
before the end of the rules cycle, we arrive
in a situation analogous to the V8 where the
spec is fully frozen, says White. The thinking
there is that during the two-year period, the
engineering resources can be applied to the
creation of the development of the following
family of engines.
What that future family of engines will
bring is not clear, but one thing is certain it
will be very, very different to what weve
seen in Formula 1 prior to 2014.
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F1 2014 McLAREN TAG-320 ECU
All under control
the TAG-320 ECU

Long in development, McLarens new unit is an integral part of the 2014 powertrains
By SAM COLLINS
hile Formula 1 teams

have had to wait until 2014
to run the new 1.6-litre
V6 engines, one crucial
element of the powertrain made its race
debut 12 months earlier, when McLaren
Electronic Systems replaced the TAG-310B
FIA-mandated single ECU with a new, more
powerful unit, called the TAG-320.
The main difference between the two
is processing power, explained Peter van
Manen, managing director of McLaren
Electronic Systems. The TAG-320 has
probably about a factor of five more in
the unit. There is a different balance of
inputs and outputs which is really just
catering for the fact that in 2014, when
we go over to the V6 turbocharged engine
with the energy recovery systems, there
is a different balance of sensors and
actuators that you need.
When McLaren embarked on the project

to supply a spec ECU to Formula 1, it teamed
up with two other firms to deliver the
TAG-310 Freescale Semiconductor on the
hardware side and Microsoft for the software.
But the TAG-320 is more of a McLaren project.
Microsoft is not involved in the standard ECU
from 2013, although all of the garage-based
systems run on the Microsoft platform, and
we clearly still have a very strong link with
them, said van Manen. Freescale is still the
supplier of most of the microprocessors we
use in our racing equipment.
The TAG-320 has been in development
for a long time, and development was
made rather more tricky by uncertainty
surrounding the specifications of the new
power units and when they would be
implemented. Initially the plans were for an
inline four, but political wranglings saw the
final 1.6-litre V6 concept adopted.
The development of a control unit is

not something that happens overnight,
particularly one like this that is quite complex
it is an 18-month to two-year development,
said van Manen. We started it quite early
because there was a lot of uncertainty about
the new engines and when they would be
coming in, so I guess the biggest challenge in
the early days was to keep abreast of where the
engine regs were going. Once it was settled we
just got into the hard graft of things that just
need doing all of the application software
reads across from the existing unit. But what
sits underneath that, the basic input, output,
the low level software, has to be quite different
to cater for the different hardware platform
and the different processors. There are a lot
more moving parts in a control unit than you
think when you just pick up a black box.
Indeed, the software that would be a key
element of the new ECU would have to be
The development of a control unit is not

something that happens overnight
versatile enough to handle the demands

of the 2013 V8s as well as the 2014 V6s.
Software is never finished, but its there
and it is running, says van Manen. We are
tidying up some loose ends on that, and
the ECUs started to be shipped to the
teams early in the year. The first software
releases were in spring and early summer,
but there is work right through the year,
so it will be ready in time for when the
cars are ready to test. It will run on the V8s
for a whole season and it will also run on
the 2014 engines and cars.
The application software which is
controlling the engine and gearbox this
year will move directly on to the new
ECU. Then there will be new software to
accommodate the new engines in 2014.
The number of inputs that the ECU can
handle is very large but it is not limitless
the number of sensors you can have is
ultimately determined by the number of
pins you have in the connector. In that
respect, the number of sensors on the cars
will be pretty similar to what we have at the
moment in race trim: 120 to 130 sensors.
There are additional sensors which teams
run on a Friday at a Grand Prix in Free
Practice 1 some go in via the main unit and
some via serial bus/CAN links.
While the level of inputs and outputs
is similar, one reason that the ECU has
so much more processing power is the
introduction of direct injection into
Formula 1. There is nothing simple about
direct injection! What I can say about it is
that it is more of an issue and a challenge

for the engine maker as he has to design
the combustion chamber to get the right
level of fuel mixing, said Van Manen. In
terms of the ECU, the main thing is that
your injection times are much shorter so
you need a higher level of precision for
injection timing and that in itself puts a
demand on processing power.
The other thing with direct injection
is that engines are far more prone to
detonation, so knock control which
historically has not been in Formula 1 will
come in. With direct injection, if you get
detonation you can damage the engine
very quickly. There are real challenges with
doing direct injection, but it is the right way
to go as it is more efficient and it is the way
that engines are going in the automotive
sector. On top of that, the powertrain is a lot
more complex than a V8 in a lot of ways. That
means that the control of the powertrain is a
lot more complex in many ways but there are
a lot of things that do not need to change,
such as the gearbox controls.
Both hardware and software have to
be versatile enough to cope with the fact
that the FIA has opened up a number of
areas of the technical regulations to allow
teams and engine builders to develop
bespoke solutions.
Currently the standard electronic system
comprises of a number of units, said van
Manen. Theres the master unit, a power
box which distributes power to the various
sensors and has the ignition and the injection
drivers, the dash display, hub units to deal

with all of the sensors around the wheels,
a lap trigger receiver, and finally a piece of
electronics which deals with the steering
wheel controls.
In 2013, all of those companion units
will stay on the car, with the master unit
swapped for the TAG-320. But in 2014 only
the master unit, steering wheel electronics,
and dashboard display will be mandatory
components all of the companion units will
be free. The teams and engine-makers can
decide what interface units they want for
their injectors, ignition coils, electric motors,
and things like that.
One reason for this freeing up of the spec
components is to allow the teams to develop
the new power units and the strategies
themselves. It is the biggest difference for
The TAG-320 ECU has to be

versatile enough to cope with V8
engines in 2013, and V6s direct injection turbos,
and hybrid systems, in 2014
F1 2014 McLAREN TAG-320 ECU
The current ECU is one size fits all, but teams will be able to use software to develop the new module, although the FIA still has control over driver aids
us between 2013 and 2014, admitted van

Manen. With the current standard ECU, its a
single version of software for everyone,
and although the teams can change the
setup of data and maps within the unit, they
cannot have any special software which is
individual to them. What we move into is
that the core of the system is still a standard
ECU that allows the FIA to maintain control
over things like driver aids, but it is a bit more
open in that teams can use an element of
software in the development.
These control strategies will be crucial for
the teams as they balance the twin motor
generator units and the single turbocharger
in real world situations, such as battling
for positions with DRS and qualifying laps.
But these torque management tools could
conceivably open up the door to traction
control and other banned aids. The TAG-320,
however, has been designed in such a way

that the use of such aids can be prevented.
The new powertrain is about managing
both torque and energy, so to be able
to do that there is an element of torque
management which will come down to the
engine-makers and teams, said van Manen.
There is a control over what inputs and
actuators are seen by those applications
that the engine-makers and teams create.
This is the basis of how the FIA will maintain
control. The little bit of magic in the new
master unit is the way in which the different
memory areas in the processor are protected
so that we can ringfence different areas of
the processor from each other, which means
that you can have all of these different
applications running on the same silicone
but still maintain the control by the FIA. The
essence of the standard ECU remains the
same, but we have released a bit of freedom

to the teams and engine manufacturers.
While the new ECU has been specifically
developed for use in Formula 1, van Manen
stated that it will also be used in other areas.
It is a little bit specialised in terms of other
racing categories (with the exception of LMP1
sportscars) it has more processing than
most series need. It supports most of the
powertrain and the telemetry feed. It is quite
a powerful beast for other racing categories,
but I see where it will probably start to be
used is as a development platform for other
automotive applications.
In the automotive world there is a push
towards hybrids and energy recovery, this
whole issue of managing torque and energy.
A lot of the things we are able to do in the
TAG-320 are as relevant to pre-production and
prototyping in road cars as they are to F1.
A lot of the things we are able to do in the TAG-320 are as relevant to

pre-production and prototyping in road cars as they are to F1
High Tech | High Speed | High Quality
Pankl Engine Systems GmbH & Co KG

A member of Pankl Racing Systems
A-8600 Bruck/Mur, Kaltschmidstrasse 2-6
Phone: +43(0)3862 51 250-0
FAX: +43(0)3862 51 250-290
e-mail: engine@pankl.com
www.pankl.com
F1 2014 FUEL FLOW SENSOR
Heightened sensors
The future of Formula 1 and World Endurance Championship

performance management lies in the accuracy of the fuel flow sensor
By ANDREW COTTON
critical part of the new direction

for Formula 1 and the World
Endurance Championship comes
in the form of the fuel flow sensor.
Incredible accuracy is needed to measure
the flow of gasoline and diesel in two of the
premier world championship events. There is
so much on the line for the teams involved
that it is critical to get it right. Indeed, the sensor
could even become a performance equaliser
throughout motorsport, should the sensors
become more affordable.
For high level competition with a small
amount of sensors, we can produce the
sensors, make a selection, double-check
them in order to be sure that they are OK,
and deliver them, says Fabrice Lom, head
of powertrain at the FIA. It is controlled, but
this process is expensive. If you go to lower
Formula 1 u Digital Special
level of competition, Formula 3, for example,

you will have 100 cars around the world,
managed by the ASNs, not by the FIA. It wont
be possible to apply the same selection
of sensors and to ensure all the checks are
done. Moreover, it is a lower cost formula
and they cant afford the price of this selection
and checks in addition to the price of the
sensor itself, which wont be cost-effective,
at least for the first years.
I therefore dont think we are close to
putting them on the lower categories, but
it is an aim. With the air restrictor, as airflow
is limited, to get the performance you try to
burn more fuel into the engine, so it is not
pushing you towards more efficient engines.
To use a fuel flow meter to limit performance
pushes you to improve efficiency, and that is
a target of the FIA.
British company Gill Sensors has invested

heavily in the development of an ultrasonic
sensor that fits all the necessary criteria.
Bar one. [With the WEC] there are two
fuels involved, the Shell E10, and the LM24
diesel, predominantly for Audi, said a Gill
spokesperson. The other fuel that will be used
is essentially the F1 variants which will come
from different manufacturers, but are blended
to a minimum 5.75 per cent ethanol content.
Our technology has been developed to provide
error figures not greater than plus or minus
0.25 per cent, and we have used E10 as the
reference fuel. In all the gasoline-based fuels
that we have used from straight pump fuel
to E10, biobutanol and many iso-based single
molecule fuels that have equivalent density
and performance spec as a performance fuel
but are safer to use in a laboratory we have
mologated
MEASUREMENT
demonstrated to the FIA that we have achieved

52% of meters
are within
their accuracy
figures,
and 0.1%
haveaccuracy
exceeded that
of reading
in many
areas,
averaging
to0.25%
a maximum
92%
of meters
are within
accuracy error of
of reading
0.15 per
cent in many cases.
ement Range The
+/-ultrasonic
8000ml/min attenuation through diesel
easurement[for
Ratethe
1kHz
internal
Audi
R18measurement
sports car]rateis more complex
at 100Hz,
filteringof
(1) the
due toCAN
theoutputs
density
and With
viscosity
It isC: 5kPa@2000ml/min,
therefore much
more difficult to
essure Loss medium.
ISOPAR
16kPa@4000ml/
min.
get a good
clean ultrasound signal through
LM24 Diesel: 75kPa@8000ml/min. All at 25C
The fuel flow sensor is so sensitive that it can detect
the liquid, unlike gasoline fuels. We focused on
injector pulses, which could give an indication of the
a
software
development
programme
to
filter
RATURE MEASUREMENT
start of an engine misfire
out the noise effects that this causes, with
ement Type
2 x PT-1000 immersed sensors at fuel inlet
very positive
results.
and outlet
CAN COMMUNICATIONS
One of the biggest challenges is that you
of its 2014 car. It is not that the sensor is too
Design Standard
ISO 11898-2 (High Speed Applications)
are making an accurate measurement over
big, more that three are stipulated by the
RICAL
Message Format
2.0A (11 bit identifier)
a wide range
of temperature.
In F1, the fuel
regulations. With three sensors, and three
Voltage
4.75VDC
22.0VDC
Baud Rate
temperature
could
be anything from 10degC
connectors, the size1Mbit/sec
of the overall package is
Current
<100 mA
@12-17VDC
Base
Message ID says Audi.
0x190 to 0x193
<180mA
@4.75-5.5VDC
to 60degC, and you need to be sure that for
significant,
Fit Message IDs
0x190the
to 0x193
22k
Voltage Protection
-38V can ensure the same Multiple Taking
any givenReverse
flowpolarity
rate, you
into account
parameters
that
(5)
0x194 to 0x197 5k6
Over voltage 58V
flow rateNoparameter
and the density of
0x198
to 0x19Bcreates
1k8 (6) initially
packaging up to three
sensors
surge clamping
the fuel and viscosity of the fuel will change CAN seemed
Termination
None application, but has
a straightforward
CTION with temperature. Much of our work over
ended with both a new and adapted solution
the last 12 months
hasPin
been
to develop the MECHANICAL
for Stublis motorsports series of connectors.
nction
Connector
Numbers
pply (+)
algorithms in the sensor to compensate for MassThe solutions will
give
240g
dry the teams a reliable,
N High 1 (CANH1)
those changes in temperature. That has been Fuel Volume
safe, ergonomic11ml
and efficient solution when
N Low 1 (CANL1)
quite a challenge in the petroleum fuels, and Wetted
installing
sensors.
Materials or
(7) removing
Aluminiumthe
alloyflow
anodised
to ISO 10074 & ISO 7599
PTFE, PEEK, Seal elastomer
not connecta much bigger challenge in diesel because
We have achieved
all the requirements,
not connect
FPM Viton A
of the components that are in the diesel, and Seal Elastomer
that the sensor has
to be within the weight
-485 (A)
Connector
Deutsch ASDD006-09-PD-FI-952K
the ultrasound pulse through the medium. Meterrestriction
for the
FIA, all the pressure ratings
-485 (B)
Mating Connector
Deutsch ASDD606-09-SD-FI-952K
Pressure drop has been another one
that are necessary,
and we have moved from
N ID select resistor
Fuel Compatibility
Petroleum, Diesel, Bio Fuels,
that we have worked
hard
on
to
achieve
the
an
analogue
and
CAN-based
system to a
ASDD006-09-PD-FI-952K
Race Fuels ( LM24 Petroleum, LM24 Diesel,
ound (-)
F1 Petroleum
accuracy and minimal pressure drop, which
purely CAN-based
system Blends)
for FIA, said the
2000kPa
operating,
6000kPa survival (8)
meant some clever mechanical design work Fuel Pressure
spokesperson. It50kPa
hastogone
from
development
GURATION INTERFACE
availability
is subject
to calibration procedure.
and a lot of CFD modelling to model the fluid (1) Output
sensors
to twin
connectors,
to a single
e Type
RS-485 Half-Duplex (2-Wire) with
Limited by some electronic part ratings. All internal materials in contact with fuel
dynamicsnetworking.
in conjunction
the ultrasound (2) are
connector.
Encrypted. with
No termination.
rated at 110C. Deutsch have worked to produce a
(3)
See
manufactures
specificationthat
for electrical
connector
properties.
Of
course
it
is
very
difficult
to
find
specific
connector
can be
fullyrating.
submersible
ONMENTAL
(4) Design Standard.
fluid dynamic information. None of the fuel (5) Multiple
for usFitfor
this project
with
is a congigurable
feature
whichthe
allowsunderstanding
meters to be dynamically
Temperature
-40C to +85C
allocated a CAN base ID through the use of different resistor values across Pin 8 and 9.
manufacturers routinely tests its fuel for how
that F1 is going to adopt this technology.
(6) Resistor: maximum 3V applied, typically fitted within the mating connector.
ng Temperature
-20C to +85C (2)
it performs ultrasonically, so we have had
approved
systemfuelisconnector/union.
requested to be
(7) InternalThe
materials
in flow path excluding
mental Protection
IP68, 300kPa for 2 hours in water
(8) Cavitation
andachieve
entrained gasa
can
cause meter damage
and spuriousof
measurement
to pioneer
all that
workconnector)
in all these
able
to
repeatable
accuracy
plus
(excluding
electrical
(3) (4)different
results, this must be avoided by appropriate system design and flow meter operation.
fuels. Then
or minus 0.25 per cent, the most accurate
Notyou
rated have to match that to a set
Specifications
are subject
change
notice. regardless of whether
of mechanical
parameters
with(3)minimal
ever
seentoin
thewithout
sport,
l Pressure Rating
300kPa (excluding
connector)
pressure None.
drop,Notand
a good
turbulent flow
the engine runs on diesel or gasoline, or the
c Safety Rating
IS rated
by design.
path. You dont want the fuel to go through
different fuels used in Formula 1.
the sensor in a laminate format you want
Regulations are on one hand based on
turbulence as it is much easier and more
consumption per lap, or for the race in F1,
reliable if it is in a turbulent state as it passes
says Lom. This could have been done after
through the sensor. The last part of the
the race, by measuring how much goes in
puzzle is that all the materials that you use in
at the start and how much is left at the end,
the design and manufacture are compatible
and in LMP1 by how much is filled into the
with all these different fuels.
tank at each stop, but this is complicated
Working with Stubli, a custom dry break
and not very accurate. Regulations are based
system has been developed for the WEC
on instantaneous flow, constant maximum
cars, which will run the sensors outside the
flow in LMP1, and a maximum flow function
fuel cell. In Formula 1, the sensors will be
of revs in F1. This is why inboard equipment
submerged in the fuel cell.
able to measure flow live is needed.
However, Audi complained that the size
One of the big issues is that in LMP1 we
of the sensor compromised the work that it
have one competitor with petrol, and one has
had already undertaken in the monocoque
diesel its complicated to make it repetitive
and accurate between them. The second

thing is the different fuels in Formula 1. In F1,
every engine manufacturer has its own fuel.
So accurate and sensitive is Gills system,
its possible to use the recorded fuel flow data
to detect injector pulses, which could give an
indication of the start of a misfire.
You have a fuel inlet port, and an outlet
port, added Gills spokesperson. The fuel
is then diverted inside the housing, and
channelled through a flow tube which sits
in the flow body. The flow tube itself has a
smaller aperture that runs through the centre
of the tube. At either end you have ultrasonic
transducers, which send an ultrasound signal
down the centre of the flow tube bore. They
are positioned in the fuel flow line, so have to
be compatible with the fuel and the pressure.
The sensor is designed to be located in
the low-pressure side of the fuel system at
approximately 6 bar.
As fuel passes through the sensor, one
transducer sends an ultrasound signal
through to the opposing transducer, and
because we know the physical distance
between the opposing faces of the
transducers, we can determine the time
of flight. We record that time, and then we
switch off that transducer and send a pulse
from the receiving transducer in return. We
do this 2000 times per second. Once we have
both of those readings, we take one from
the other, and knowing the distance and the
density of the fuel we can calculate the flow
rate, and therefore the mass flow rate. There
is a lot of maths that goes on in there.
We can use the speed of sound in a
number of other ways. As a result of having
that number, we can use it technically
to do a fuel fingerprint. Because we know
what the speed should be, if that number
falls outside that boundary, we can then say
that maybe the team is not using the fuel it is
supposed to be.
Security is something that the team
at Gill has taken seriously, commissioning
former Formula 1 engine manufacturers to
conduct cheat tests, and trying to identify the
problems ahead of introduction into the car.
Together with our partners, we have
commissioned two independent cheating
studies, and approached former
F1 engine builders who have compiled
reports and we have presented them to
the FIA, says the spokesperson. The FIA is
focused on fairness and ensuring whatever
system is finally adopted is considered
fair to all the competitors and end users
irrespective of fuel type.
Using a fuel flow meter to limit performance pushes you to

improve efficiency, which is a target of the FIA
Formula 1 u Digital Special
F1 2014 TRANSMISSIONS
Changing gears
With so much focus on the new F1 engines, a transmission rule change has slipped through
almost unnoticed. But it has created opportunities and headaches for manufacturers
By SAM COLLINS
n recent times, there has fairly

understandably been much discussion
regarding the new generation F1 power
units. These mate 1.6-litre turbocharged
V6 engines with a very potent pair of energy
recovery systems and, coupled with a fuel
flow restriction, place the emphasis firmly
on efficiency. But little has been written
about the impact of the new regulations
on the transmission of the cars. Perhaps
this can explained by the fact that the
technical regulations feature few changes
to the gearbox rules. A small increase in the
maximum number of gear ratios is allowed to
a maximum of eight. All other details in the
regulations relating to transmission remain the
same, so at first glance the gearboxes do seem
not to be the most interesting part of the new
cars. But this is far from the case.
F1 gearboxes have had a fairly fixed

design in recent years, with the overall layout
remaining much the same. In a typical 2013
transmission, you have the gear cluster
driving through a bevel gear to turn the drive
through 90 degrees, and then you have a
spur final drive driving to the active hydraulic
differential, says Moore. This configuration is
pretty well established and it is all about the
aero requirements, allowing the back of the
car and the gearbox to be very narrow. At the
rear of the unit we have the differential that
we can roll around higher or lower to get the
gearbox longer or shorter. It appeared in the
mid-1990s and has been with us since, and
in general terms there is no reason for that
configuration to change for 2014. The aero
requirements are similar and we still need a
very narrow gearbox at the back of the car.
increased to five races. In 2014, the gearboxes

have to last six races, 3300km and the only
maintenance allowed is an oil change.
3300km is quite a long way, says Moore.
To put it into context, the 2013 Le Mans 24
hours winner covered 4750km. We are looking
at F1 gearboxes not being a huge amount
off what is required to race at Le Mans. Its a
demanding target. The latest sporting regs
will allow teams to physically change the gear
ratios and dog rings up to five times during
the 2014 season as a soft entry into the new
arduous requirements, which probably means
that theyll need to last between three or four
races. But once we are into 2015, these parts
will have to last the full six.
Crucially, the same eight gear ratio pairs
are fixed for the entire season, so at the first
race the teams will nominate the eight ratios
We are looking at F1 gearboxes not being a huge amount off what

is required to race at Le Mans. Its a demanding target
On the face of it, it looks like a relatively
unexciting rule change that doesnt give
much opportunity in terms of innovation
or doing anything differently beyond
designing another gear into the gearbox,
says Adrian Moore, technical director at Xtrac.
But despite the changes in the technical
regulations being quite small, the end result
is quite significant in terms of the gearbox.
One difference is the change in KERS
regulations, doubling the power output of
the MGU-K and increasing the amount of
time it can be used per lap. That makes a
change to the duty cycle and power that is
transmitted through the gearbox, adds Moore.
It in turn significantly changes the size and
configuration of what gearbox we will use. The
new rules and new demands mean that we
have to design a completely different gearbox.
Its a fundamentally different application now,
with increased torque and reduced RPM.
The engine regulations also include the fuel
mass limit and fuel flow limit, which makes
efficiency one of the key objectives, and that is
just as relevant to the gearbox.
However, this does not mean that the

overall gearbox remains the same, and even
without the change in the demand from the
power unit, the 2014 sporting regulations
give teams and gearbox manufacturers a
new set of headaches.
In 2013 the gearboxes had to be sealed
for five races, and we counted that as 2750km,
says Moore. In that time the gearbox was
completely sealed, except for at certain times
at race meetings when teams were allowed
to open the gearbox under supervision of
the FIA. This allowed them to change the dog
rings and gear ratios to suit the particular
circuit. So at Monaco and Monza you would of
course run completely different gear ratios.
The 2013 technical regs also limited the
number of ratio pairs teams could use to 30,
which they had to nominate before the first
race of the season. From these, the teams had
to cover all of the circuits. Before 2010, teams
used 70 or 80 ratios through the season and
would change them frequently. In 2010 a
four-race gearbox rule was also introduced,
and that had to run 2200km. In 2011 that was
calculated from the engines crankshaft to

the driveshafts and they will have to use
those ratios for the entire season. Monaco,
Monza, Spa, Singaporeall using the same
eight gears. This means that at Monaco the
cars are unlikely to use the top two gear
ratios, as they will be designed to cope with
the expected 325-330kph (without KERS or
DRS) top speeds at Spa and Monza, while
Monaco only has a top speed of 280kph. The
ratios themselves will also now have to last
3300km. Again for 2014 there is a soft entry
into this regulation with the teams allowed
once only during the year to select an
alternative set of eight ratios if they desire.
One of the reasons for this change is
to try to reduce the cost of building and
running a Formula 1 car, says Moore. So by
restricting the number of gear ratios there is
less redundancy of parts, less stock is needed,
people buy fewer gears, so its good in terms
of the overall cost of running the car.
Unsurprisingly, this has led to a significant
change in the design of the ratios themselves.
Xtrac has conducted extensive FEA work as
F1 2014 TRANSMISSIONS
Redacted internals
from the Xtrac gearbox,
which will be used in
the 2014 F1 season
well as metallurgy to calculate the minimum

size of each ratio, something that it did
not have to do as much under previous
regulations. In 2008, regulations were
introduced that said that the gears had to
be at least 12mm thick and that they could
be no lighter than 600g, says Moore. That
weight limit was reasonably high and quite
easy for us to achieve, in fact we ended up
designing gears that were heavier than they
needed to be, and we were adding material to
get to the minimum weight. The gear centre
distance the space from the centre of the two
shafts could be no less than 85mm. It was
quite a restrictive rulebook, and before that
we had a lot more freedom with the centre
distance, gear face width and weights. So we
had gears that were down to 8-9mm width.
SUPER STEEL
Xtracs new XM033 steel could be a crucial link for some
teams struggling to cope with the increased demands
of the new power unit, and with rumours of failing
input shafts rife in the paddock, the new material could
be just what the teams need. It is an ultra high strength
(2000MPa) shaft and gear steel, which offers improved
bearing properties due to its higher alloy content.
XM033 offers the advantage of high core strength
for shafts, but also improved bearing properties for
integrated rolling contact surfaces. Due to the balance
of alloying elements, properties of surface hardness
(>700Hv), core strength (2000MPa) and elevated
tempering temperature (300degC) means that the
alloy is ideally suited for arduous applications such as
cross-shafts, integral bearing drive and clutch-shafts
and highly stressed gears.
The result is a readily carburisable material able
to simultaneously exhibit bearing properties and
high core strength. This material is readily suited to
driveshafts with integral bearings, now becoming
popular in many motorsport applications.
The regulations were changed to try to reduce

costs and limit development. For 2014, all of
those restrictions remain in place but analysis
has shown us that the gears will have to be
bigger over 12mm typically. The machining
on the 2014 gears is more elaborate in an
attempt to get them back down to the 600g
limit, whereas we had to add mass in the
past. We have also increased the gear centre
distance to around 100mm, and while the
regulation still says it has to be a minimum
of 85mm, with the increased duty cycle you
would have to have a very wide gear.
While the ratios themselves have to be
made of steel, the regs do not specify which
steel they must be made from, and here Xtrac
has made a major step forward.
We have four different Xtrac developed
steels that we use normally, says Moore.
Going back 10-15 years we had our typical
high specification gear steel XVAR1 its a
vacuum remelted steel, a very clean material
with a tensile strength of around 1300MPa.
Several years ago we started a development
programme to develop the gear steel to
find one that particularly suited the strength
and pitting requirements we need for a
gear. A gear has a slightly strange loading
environment you have a rolling and sliding
contact as well as a need to have strength
and ductility to give good bending reserves.
Xtrac partnered with Corus (now part
of Tata Steel) to develop specific new
materials with better impact resistance,
machinability and carburising qualities.
Corus offered to adjust the standard
chemistry of its Hy-Tuf product, improving
its chemical tolerances and cleanness. The
resulting XM0 range materials enabled
Xtrac to make narrower gears that can run
at higher temperatures, requiring smaller
oil coolers, improving the aerodynamics of
the vehicle.
As a result of that work, we introduced

XM023 a higher core strength material
and thats proven very useful in a number
of F1 applications, sportscars and MotoGP,
says Moore. Its a very good steel. Most of the
commercially available coatings have a very
high application temperature somewhere
between 300-350degC, but the problem with
applying that to a carburised gear steel is
that you soften the base steel. So XM023 has
a temperature capability of 200degC, but if
you heat it to 350degC to put a coating on it,
the gear hardness will reduce. So you end up
with a gear that is not optimised. We worked
with the coatings suppliers to develop low
temperature coatings which can be applied
without any detriment to the gear steel, but
those low temperature coatings tended to
have a compromised performance.
So we introduced XM031 at the start of
2013 another new steel with a different
chemical composition. It can handle
350degC without any reduction in hardness.
We can develop specific coatings for higher
temperature applications and thats been
done for the 2014 F1 and 2014 LMP1
products. Going forward we have XM033,
another new steel with enhanced properties.
The shafts in the gearbox will be
significantly repositioned compared to every
gearbox since 2006. This is due to a change in
the regulations relating to engine design. The
2.4-litre V8 engines of 2006-2013 had to have
a crankshaft centre line height 58mm above
the reference plane. In 2014 the crankshaft
must be 90mm above that line. It defines the
internals, says Moore.
Overall the new transmissions will be
bigger, heavier and longer lasting. There
is a reasonable change of size, mass and
position of the gearbox in the back of the car
which will have knock-on effects in terms of
packaging and suspension, Moore says.
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F1 2014 RULEBOOK
Unravelling
the regs
The new rulebook has produced innovation and
controversy across the board, but meeting the
new demands has caused headaches for engineers
By SAM COLLINS
s became abundantly and

immediately clear at the first
official test in Jerez, in engineering
terms, Formula 1 is facing what
may be its toughest ever year. The arrival of
new twin hybrid power units with a 1.6-litre
direct injection turbocharged engine at
their core, coupled with a completely
rewritten rulebook, has changed the game
significantly. Its been a massive job to
accommodate all the changes to the power
unit its the biggest change Ive witnessed
in the sport since I started in 1990, says Force
India technical director Andy Green. On top
of that, if you add the development that
comes with it during the season, its going to
take some managing.
Despite this, the most discussed rule
change is one of the more minor details in
the technical regulations governing the cars
dimensions. For 2014, the cars have to be
fitted with a nose tip which is no more than
185mm high, a substantial reduction over the
high noses of recent years.
The FIA had hoped that this would bring
back the low nose look of the 1990s and
improve safety, but the result in testing was
rather more unsightly, with many teams
having rather prominent front sections. The
chassis around the drivers legs and feet is
now significantly lower, due to a regulated
drop in maximum height at the front
bulkhead, introduced for the same reason.
These finger or brewers droop noses
have been universally criticised, even by
those who designed them. It is not a strictly
technical matter, as we all design a car that
gives the best performance, regardless of

the styling, says Red Bulls Adrian Newey. But
I think that the shape of the cars is all part
of the excitement of Formula 1, and it is a
shame that they are unattractive and that the
rules have forced ugly solutions.
The noses are a crucial part of the cars
structural design, as they also form the front
impact structures, but despite the wide range
of shapes on display from the rather more
elegant-looking Mercedes and McLaren
designs to the extreme twin structure Lotus
it seems that this is not an area of great
aerodynamic importance.
There is a different nose on every car,
and there is not too much similarity between
any of them, says Ferrari technical director
James Allison. The nose rules allow quite a
lot of geometrical freedom, so of course you
explore that. There are such big variations
between the cars because is it is not that
much of a sensitive area. There are lots of
solutions that work.
SAFETY CONCERNS
It seems fairly clear that the rule-makers

at the FIA had not realised that the nose
regulations would make the cars quite so
ugly, and according to some there have been
some other unintended consequences. The
nose tips now sit lower than the the rear crash
structure found on all of the cars, and Newey
among others has raised fears that this could
lead to cars being lifted up by one another.
The regulation on the noses was
introduced following some research by
the FIA, which suggests that it reduces the
chances of the cars being launched, like the

accident Mark Webber had at Valencia a few
years ago, says Newey. I must admit I am
concerned that the opposite may happen
and that cars will submarine. If the following
car hits the back of the one in front square
on, it will go underneath it and the driver will
end up with the rear crash structure in his
face which is a much worse scenario.
There are some accidents we have seen
over the years that make you wonder if a
low nose would have made it worse, not
better. Like all of these things, it might be
worse in some scenarios, but it may help in
others. I dont think the low noses will stop
cars launching in all scenarios either. If the
following car hits the rotating rear wheel, it
will get launched regardless, like Patrese and
Berger at Estoril in 1992 or the two Minardis
at Monza the following season they were
low nose cars that got completely launched.
For me the low noses have introduced more
dangers than they have cured.
Beneath the nose sits a region which
is less obviously different, but far more
important in aerodynamic terms. The rule
changes here are fairly simple, limited to a
slightly stiffer front splitter (tea tray) and a
narrower front wing.
The front wing in the centre is very
similar in its philosophy, as we still have the
FIA central section and the vortex that comes
from it, says Toro Rosso technical director
James Key. But the endplates are now right
in the centre of the tyre. If you look at 2008,
the endplates channelled airflow inside the
front wheels inwash and from 2009 to
It is a shame that the cars are unattractive

and that the rules have forced ugly solutions
F1 2014 RULEBOOK
The new regulations based around the nose of the Formula 1 cars have been controversial and have led to a
raft of significantly different designs. The regulations themselves have come under scrutiny as the noses are
so low that designers fear that they will submarine under cars, and launch them
2013 it became clear that as much outwash

as possible was good. Now its right in the
middle and the question we are all asking is:
do you go one way, the other, or do you try
to encourage both? Its very complicated,
and these areas are very much up for
development we will see a lot of change
through the year.
The whole area around the brake duct is
also substantially different in aerodynamic
terms, even though it may not look like it.
Yes, losing the beam wing at the rear of the
car is significant, but fundamentally its just a
loss of load. The front wing and lower chassis,
however, is surprisingly different.
The airflow in that area in the car feeds
the cooling ducts in the sidepods, and
cooling is one of the biggest challenges with
the new power units. Some claim that they
require as much as 125 per cent more cooling
than the 2.4-litre V8s used up until 2013.
Cooling has been the biggest challenge,
says Green. Most of last summer was
Cooling has been the biggest challenge.

Most of last summer was taken up trying to understand
the cooling requirements of the power unit
taken up trying to understand the cooling

requirements of the power unit, and how
best to optimise it in the chassis. Theres
a lot more to cool and you are weighing
up the performance of the power unit
vs the performance of the chassis and
aerodynamics, and trying to hit the optimum
on each one of them. Weve had to develop a
completely new toolset to examine, analyse
and optimise it.
It is apparent when looking at the cars
that the three different power units have
very different cooling demands. While the
Renault-engined cars have tended towards
significantly more cooling than the 2013
designs from the same teams, all of them are
accompanied by the acrid smell of burning
carbon fibre and electrical insulation.
You have to make up for the amount
of additional cooling devices that you have
had to put on the car in some way, says Key.
Its hard to compare to 2013 because the
heat rejection from the engine is obviously
less, as it is much smaller. But you have
the charge cooling which is an added
complication, and then you have the turbo,

which adds heat to the mix, and then with
the ERS cooling there is a significant increase.
While there is not a huge amount more
demand on air to the coolers, you have a lot
more cooling circuits.
Meanwhile, the Mercedes teams also
seem to have somewhat increased cooling,
but the Ferrari cars appear to have less than
2013 designs.
Our engine department have been
aggressive and bent over backwards on the
chassis side to produce an engine that can be
packaged tightly and cooled with radiators
that are not too big, says Allison. Our car
has quite a neat bodywork package and the
radiators are quite small. The engines are
incredibly busy compared to the V8s, and the
Ferrari has been rather exquisitely packaged.
Its very neat and small.
While the thermal management of the
power units is a challenge, the teams seem
to feel that the overall challenges of the
layout are more difficult to overcome,
especially in terms of overall vehicle weight.
Force India in particular has struggled to

get down to the 690kg weight limit. This
is largely because the power units on their
own are significantly heavier than the old
V8s, and when the additional subsystems
required to operate them are added
such as the aforementioned cooling circuits
the weight goes up even more.
Getting to the weight limit is a big
challenge, and we have had to work
really hard to get it under control, says Key.
I think we should be OK with our car.
The problem is that the regulations have
evolved a lot over the last 12 months,
but the weight was agreed early on. If
we re-did it all again, we would probably
look at doing something different in
terms of rules, and it will probably change
in 2015. Once you have managed to get
to the weight limit, only then can you can
start to look at CofG height and weight
distribution. Its proved quite tough to hit
the weight limit.
The technical regulations also restrict the
front-to-rear weight distribution, and the
Electromagnetic interference is most common

where there are big currents that change rapidly
F1 2014 RULEBOOK
Packaging the power unit is a challenge, not least due to
its high cooling demands and high weight. The units proved
to be unreliable in testing, leaving many teams struggling
to even get their cars to run on track
weight applied to the front and rear wheels

must not be less than 314kg and 369kg
respectively. You dont really want the fixed
weight distribution regulation at a time like
this, but it is there and you have to respect
it, adds Key. You have to design around the
window and make sure you are in it. You do
not just want to be at one end of it either, so
you may tweak your front wheel centre line a
bit and look at all of the masses in the car and
move it about as you develop. If we didnt
have that rule, it would all be a bit different.
But it is not just housing the weight
within the car that is giving the designers
headaches it is also the issue of packaging
the power unit components in a way that
allows them to operate correctly. This is
especially true in terms of the battery, which
must by regulation be mounted in the
monocoque underneath the fuel cell. With
a 35 per cent reduction in fuel consumption
year on year, the large battery pack takes up
much of the volume left from the reduced
tank size. It has been bloody complicated for
us to get it in the car, says Key. The battery

and fuel cell determine the chassis length,
but you make up for that with the smaller
engine size. The thing that has more impact
overall is the bell housing and gearbox casing
being designed to accept turbos. Thats more
influential on the wheelbase, and for us we
are marginally longer than in 2013.
The actual internal combustion layout
creates some packaging issues for the teams
too, knocking on to other areas of the cars
design. The turbo is mounted very low on
the rear of the engine, says Key. It means
that your rear suspension is really tightly
packaged in there now. You have to go
around this large lump of turbo, and that
means we have to use some kind of bell
housing, not a one-piece gearbox casing.
Once the power unit is actually installed,
the teams then have to get them to actually
run. And as was made very clear from the first
pre-season test in Jerez, this is far from an
easy task. The biggest challenge of these cars
is the electrical side, adds Newey. Its hugely
complicated, and crosses several disciplines.

When you look at hybrid production cars,
they have years of development before they
hit the market. They are not really designed
to be taken apart they are almost sealed
for life. The F1 environment is very different
to that. Unlike previous years, with a KERS
problem you could carry on. Now if you have
one, it means you have to park it at the side
of the road. Indeed, battery problems saw
the Renault-powered cars all sidelined for a
significant amount of time at the first test.
One of the reasons for this could be
related to electromagnetic interference
created by the high voltage system on the
car. The important thing is to recognise
that everywhere there is electricity, there
is the possibility of interference between
one current source and another, says Rob
White, deputy managing director (technical)
of Renaultsport. The physics of it is quite
simple, and the electromagnetic interference
is most common where there are big currents
that change rapidly.
Getting to the weight limit is a big challenge, and we have had

to work really hard to get under it. Its proved quite tough
LOW BATTERY
he power unit energy store has become

something of a focus for many teams,
not least Red Bull Racing. Chief technical
officer Adrian Newey is unhappy that he has
been forced to mount the battery pack in front
of the engine, rather than behind it as he did
with all of his previous hybrid F1 cars.
Its a shame that we chose to have the
batteries and KERS components around the bell
housing on our previous cars, and could not
carry that over, he says. It allowed us to put the
weight at the rear of the car and get the layout
we wanted in terms of engine position and
wheelbase. This has now been removed and the
battery now has to be in front of the engine and
under the fuel tank. I think that is a shame, and
the only freedom beyond that is whether you
carry the KERS control unit in the fuel tank as
well or under the radiator ducts.
It was done on safety grounds, but Im not

sure how putting a battery under the fuel tank
is safer than putting it under the engine. Putting
the battery under the fuel tank is uncharted
territory. Remember, Boeing had an absolute
nightmare with the batteries on the Dreamliner
it grounded the planes. These batteries can
suffer thermal runaway through impacts, and
other causes that are difficult to predict. Once
they go into that, then it is very difficult to
control that fire frankly its a case of putting it
in the pit lane and watching it burn.
I dont think it is a driver safety concern, but
overall it is a danger. The voltages are also very
high and large DC voltages are very dangerous.
So for the whole pit lane, the safety aspect is a
very big challenge with these cars.
Another big challenge here is the supply
chain. As soon as you work with outside
manufacturers, battery suppliers and electric

motor manufacturers, you realise that they
dont work to motorsport lead times. They
dont work in days and weeks, they work in
months and years, so its not a problem you
can get out of quickly.
Because of the complexity of the power
units and the reliability concerns, it seems
certain that at least the early portion of the
coming season will be dominated by the power
units. In those early races it will be an engine
formula, because those engines are relatively
under-developed compared to what we have
been used to, adds Newey. But as the formula
evolves and the engine manufacturers iron
out the wrinkles, it will go back to being a
combination of chassis and engine.
I cant see that there are any favourites this
year. Its so new and so open that all bets are off.
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F1 2014 RULEBOOK
The cooling system on the cars is proving to be a major packaging issue. Here on the
The currents in and out of the MGUs

are big and change rapidly. In the power
electronics to control the MGUs, there
are high frequency switching circuits,
and the switching action from one polarity
to the other can create the conditions for
induced electrical currents. When you
change the current rapidly in a wire, the
wire next to it will see a change in magnetic
flux and a current induced in it. If you
have a big power cable next to a small signal
wire, the induced noise can be the equal
or bigger to the signal it is supposed to
transmit, which will cause trouble for the
whole thing. The sensors by their nature are
sensitive, low voltage, low current devices,
and any sensor or sensor wire next to a big,
rapidly changing current source will be at risk
of sending a false signal.
Its a lot about the harnessing and
shielding its something that has to be
resolved as part of the commissioning of the
car. Its a bit a case of pulling yourself up by
the bootstraps if the signal going into the
control system is not clean then the control
system cannot respond correctly.
So, with so many new variables to contend
with, and disrupted testing for several teams,
the 2014 season opener in Australia looks
set to be particularly intriguing.
Caterham CT05, two heat exchangers are visible, as is the lower side impact structure
ZIRCOTEC HEAT SHIELDING
ith the biggest rule changes

in F1 for a generation set
for 2014, rules that include
new small capacity power
units, the return of the turbo and expanded
energy recovery systems, F1 teams face
a multitude of potential heat management
issues that will affect reliability and safety.
As an experienced supplier to the Formula
One teams for over 18 years, Zircotec
had anticipated an increase in business,
recruiting new staff and investing in new
equipment ahead of the season start.
With so many different interpretations

on different areas of the cars, Zircotecs
ThermoHold for Composites offers
surface protection for composite materials
wherever it is required, reducing the
operating temperature of the composite
significantly even when operating in hot
environments. In case of radiant heat,
Zircotec offers a derivative of this coating
with a heat reflective surface for additional
protection. Material thicknesses can be
tightly controlled by Zircotec to work
around customer specified parameters from
just 50m to 300m, ensuring
that even in very small spaces,
the coating does not negatively
impact weight control and overall
packaging needs.
Zircotecs coating
technologies go way beyond heat
management; in recent times
it has been providing solutions
for powertrain, KERS and even
aero applications. For the latter
it offers a range of products
starting with the ThermoHold
Smooth coating, developed to
minimise airflow disruption, right
through to its ThermoSlik derivative that

repels debris from sticking to aero-critical
surfaces. This ability to keep surfaces clear
of debris presents a lightweight, subtle
solution that not only prevents material
delamination but also adds a little aero
performance, crucial as teams try to claw
this back in 2014.
ZircoFlex is well known to the F1 teams
for its ability to offer versatility and wide
ranging protection wherever it is needed.
With limited testing, the flexible aluminium
backed heatshield can be applied in
minutes, between scheduled running to
manage heat in specific areas such as
KERS, composite parts, fuel systems and
electronics. This quick and simple solution
can help to ensure cars are kept running
during testing. At Jerez, we saw examples
of ZircoFlex around exhaust exits, applied
to various bodywork parts and fitted to
wiring looms.
Suitable for applications with contact
temperatures up to 500C and with
proven temperature reductions of up to
85 percent, ZircoFlex is available in
three versions starting with a material
thickness of just 0.25mm.
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F1 2014 TYRES
Treading carefully
After a troubled 2013 season, Pirelli is confident that its new crop of tyres will perform
By SAM COLLINS
ike no previous season, tyres

dominated F1 in 2013. The
characteristics and performance of the
Pirelli rubber, how it interacted with
the cars not to mention a spate of mid-race
tyre failures meant that they were often the
only story in town. Off the track, meanwhile,
the Italian company made waves with threats
to quit and illegal tests. Eventually, a midseason reversion to the 2013 tyres drastically
changed the performance of some cars.
In contrast, relatively little has been
discussed in the media about the 2014 Pirelli
tyres, with most talk dominated by the new

power units. However, they are likely to be
just as crucial as they were in 2013, especially
considering that this is the fourth brand new
range of F1 tyres in as many years from Pirelli.
The new tyres have been introduced as
a result of the new F1 regulations, which
present a completely different set of vehicle
dynamics. All the 2014 slick tyres have a
new construction and new slightly harder
compounds, with slightly increased weight.
The front tyres have a new profile, while the
rear profile remains largely unaltered.
The wet tyre has a new tread pattern

and a different compound. Pirelli has
developed its new 2014 tyre range using
simulation technology and data supplied
by teams, as well as real on-track testing
results. On top of new compounds and
new constructions, each rear tyre now
weighs 250g more and each front tyre
200g more than last year.
The full wet tyre has a new rear tread
pattern in order to reduce aquaplaning by
increasing how much water can be dispersed
at full speed now up to 65 litres per second
(Above) temperature
stickers have been
introduced for 2014,
which read the max
temperature reached
by the tyre tread while
theyre being pre-heated
by teams in their blankets
The 2014 tyres are just as different to

their predecessors as the 2014 cars
from 60 litres per second previously. It also
has a new compound that is able to work
well in damp and/or drying conditions, in
order to increase the crossover point to the
intermediate tyre.
So with all new construction and
compounds as well as revised profiles, it
could be assumed that Pirelli would need to
conduct extensive testing. But that was not
the case, with no real 2014 power unit data
available, Pirellis testing for 2014 was limited
to using a mix of 2013 cars and older models,
including its own 2011 Renault. The 2014
tyres are just as different to their predecessors

as the 2014 cars, with the majority of our
preparation work having been carried out
by using advanced data simulation, as well
as real on-track testing, Paul Hembery, Pirelli
motorsport director told Racecar Engineering
at the 2013 Monaco Grand Prix, just after
Pirelli had conducted a test with the 2013
Mercedes in Barcelona. But as any engineer
will tell you data in equals data out, and it is
clear that accurate data on torque and power
was not forthcoming. You need to take into
account that the change is so dramatic that
if you ask the teams what the cars will be like

next year you will have 11 different answers.
It is not quite guesswork we know that the
power delivery will be very different and that
the aero loads will be dramatically different,
and we have some simulation data of how
the new engines will be, but the reality is that
it may prove to be even more severe than
expected, even if we say that we are going to
be very cautious we would still like to be able
to test a new solution during the early part of
the season. We dont want to test on a 2013
car. It would be pointless as the new cars will
be so different.
Keeping the tyres intact with the
power delivery characteristics was also
a major concern for Pirelli, with the 2014
cars expected to slide more, due to having
much lower downforce levels as well as
having increased wheelspin due to the
characteristics of the new power units.
There are certain aspects of what we can
do to reduce running temperatures of the
tyre and to make sure that we still have grip,
otherwise they will be wheelspinning too
much, says Hembery. It will be a learning
curve for the drivers and I am sure that the
teams will be working hard on their vertical
torque curves at the moment.
Controlling the running temperatures
of the tyres is a critical area of interest for
Pirellis engineers, and the firm believes that
many of its 2013 problems were due to
teams using the tyres in ways that they did
not recommend. To combat this in 2014,
however, it has investigated the introduction
of temperature stickers on the tyres. These
stickers read the maximum temperature
reached by the tyre tread while the tyres
are being pre-heated by the teams in their
tyre blankets. Pirelli prescribes a maximum
temperature of 110degC (230degF), which
should not be exceeded at any point before
the tyre takes to the track.
F1 2014 TYRES
The FIA will ensure that this limit is

respected, together with the minimum
tyre pressures when leaving the pits, and
maximum camber levels on the track.
But there is still a significant lack of tyre
data, not just for Pirelli but also for many
of the teams. The total testing distance
completed so far this year combining Jerez
and both Bahrain tests is 7099 laps and
36,974km. This time last year, the teams had
completed 10,902 laps and 49,942km of
pre-season testing (Jerez and two Barcelona
tests 2013 combined).
The second day of pre-season testing was
designated a wet weather test session after
showers left a damp track and half of the
circuit was artificially soaked, but at that time
many cars, including Marussia, Lotus and,
notably Red Bull, were unable to run, leaving
them, and Pirelli, with very little data on the
wet and intermediate tyres. The emphasis
was not on tyres, instead the teams were
simply trying to get an understanding of this
radical new set of regulations and to put the
first kilometres on to their cars, said Hembery.
With so much to understand about the
XPB
Our testing data so far indicates that the 2014 tyres are more
consistent and durable than their predecessors
new power units and aerodynamic rules,

the teams aimed simply to increase their
knowledge about the cars.
In addition to that, at both Jerez and the
first Bahrain test, special winter tyres were
used by many teams. Last year, the teams lost
some pre-season running due to excessively
cold conditions in Spain, says Hembery. We
even saw some ice on the track at one point.
In order to combat this, we have developed a
winter version of the hard compound. This will
be used for testing only and it is designed to
work effectively even in cold conditions. The
teams were able to learn more about tyres
over the four days in Bahrain than they could
in Jerez, thanks to increased running time and

optimal weather conditions. Although the
teams are still at a comparatively early point
on the development curve with their new cars,
testing data so far indicates that the 2014 tyres
are more consistent and durable than their
predecessors. As a result, we are also seeing
fewer marbles on the circuit one of our
objectives at the start of this season.
At the opening races of the season,
many of the teams that have struggled for
reliability in testing will be devoting a lot of
time to understanding the tyres. It seems
likely that whoever leads in this race will be at
the head of the points table.
Pre-season testing has shown just
what a big challenge these new rules are
for everybody, but from the running we
have seen were still expecting between
two to three pit stops per car in Melbourne,
although well be able to make some more
exact predictions after we see the cars run in
free practice, concluded Hembery.
The first race of the season is always
unpredictable but this will be the case
more than ever in 2014.
PIRELLI 2014 COMPOUNDS

P Zero Orange hard
The toughest tyre of the range is designed
for circuits that are often characterised by
high ambient temperatures, putting the
highest energy loadings through the tyres
with fast corners or abrasive surfaces. The
compound takes longer to warm up, but
offers maximum durability which frequently
means that it plays a key role in race strategy.
This is a high working range compound.
Like all the 2014 tyres, this is a brand new
compound with a new construction to meet the
requirements of the latest cars, with increased
torque, extra energy recovery systems, but
reduced aerodynamics.
P Zero White medium
Theoretically this is the most perfectly
balanced of all the tyres, with an ideal
compromise between performance and
durability. As a result, it is very versatile, but
often comes into its own on circuits that tend
towards high speeds and energy loadings.
This is a low working range compound. As
is the case with all the 2014 tyres, there is
a new profile at the front to take into
account the altered vehicle dynamics and
improve handling.
P Zero Yellow soft

This is one of the most frequently used tyres in
the range, striking a very good balance between
performance and durability, with the accent
on performance. It is still biased towards speed
rather than long distances, but is nonetheless
capable of providing a competitive advantage
both at the beginning of the race on full fuel
and when used as a sprint tyre at the end. This
is a high working range compound. All the
compounds are generally slightly harder than
their equivalents last year, in order to deliver
the same performance despite the extra forces
placed on the tyres.
P Zero Red supersoft
The softest compound in the range is ideal for
slow and twisty circuits, especially in cold weather,
when maximum mechanical grip is needed. The
supersoft benefits from an extremely rapid warmup time, which makes it ideal in qualifying as well,
but the flipside to that important characteristic
is of course increased degradation. This is a
low working range compound. One of the key
evolutions this year has been optimisation of the
footprint pressure and temperature distribution.
This presents a more even contact with the
asphalt, improving grip and handling.
Cinturato Green intermediate

The intermediates are the most versatile of the rain
tyres, dispersing approximately 25 litres of water
per second at full speed. They can be used on a
wet as well as a drying track. It is a new concept
for this year, with a number of the development
aspects also transferred to the full wet tyre.
Cinturato Blue wet
The full wets can disperse up to 65 litres of water
per second at full speed (up from 60 litres last year)
making them the most effective solution for heavy
rain. The latest evolution of the Cinturato Blue
means that it is also effective on a drying track, with
increased durability. The full wet tyre has a new
compound and a redesigned rear tread pattern to
further reduce aquaplaning. The result? Increased
driveability in a wide variety of conditions.
The difference?
The performance differences in Bahrain between
the compounds were approximately as follows:
the supersoft (red) is around 0.7s per lap faster
than the soft (yellow), the soft is around 1.2s per
lap quicker than the medium (white), and the
medium is around 1.3s per lap quicker than the
hard (orange). These gaps should come down
considerably as the cars evolve.
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AMARI AEROSPACE AUG AP 1-2.indd 1
7/1/11 12:00:01 PM
F1
2014 THE
GRID
FEATURE
TITLE
The new cars

As the new breed of Formula 1 entries prepare to take
to the track for potentially the most unpredictable
season ever, heres those all-important technical details
By SAM COLLINS
Marine Engineering
Formula
1 u Digital Edition
u Digital Supplement
Formula
1 u Digital
Edition
Marine Engineering
u Digital
Supplement
F1 2014 THE GRID
MERCEDES-BENZ W05 Power unit 106A

TECH SPEC
Chassis construction
Monocoque carbon fibre and
honeycomb composite structure
Front suspension
Carbon fibre wishbone and pushrod
activated torsion springs and rockers
Rear suspension
activated torsion springs and rockers
Transmission
Eight speed forward, one reverse unit
with carbon fibre maincase
Clutch
Carbon plate
Dampers
Penske
Wheels
Advanti forged magnesium
Tyres
Pirelli
Fronts: 245/660-13
Rears: 325/660-13
Brake system
Brembo carbon/carbon discs and
pads with rear brake-by-wire
Steering
Power-assisted rack and pinion
Fuel system
ATL Kevlar-reinforced rubber bladder
Electronic systems
FIA SECU standard electronic
control unit
Cockpit
Removable drivers seat made
of anatomically formed carbon
composite, Sabelt six-point driver
safety harness, HANS system
Engine
Mercedes-Benz PU106A hybrid
ICE capacity 1.6 litres, six cylinders,
90deg bank angle, 24 valves
Max rpm ICE 15,000rpm
max fuel flow rate 100 kg/hour
(above 10,500 rpm)
Fuel injection
High-pressure direct injection
(max 500 bar, one injector/cylinder),
Pressure charging: single-stage
compressor and exhaust turbine
on a common shaft
max rpm exhaust turbine 125,000rpm
ERS
Mercedes AMG HPP
Dimensions
Overall length: 4800mm
Overall height: 950mm
Overall width: 1800mm
he Mercedes was the

first 2014 F1 car to run
in pre-season testing. It
accumulated the most
laps and had the best reliability.
This is by far the most complicated
car weve ever built and the level of
detail is incredible, said technical
director Paddy Lowe. It has been
very well engineered on both the
power unit and chassis side.
Our preparation for the season
was also strong, with plenty of
lab work and a filming day at
Silverstone before the first test.
While it was a far less positive story
in terms of reliability on that day,
it allowed us to overcome some
of the initial hazards with the new
package, which was certainly useful
in terms of hitting the ground
running in Jerez. Were happy with
our progress so far, but testing can
always be better. There were a few
gaps here and there and we had
some really tough days.
A good example of this was
the final session in Bahrain, where
we discovered a gearbox problem
at around 04:00 and eventually
joined the action just before
lunch, highlighting just how
complicated these new cars are.
The drivers have both been
happy with the car so far, but its a

relative level of performance that
you need. No matter how strong
the car looks, what ultimately
matters is how it performs relative
to the competition. What weve
seen during the winter looks
encouraging, but weve also seen
plenty of other strong contenders
out there and the picture could
easily change before we get to
Melbourne. There are a lot of
good teams on this grid who can
response well to challenges.
We could well see a few surprises,
so weve got to keep working
hard on every front to ensure
that we are competitive.
The initial engineering
conversations between the teams
at Brackley and Brixworth around
both the regulations and potential
solutions date back to late 2010.
Since mid-2011, when the rules
for the new V6 hybrid power unit
were officially published, MercedesBenz claims that it has taken a fully
integrated approach to every major
performance decision with a clearsighted focus on maximising overall
car performance.
The power unit has been
designed for optimum installation
in the F1 W05 chassis. This new
car is the product of an aggressive

development philosophy targeted
at optimising the packaging of
new on-car systems, such as the
increased cooling demands of
the power unit, in order to give
the teams aerodynamic group
maximum freedom to respond
to a significantly different
regulatory framework.
The Mercedes nose is
perhaps the most conventional
looking of all of the 2014 cars.
But in fact it is one of the most
interesting. Instead of the pointed
anatomical noses seen on many
other cars, the Mercedes crash
structure is entirely contained in
the main part of the nose. That
crash structure is U-shaped and
is blended into the front wing
supports a neat and perhaps
controversial layout.
Were only in the very early
stages of the year, said Lowe, so
people will be bringing upgrades
which youll certainly want to
keep an eye on. Anything you see
sticking out into the airflow around
a Formula 1 car is going to affect
aerodynamics and usually in a
positive way.
Mercedes starts the 2014 season
as the bookies favourite.
MCLAREN MP4-29 Power unit 106A

TECH SPEC
Carbon fibre incorporating driver
cockpit controls and fuel cell
Front suspension
suspension elements operating
inboard torsion bar and damper
system
Rear suspension
system
Transmission
Carbon fibre composite case, epicyclic
differential with multi plate limited
slip clutch
Clutch
Carbon/carbon hand operated
Wheels
Enkei
Tyres
Pirelli
Fronts: 245/660-13
Rears: 325/660-13
Brake system
Akebono calipers cylinders
Fuel system
Electronic systems
FIA SECU standard electronic control
unit
Cooling system
Aluminium oil, water and gearbox
radiators
cLaren revealed
images of its 2014
car just before the
start of the Jerez
pre-season test, and the car
remains without a full livery. In a
statement the team said: We have
responded to the disappointment
of our 2013 season by pragmatically
framing our approach to the
technical challenge. The new
MP4-29 is a sensible and calculated
response to the new regulations.
But it is very much a frozen
snapshot of the design teams
steep development curve, and,
as such, is a machine that will
potentially undergo more technical
change throughout a single season
than any other car in McLarens long
and illustrious history.
The challenge for 2014 is to
build-in both performance and
reliability something that can no
longer be taken for granted given
the steep technical challenges

ahead. It is also a time of transition.
Our final season with our engine
partner, Mercedes-Benz, will be
our 20th together, before we
begin an exciting new journey
with Honda from 2015.
McLaren already has Japanese
links, being the only team on
the grid to use Akebono brakes.
That firms dedicated team of F1
engineers and specialists have
developed an electronic brakeby-wire (BBW) rear brake control
system to aid the braking effort
at the rear, negating the need
for the driver to constantly alter
the brake bias, and therefore
contributing in preventing
rear lock-up. It is thought to be
somewhat more advanced than
other BBW systems in F1.
McLaren has opted to abandon
the Ferrari-style front pullrod
suspension layout it used on its
2013 car. At the launch, the rear

suspension drew some some
interest due to the length of the
suspension arms, but overall the
design appeared to be a relatively
conventional pullrod layout. That
all changed, however, when the
car arrived in Jerez for the first test
fitted with what has been dubbed
mushroom suspension.
The rear part of the wishbones
have a kind of dog-leg in them
fitted with what appear to be
large aerofoils, with flat plates
at the trailing edge. Its quite
clear that the primary purpose
of them is not mechanical and
this could lead to a protest at
one of the early races, as many
believe they constitute a movable
aerodynamic device.
The full story on the
mushrooms can be found
in the April 2014 edition of
Racecar Engineering.
Engine
Mercedes-Benz PU106A Hybrid ,
Internal Combustion Engine: Capacity
1.6 litres, Cylinders Six, Bank angle
90, No of valves 24, Max rpm ICE
15,000 rpm, Max fuel flow rate 100
kg/hour (above 10,500 rpm)
Fuel injection
High-pressure direct injection (max
500 bar, one injector/cylinder),
Pressure charging Single-stage
compressor and exhaust turbine on
a common shaft, Max rpm exhaust
turbine 125,000 rpm
ERS
MGU-K maximum speed 50,000rpm,
max power 120kW, max energy
recovery 2MJ/lap, max energy
deployment 4MJ/lap
MGU-H Maximum speed 125,000rpm,
max power unlimited, max energy
recovery unlimited, max energy
deployment unlimited. Energy store
Lithium-ion battery
Lubricants and fluids
Mobilith SHC
Radio
Kenwood
F1 2014 THE GRID
FORCE INDIA VJM07 Power unit 106A

TECH SPEC
Carbon fibre composite monocoque
with Zylon side anti-intrusion panels
Front suspension
Aluminium alloy uprights with carbon
fibre composite wishbones, trackrod
and pushrod. Inboard-mounted torsion
springs, dampers and anti-roll bar
assembly
Rear suspension
Aluminium alloy uprights with carbon
fibre composite wishbones, trackrod
and pushrod. Inboard-mounted torsion
springs, dampers and anti-roll bar
assembly
Transmission
Mercedes AMG F1 8-speed semiautomatic with seamless shift
Dampers
Penske
Wheels
Motegi Racing forged wheels to team
specification
Tyres
Pirelli
Fronts: 245/660-13
Rears: 325/660-13
Brake system
AP Racing
Fuel system
Electronic systems
unit
Lubricants
Petronas
Engine
Mercedes-Benz PU106A Hybrid ,
Internal Combustion Engine: Capacity
1.6 litres, Cylinders Six, Bank angle
90, No of valves 24, Max rpm ICE
15,000 rpm, Max fuel flow rate 100
kg/hour (above 10,500 rpm)
Fuel injection
High-pressure direct injection (max
500 bar, one injector/cylinder),
Pressure charging Single-stage
compressor and exhaust turbine on
a common shaft, Max rpm exhaust
turbine 125,000 rpm
ERS
Mercedes AMG HPP
orce India was the first

team to reveal an image
of its full 2014 F1 car.
What it showed was a
surprisingly evolutionary design,
with many features carrying over
directly from the 2013 car. It doesnt
look hugely different, but it is, says
Andy Green, Force India technical
director. Almost every single part
is a new design, from the front
wing right back to the diffuser.
Its genetics still lie in the 2013
car, but weve had to achieve the
same results in a slightly different
way. From the nose backwards it
looks quite similar. Its a little bit
fatter for the increased cooling
requirements, but we hope to
trim that out during the early part
of the season. To be competitive
we have to develop and because
there are so many areas that need
significantly refining, optimising the
performance of this car is going to
be a big challenge.
The image reveals little about
the design of the nose, other than
it is clearly much lower than that of
the VJM06, but that is dictated by
the regulations. However, Green is
open that the nose fitted to the car
in the image and that it will use in
testing and the early races is not the

final specification version.
Our nose is a launch spec and
later we will have an updated front
end of the car, which potentially is
quite different. We had to take quite
a pragmatic view of it and say weve
got to go testing so weve got to
get a car out of the door. As much
as we want to push the boundaries
of the impact structure, because
we know how important they are
for the whole car, we dont have
the resources to push it to the limit
in our first iteration, so we need
a banker. The nose that is on the
launch car is a banker.
This means that the VJM07
will be re-submitted for its
crash tests at the Cranfield
Impact Centre at some point in the
early stages of the season.
The Mercedes-powered car
has run strongly in testing and
the AMG HPP engine department
has sent former Lola Cars chief
designer Julian Cooper to help
Green to integrate the power
unit. Its been a massive job to
accommodate all the changes to
the power unit its the biggest
change Ive witnessed in the sport
since I started in 1990, Green
explains. On top of that, if you add

the development that comes with
it during the season, its going to
take some managing. From the first
time the car runs it will be continual
development as we gather data,
understand where the car sits
relative to our models, refine it, and
go back to the track again.
Cooling has been the biggest
challenge most of last summer
was taken up trying to understand
the cooling requirements of the
power unit, and how best to
optimise it in the chassis. Theres
a lot more to cool and you are
weighing up the performance
of the power unit versus the
performance of the chassis and
aerodynamics, and trying to hit
the optimum on each one of them.
Weve had to develop a completely
new tool set to examine, analyse
and optimise it. We wont get a real
answer on how far out we were
until we start running and then
well refine the tools again and
have another go at it. I expect
quite a big re-definition of the
cooling system later in the season
once weve gathered all the data
from the winter testing and the
first couple of races.
WILLIAMS FW36 Power unit 106A

TECH SPEC
Monocoque construction laminated
from carbon epoxy and honeycomb
surpassing FIA impact and strength
requirements
Front suspension
Double wishbone, pushrod activated
springs and anti-roll bar
Rear suspension
Double wishbone, pullrod activated
Transmission
Williams eight speed seamless
sequential semi-automatic shift plus
reverse gear, gear selection electrohydraulically actuated
Clutch
Carbon multi-plate
Dampers
Williams
Wheels
RAYS forged magnesium
Tyres
Pirelli
Fronts: 245/660-13
Rears: 325/660-13
Brake system
AP six piston front and four piston rear
calipers with carbon discs and pads
astest in the pre-season

tests at Bahrain, the
Williams FW36 is one of
the most technologicallyadvanced Formula 1 cars produced
by the British team. It is the
culmination of more than two years
research and development by the
teams technical departments in
Grove and it incorporates the power
unit from the teams new partner,
Mercedes-Benz.
Theres a lot more technology
on the cars this year, says Williams
chief technical officer Pat Symonds.
Weve had turbocharged engines
in F1 before. Whats different this
time is that it is much more than
just an engine change it is a
completely different system. Weve
gone from a slightly hybridised
normally aspirated engine to a fullyintegrated hybrid power unit with
novel technology at its heart.
To meet the challenges of the
new power unit, Williams signed
the deal with Mercedes-Benz
High Performance Powertrains
midway through last season.
The team received the first CAD
(Computer-Aided Design) data
for the power unit at the end of
May, at which point the detailed
design of the FW36 could begin to

be finalised. This is the first time
that Williams has worked with
Mercedes in F1 and weve been very
impressed, says Symonds. Their
professionalism and commitment
have been notable and were as
confident as we can be that the
power unit will be competitive.
The design phase of the
FW36 was completed by midSeptember, by which time the
team had found solutions to the
major challenges presented by
the regulations. Cooling, weight,
a new gearbox and aerodynamic
changes are just some of the
areas of focus. Overall the cars will
need more cooling this year, says
Symonds. The demands on water
and oil cooling may be slightly
diminished, but the ERS system is
significantly more powerful and
hence needs more cooling. We also
have to cool the charge air from the
turbocharger compressor which
requires a substantial intercooler.
The FW36s gearbox ran on
the dyno for the first time at the
beginning of November, before
running with the full power unit
several weeks later. Its the first
eight-speed gearbox in Williams
history and notably larger than

the unit used on other recent
Williams designs. This is a result
of the regulations which force
the transmissions to last much
longer, have a wider operational
window and as a result of the
V6 engines having a higher
crankshaft height they sit much
higher in the car.
We finished the gearbox
relatively early, says Symonds.
Its completed a lot of running
on the test rig and at Mercedes
HPP in Brixworth, but you cant
take reliability for granted. Its a
completely new box and it has to
cope with a lot more torque than
was the case with the V8.
The weight of the car, when
combined with the FIAs ever more
stringent crash tests, has been
another challenge of the 2014
rules. But the FW36 was one of
the first cars to pass its crash tests
prior to Christmas. The build of
the new car has gone remarkably
smoothly, says Symonds. But its
been a challenge to get the car
down to the weight limit. Its been
achievable, but it hasnt been easy
because the new power unit is
heavier than the outgoing V8.
Steering
Williams power-assisted rack
and pinion
Fuel system
Electronic systems
FIA SECU standard electronic
control unit
Cooling system
radiators
Cockpit
Six point driver safety harness with
75mm shoulder straps and HANS
system, removable anatomically
formed carbon fibre seat
Engine
Mercedes-Benz PU106A hybrid
ICE capacity 1.6 litres, six cylinders,
90deg bank angle, 24 valves
Max rpm ICE 15,000rpm
max fuel flow rate 100 kg/hour
(above 10,500 rpm)
Fuel injection
High-pressure direct injection
(max 500 bar, one injector/cylinder),
Pressure charging: single-stage
compressor and exhaust turbine
on a common shaft
max rpm exhaust turbine 125,000rpm
ERS
Mercedes AMG HPP
Dimensions
F1 2014 THE GRID
FERRARI F14-T (665) Power unit Ferrari 059/3

TECH SPEC
Carbon fibre and honeycomb
composite structure
Suspension
Independent suspension pull rod
activated torsion bar springs front
and rear
Transmission
Semi-automatic sequential and
electronically controlled gearbox with
quick shift
Wheels
OZ
Tyres
Pirelli
Fronts: 245/660-13
Rears: 325/660-13
Brake system
Brembo ventilated carbon-fibre disc
brakes front and rear, and brake by
wire rear brakes
Fuel system
Electronic systems
unit
Cooling system
radiators
Engine
Ferrari 059/3 1.6 litre six cylinder
single turbo. V6 90 degree. Bore
80mm, stroke 53mm, 4 valves per
cylinder, 500 bar-direct injection
ERS
Battery energy per lap 4MJ, MGU-K
power 120kW, MGU-K max revs
50,000rpm, MGU-H max revs
125,000rpm
he Ferrari F14-T was

named by fans in an
online vote, but its
known internally as 665.
Normally it takes Ferrari around a
year to design a new F1 car, but
the 2014 version began life more
than two years ago. There is clear
influence of earlier Ferrari designs
the obvious areas of continuity
are the pullrod front and rear
suspension. However, beyond
this superficial similarity there is
little to connect the 2014 car to
its predecessors.
It has been suggested that
the Ferrari 059/3 produces less
power than the Mercedes unit,
but it has also been suggested
that this provides it with various
advantages in terms of packaging
and overall efficiency.
Our engine department have
been aggressive and bent over
backwards for us on the chassis side
to produce an engine that can be
packaged tightly and can be cooled
with radiators that are not too
big, explains James Allison, Ferrari
technical director, who has also
seen the Renault RS34 data so can
make a direct comparison.
Ferrari may have to change the

design of the turbo housing after a
query over its compliance with the
technical regulations was raised.
The rule in question was 5.18.5, a
late addition to the 2014 Formula 1
technical regulations, which states:
Measures must be taken to
ensure that in the event of failure
of the turbine wheel, any resulting
significant debris is contained within
the car. Two of the three engine
manufacturers have apparently
taken one approach, while Ferrari
feels that it has met the regulation
via a different method.
Our car has quite a neat
bodywork package and the
radiators are quite small thats
a result of what the engine
guys have done, says Allison.
The engines are incredibly busy
compared to the V8s, and the
Ferrari has been rather exquisitely
packaged its very neat.
Given that more cooling
allows more horsepower, but
damages downforce generation, it
was necessary for the Italian team
to decide very carefully on the
correct level of overall cooling
for the car to render the best
lap time compromise between

horsepower and downforce.
Having chosen the correct
overall level of cooling to supply,
packaging the resultant cooler
elements and managing the
correct airflow to them is
something which has absorbed
design time to ensure that the
F14- T is able to retain the sharply
tapered bodywork that allows
efficient extraction of downforce.
The braking system has
been redesigned to adapt the car
to the change in the regulations.
This has involved ensuring greater
capacity on the front axle, while
working with Brembo to reduce the
size of the hydraulic caliper at the
rear to compensate for the greater
braking effort that is supplied
by the ERS motor.
The most striking design feature
of the F14-T is the nose shape.
Like all teams, Ferrari has had to
develop a low nose design of car
while keeping the chassis as high as
possible for aerodynamic reasons.
Ferraris solution is curious in that it
seems to restrict airflow under the
nose rather than allow it (such as on
the Lotus E22).
SAUBER C33 Power unit Ferrari 059/3

TECH SPEC
Carbon fibre monocoque
Front suspension
Upper and lower wishbones, inboard
springs and dampers activated by
pushrods (Sachs Race Engineering)
Rear suspension
Upper and lower wishbones, inboard
springs and dampers activated by
pullrods (Sachs Race Engineering)
Transmission
Ferrari 8-speed quick shift carbon
gearbox, longitudinally mounted,
carbon-fibre clutch
Wheels
OZ
Tyres
Pirelli
Fronts: 245/660-13
Rears: 325/660-13
Brake system
Six-piston brake calipers (Brembo),
carbon fibre pads and discs (Brembo)
Steering
Sauber F1 Team
Fuel system
Electronic systems
unit
ith uncertainty
about the impact
of the new rules,
the Ferrari-powered
Sauber C33 was designed to be
as flexible as possible to allow the
Swiss engineers to react to any
design trend that emerges. Perhaps
the most visually striking element
of the Sauber C33-Ferrari is the
very low, snout-like nose. The front
wing pylons attachments on the
nose have been moved out as far
as possible allowed by the
regulations to channel as much air
as possible under the car.
The front suspension concept
has changed little, with its springs
and dampers again pushrodactuated. However, the changes
to the regulations regarding the
chassis profile have called for some
detail adjustments.
The side crash elements have
had a significant influence on
the form of the sidepods, which
is clearly visible in the design of
the car. The cooling air intakes are
slightly larger than those of last
Engine
years car because the cooling

requirements of the power unit
and ancillaries have increased
considerably. For the same reason,
the vertically mounted radiators are
now significantly larger. Again, the
engineers have built a degree of
flexibility into their design to allow
scope to react should requirements
shift in one or other direction.
The concept for the rear of the
Sauber C33-Ferrari also includes a
degree of adaptability, so that the
engineers can make adjustments
to this area of the car in response
to varying conditions. The exhaust
tailpipe is positioned centrally
between two pylons, which
connect the rear wing to the rear
impact structure as is the case with
all of the Ferrari-engined cars.
The radical changes to the
technical regulations for 2014 mean
that its even harder than usual
to make predictions for the new
season, explained chief designer
Eric Gandelin. We know what kind
of package weve put together
here, and we are happy with what
we achieved, but it is difficult to

foresee what shape our rivals are
in. The earliest opportunity to gain
an impression of where the teams
are in relation to one another
was during testing. The path we
have followed with the design of
the Sauber C33-Ferrari allows us
maximum flexibility, so that we
can react quickly. It is also clear
that reliability will be an important
factor in the first few races in
particular. So this is an area which
we have given very high priority.
The Sauber F1 Team began
at the Jerez test with a roll-out
version of the car. While it was fully
functional, it lacked a number of
performance parts, which were
later introduced for the two tests
in Bahrain. Eric Gandelin explained:
On the one hand this gives us time
to maximise the development of
these performance relevant parts,
and on the other hand we could
run the car during the first test and
check all the systems, which we
feel is crucial, considering all the
technical changes.
ERS
125,000rpm
Dimensions
Track
Front 1460mm
Rear 1416mm
F1 2014 THE GRID
MARUSSIA MR03 Power unit Ferrari 059/3

TECH SPEC
Carbon fibre composite
Front suspension
Carbon-fibre wishbone and pushrod
system
Rear suspension
Carbon-fibre wishbone and pushrod
system
Wheels
BBS
Tyres
Pirelli
Fronts: 245/660-13
Rears: 325/660-13
Brake system
Carbon/carbon discs and pads with
rear brake-by-wire system, AP Racing
Steering
Marussia F1 Team-desiged hydraulic
PAS
Fuel system
Electronic systems
MAT SECU TAG 320/Scuderia Ferrari
Seatbelts
Sabelt
Engine
ERS
125,000rpm
Dimensions and weight
Wheelbase: 3700mm
Radio
Riedel
he MR03 is the Marussia

F1 teams design response
to the dramatic and
far-reaching technical
regulation changes of 2014, the
most significant of which is the
departure of the normally-aspirated
engines which have prevailed in the
sport since 1988, in favour of a new,
more road-relevant powertrain
system, underpinned by a 1.6-litre
turbocharged V6 power-unit.
The process of conceiving
the MR03 began in early 2012
when a small 2014-focused design
group initiated the very first
chassis layouts. Twelve months on,
as the 2014 technical regulations
began to take shape, an exciting
new powertrain partnership was
forged with Scuderia Ferrari
and the design process gained
greater traction, in parallel with
the 2013 season and development
of the MR02.
The extent of evolution between

the 2013 and 2014 cars can best
be characterised by the fact that
of the 11,212 components that
made up the MR02 only a handful
of assemblies have been carried
over to the MR03. The result, as
chief designer John McQuilliam
highlights, is the teams best-ever
optimisation of performance versus
innovation versus design integrity.
Through the course of 2012,
he says, we analysed every single
element of the car from the tip
of the nose to the trailing edge of
the rear wing knowing just how
radically different the MR03 would
be under such sweeping technical
regulations. We have benefitted
enormously from the stability of
our design teams, with the same
personnel beginning and now
concluding the process over a
24-month period. I think we can feel
justifiably proud of the way we have
responded to such a significant

challenge and the quality of car we
have arrived at with the MR03. The
car has been manufactured and
finished to a very high standard,
while achieving our most significant
weight-saving targets to date and,
importantly, with a crucial eye
towards maintaining our excellent
record of reliability.
Without doubt, the greatest
design challenge has been in
terms of cooling, yet this is one
of a few areas where we are not
only very pleased with the design
response, but also the degree
of innovation we have achieved
with our solution. All-new front
and rear suspension layouts
are a product of the new
aerodynamic regulations, placing
greater emphasis on mechanical
performance, with the mechanical
systems now having far greater
real road relevance.
SOLUTIONS MADE OF PASSION

At Kaiser we manufacture the Racecarchassis, -engine and -gearbox components our customers require within the shortest
possible and agreed production time. We manufacture prototypes and small batches for the top end of motorsport, aerospace
and the automotive industry.
suspensionwishbones and rods (incl. carbon)

torsion bars incl. scragging and antiroll bars
rockers, hubs, spacers, nuts
shockabsorbers (incl. rotary-dampers)
steeringhousings
steeringracks and pinions
steeringcolumns, quick releases and paddles
hydraulics
brakecalipers and -cylinders
chassis parts in metal and carbon
engine valvetrain
conrods
crankcases
cylinderheads
pumpbodies, gears and shafts
clutch components
gearbox-cases
gearbox-internals
gearbox-hydraulics
turbo components
energy recovery system and e-motor components
and many more ...
Kaiser Werkzeugbau GmbH

Gewerbegebiet Helferskirchen
56244 Helferskirchen Germany
Tel. +49 2626 9243-0 Fax +49 2626 9243-20
www.kaiser-wzb.de kontakt@kaiser-wzb.de
F1 2014 THE GRID
RED BULL RB10 Power unit Renault RS34

TECH SPEC
Composite monocoque structural
designed and built in-house
Front suspension
Aluminium alloy uprights, carboncomposite double wishbone with
Rear suspension
Aluminium alloy uprights, carboncomposite double wishbone with
Transmission
Eight speed longitudinal gearbox
mounted with hydraulic system for
power shift and clutch operation
Dampers
Multimatic
Wheels
OZ Racing
Tyres
Pirelli
Fronts: 245/660-13
Rears: 325/660-13
Brake system
Brembo calipers, frictional material;
carbon/carbon composite discs and
pads
Fuel system
Electronic systems
MESL Standard Electronic Control Unit
Engine
Renault Energy F1-2014, 1.6 litre 90
degree 6-cylinder. Max rpm 15,000,
24 valves. Cylinder block in aluminium
Fuel
Total
ed Bull Racing suffered

badly with unreliability
in the opening tests. The
RB10 design has many
design concepts carried over from
the dominant RB9 of 2013 and
that seems to be its achilles heel.
The car spent most of the time sat
in the garage during pre-season
testing, suffering from overheating
problems as well as general
reliability issues.
However, Red Bull has admitted
that Renault is not fully to blame
for the cars limited mileage. It
was, you could argue, a result of
aggressive packaging, but we
felt that we needed to take a
few risks to try to get a good
package that would minimise
the aerodynamic damage of this
very large cooling requirement,
Adrian Newey told the press. He
later raised the characteristics of
the Renault engine itself as part

of the issue. The Renault seems to
have a particularly large cooling
requirement. Everybody of the
three engine manufacturers will
have a different target for how
hot their charge air is going back
into the plenum and Renault
have given us a fairly challenging
target. It has all sorts of advantages
if we can get there, but it is not
easy to achieve.
However, Renaultsport has
revealed that there is something
of an issue with one of the
subsystems of the RS34, namely
the turbocharger.
I am more confident with
the ERS than the V6 turbo, said a
Renault spokesperson. We have
more to do on the V6 turbo. I am
confident with the component
we have got. There could be a few
tweaks around, but it is not due to
the spirit of the technology that we

are going to have a problem. It is
going to be fixing, not changing the
full concept/design of the car. We
are still to get the most out of what
we have got now. To be completely
fair, we still have a lot of work to do
and there is plenty to come.
The 2014 F1 sporting
regulations were quietly amended
shortly before the start of the new
season to allow modifications to the
power units on the grounds of cost,
safety or reliability, but notably not
for performance. Renault will
almost certainly take advantage of
this, but the other two suppliers
Ferrari and Mercedes have to
agree any changes.
Certainly, reliability is still
an issue for the Renault-powered
cars with only the Caterham
seemingly able to complete long
runs in testing.
TORO ROSSO STR9 Power unit Renault RS34

TECH SPEC
Carbon monocoque structure
Front suspension
Upper and lower carbon wishbones,
pushrod, torsion bar springs, central
damper and anti-roll bars
Rear suspension
Upper and lower carbon wishbones,
pullrod, torsion bar springs, central
damper and anti-roll bars
Transmission
Scuderia Toro Rosso aluminium alloy
8-speed sequential hydraulically
actuated supplied by Red Bull
Technology
Clutch
AP Racing, pull-type
Dampers
Penske/Multimatic
Wheels
Apptech, Magnesium alloy
Tyres
Pirelli
Fronts: 245/660-13
Rears: 325/660-13
he Toro Rosso STR9 is

the teams first design
developed under
the stewardship of
Englishman James Key, who joined
the team in 2012.
The aero side was by far our
biggest priority, as we wanted to
put that department into a much
more current and competitive
shape, says Key. Over the past
12 months, weve been working
on increasing the size of the
aerodynamics department. Its
grown significantly, and we now
have many new people with very
relevant F1 experience. We have
more people joining us this year
too, so I would describe it as a
work in progress, but the group is
developing very well and becoming
increasingly close to the blueprint
that we have in mind of what an
aero department of a team of this
size and budget needs to be.
Were still getting there, but
its certainly heading in the right
direction. Its been a big project,
helped by the arrival of a new
head of aerodynamics in Bicester
Brendan Gilhome last June,
while we worked on 2014 without
neglecting the task of making the
most of the 2013 car as well. Its still
going on, but its developing very
Brake system
Brembo pads and discs, brake by wire
much in the direction it needs

to be right now and were making
good progress.
One of the most commonly held
myths in the F1 paddock is that
Scuderia Toro Rosso is just a satellite
team to Infiniti Red Bull Racing, an
incorrect assumption that dates
back to the first couple of years of
the teams existence, when the rules
were different.
Today, with the exception of
very few components, such as the
gearbox internals and the engine,
the cars are entirely designed
and manufactured in-house. This
years switch to Renault power, as
used by Infiniti Red Bull Racing,
means that once again the two
teams can enjoy some technical
synergies. It makes sense, given
that fundamentally we are under
the same ownership, to have
the same power unit as Red
Bull, particularly with the arrival
of such a complicated new set
of regulations, continues Key.
Immediately, theres a synergy
there because we are using the
same power unit, weve been able
to join with Red Bull Technology in
using their gearbox internals. They
have a well-engineered solution
to 2014 regulations for these
components, so again, it makes
sense for us to join with them in

using those common internals
while running the same powertrain.
Otherwise, obviously, the rest of the
car is entirely an STR design.
The cars chief designer Luca
Furbatto added: The cooling side
has been a massive challenge for
us as we have also had to deal with
the added factor of changing our
engine supplier. In 2014, the hybrid
proportion is much more significant
and therefore it generates more
heat, that needs to be cooled too.
Using a turbocharger also means
the engine requires intercoolers,
which we havent had on F1 cars
since the mid-80s. Certainly, the
radiator layout plays an important
role in the overall car layout and we
had a few moving targets during
the design phase, which means we
ended up sizing 17 different layouts
for cooling on STR9 and eventually
committing to just one!
In doing so we relied on the
work of several departments within
Scuderia Toro Rosso and we have
invested heavily in doing dyno
testing and core measurements to
ensure that we are as optimised
as possible in terms of cooling. I
am sure that activities related to
cooling refinements will continue
over the course of this season.
Steering
Scuderia Toro Roso
Fuel system
with Scuderia Toro Rosso internals
Electronic systems
unit
Cooling system
Scuderia Toro Rosso for radiators,
heat exchangers, intercoolers
Cockpit
Seatbelts: OMP/Sabelt
Engine
F1 2014 THE GRID
CATERHAM CT05 Power unit Renault RS34

TECH SPEC
Carbon fibre, mostly epoxy resin
Front suspension
Twin non-parallel wishbone, pullrod
actuated
Rear suspension
Twin non-parallel wishbone, pullrod
actuated
Transmission
Red Bull technology
Clutch
AP Racing
Dampers
Caterham, Penske Racing Shocks
Wheels
OZ Magnesium alloy
Tyres
Pirelli
Fronts: 245/660-13
Rears: 325/660-13
Brake system
Brembo carbon/carbon
Fuel system
Electronic systems
unit
Cooling system
Caterham - Aluminium alloy fabrication
Cockpit
Seat belts: Schroth Racing
Drivers seat: Caterham Carbon fibre
shell
Engine
Front track: 1800mm (max)
Rear track: 1800mm (max)
Wheelbase: More than 3000mm
Length: More than 5000mm
Height: 950mm
Radio
Riedel
Fuel provider
Total
Lubricants provider
Elf
his is a crucial year for the

Caterham F1 Team. At
the end of 2012 season,
the team opted against
developing a new car for the 2013
season and put all of its resources
into the 2014 design.
The car made its public debut
during the first day of F1 testing
at the Jerez circuit in Spain, and is
called the Caterham CT05. Logically
the car should be named the CT04,
after the CT01 (2012 F1), CT02
(road car) and CT03 (the 2013
version of the CT01). But Asian
superstition prevented it being
called CT04. We are a team with
Asian ownership respecting a
cultural belief across Asia, and the
number four is seen as negative,
explained a team spokesman.
What you see is not actually
the first nose configuration we
looked at we tried something
different that is actually on another
car, said Caterham technical
director Mark Smith. But we wanted
to try to achieve something that
would pass the crash tests easily.
So the nosecone we have is very
straightforward. It is kind of a safe
solution, a banker.
But while the nose is visually
very distinctive, it seems that
it is not an area that is all that

important in aerodynamic terms,
and instead the real focus is the
area alongside and below the nose.
Here Caterham have made a real
change in philosophy and have
followed the lead set by Ferrari in
adopting pullrod actuated dampers
on the front suspension. When
McLaren took the same approach
in 2013, it claimed it was simply for
aerodynamic reasons, but Caterham
has found that there are mechanical
gains as well.
Because the front on the
chassis had to be lower by
regulation, we thought it was
worth having a look at doing it,
said Smith. In aerodynamic terms
we found that it is not significantly
better or worse to do pushrod
or pullrod, though the latter is
marginally favourable, particularly
with respect to the way you treat
the air around the front brake ducts.
The layout has a slightly better
motion ratio and there is a small
improvement in terms of getting a
lower centre of gravity.
The Caterham was designed
with a much larger cooling package
than other Renault RS34 cars, a
deliberate move by the team.
My brief was that we should not
be in a position where the cooling

was marginal at these first four
races, said Smith. Obviously
there are different demands at
different circuits. But we do not
want to be cutting holes in the
bodywork when we get to Bahrain.
We are conservative by intent, and
with the data we have got in
terms of heat rejection from
Renault and analysis in CFD, plus
wind tunnel in terms of mass flow
rate through the ducts, we believe
we should be able to cool and have
a little bit of a margin left.
The difference is obvious
when looking at the cars the
Caterham has very large and open
sidepods, with a small additional
channel in the left duct feeding
cooling wire directly to internal
components, while the main heat
exchanger and intercooler sit at the
rear of the main ducts.
Thermal management
technology is also clear to see, with
a ceramic coating on the rear parts
of the exhaust while the manifolds
leading from the cylinder heads to
the turbocharger are shielded in
a special thermal jacket. The more
heat that can be kept inside the
exhaust system, the more efficient
the turbocharger and MGU-H.
LOTUS E22 Power unit Renault RS34

TECH SPEC
Carbon fibre with aluminium
honeycomb monocoque
Front suspension
Double wishbone, push-rod actuated
torsion bar springs and dampers,
anti-roll bar
Rear suspension
Double wishbone, pull-rod actuated
torsion bar springs and dampers,
anti-roll bar
Transmission
Paddle operated 8-speed semiautomatic
Clutch
Carbon multi-plate
Tyres
Pirelli
Fronts: 245/660-13
Rears: 325/660-13
Brake system
carbon ceramic discs all round
Fuel system
Electronic systems
unit
Engine
Overall length: 5088mm Overall height:
950mm, Overall width: 1800mm
hen the Lotus E22

was revealed in
the form of a low
resolution, low
detail rendering on Twitter, it took
many by surprise. While most teams
have a single, low anteater nose,
the Lotus has a pair of tusks. This
approach is not unprecedented
the Audi R15+ LMP1 had twin front
impact structures.
Other technical directors have
said, off the record, that they think
the Lotus design is actually illegal,
as they feel the rules say that the
cars should only have a single
impact structure. However, that
is only implied in the regulations,
and the rules do not actually say
you cannot have twin structures.
Indeed, Caterham is developing
its own version which is thought
to have a wing mounted between
the two structures.
The FIA has issued a technical

directive to all teams asking them
to prove the safety of their noses,
not just pass the mandatory crash
test. Teams now have to supply
the FIA with details of the design
and construction of the noses,
specifically: the cross-sectional
areas of the nose, taken vertically
and normal the car centre line, at
points 50mm, 150mm and 300mm
back from the tip of the nose itself.
The same cross-sections as above
showing the construction of the
parts in the relevant sections.
If any are deemed unsafe, the
car could be banned until a new
design is installed.
The Renault-powered car
missed the first test, and did not
perform too well in the two tests
that it did take part in.
The biggest problems are how
the chassis works with the power
unit and how the energy recovery

system works, said technical
director Nick Chester. So there
are some inconsistencies there
which are making it very difficult
for the driver to predict what
he is going to get when he arrives
at the corner. So the system
is not doing exactly the same
thing every time and that is
disturbing the driver and losing
us a lot of time.
Racecar Engineering
understands from sources
within the team that the E22
has a very clever mechanism
for transmitting torque from the
power unit to the transmission,
which offers much greater
performance than others seen by
some team suppliers.
The Lotus is the only Renaultpowered car not to feature major
transmission parts from Red Bull.
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+Racecar Engineering
TEMPLE TRIVIA
Changing gears
Cranfield University provides services to Formula 1 teams, from crash testing to personnel
By CLIVE TEMPLE
ranfield University has a long

and successful track record of
partnering with motorsport and
high performance engineering
companies. Many of the Universitys alumni
are to be found working in motorsport,
including Pat Symonds, Ciaron Pilbeam,
Christian Loriaux, Craig Wilson, Daniele
Casanova, Mark Temple and James Vowles.
Visiting Professor Adrian Reynard
heads up the Cranfield Motorsport Advisory
Panel, which supports the University and
its students. Aside from the MSc Advanced
Motorsport Engineering, the postgraduateonly university has key facilities which
underpin the work of Cranfields clientfocused staff. These include the FIA certified
Cranfield Impact Centre, Cranfield Motorsport
Simulation, wind tunnels, vehicle dynamics
rigs including moment of inertia, and the
dedicated off-road vehicle development
centre with tyre testing, characterisation
and modelling capability.
Key specialisms include:
Structural integrity evaluation

Vehicle light-weighting, novel materials and
composites
Simulation including the supply of race car

simulator technology to F1 and NASCAR
Active and passive aerodynamics and

Computational Fluid Dynamics (CFD)
Energy recovery systems and energy
efficiency
Carbon reduction and environmental impact

including low carbon vehicles
Powertrain development and refinement

High temperature surface engineering and
coatings
Precision and ultra precision engineering

Metrology
Tyre modelling and characterisation
Vehicle dynamics including circuit offroad
Reliability engineering and condition
monitoring
Welding and joining

The motorsport business cluster
Designing advanced structures using

next generation lightweight materials is
challenging, due to short development
timescales and the financial investment.
In reducing inherent structural weight,
it is essential not to compromise safety,
as structural integrity and designing for
crashworthiness become key design drivers.
Challenges include understanding how a
structure or material performs over its life
cycle when subject to a range of static and
dynamic loading, rate dependent material
behaviour, and testing. Cranfield possesses
a strong, applied understanding and proven
track record in relation to component/sub
structure/full-scale testing and simulation,
coupon level material characterisation
and simulation, Finite Element Analysis
and Meshless Methods, material model
development (including plasticity/damage),
modelling structures under extreme loading,
numerical methods development and
application, and structural analysis.
IN THE APRIL ISSUE OF RACECAR ENGINEERING

Racecar Engineering
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No 4 www. racec ar-en
April 2014 Vol 24
Peter Wright offers his analysis of preseason Formula 1 testing

Mike Coughlans move from Formula 1 to
NASCAR and the transfer of technology
Cosworth explains how to keep on top of
temperatures and pressures
regulations
Volvo S60 R F1 2014
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Volvos V8 Supercar
Rebuilding the Ross Brawn-designed
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Ricardo Divila explains how sports
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Equivalence of Technol
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Wing fundamentals
The basic principles of
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RCE Cover April.indd
Spotlight on Le Mans
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How the FIA plans to cont
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Equivalence of Technolo
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Leading-Edge Motorsport Technology Since 1990

Portable Measurement Solutions

FARO ARM INSPECTION

ULTRASONIC FUEL FLOW

BEHIND THE SCENES

DESIGN: Dave Oswald

SUB EDITOR: Stuart Goodwin

egardless of what happens in the opening races of the 2014

ANDREW COTTON, Editor

Formula 1 u Digital Edition

n my opinion, Formula 1 needs

Formula 1 u Digital Edition

while the rulebook for the power unit runs to

to F1 as a direct result of their introduction.

Everything that decreases fuel consumption

The car performance is intended to be

Singapore, one of the longest races of the

effective ban on blown diffusers, the single

how you integrate what is a very fierce

Maximum fuel flow under the new rules is 100kg/h,

The RS34 features a pair of motor

a given energy budget. This might sound

Choosing the best split between the

As a result, the control algorithm can be

while the MGU-H is housed behind the

with a carbon fibre outer skin. Carbon fibre is

Is there ever a good time to introduce new technology?

introduced into F1, it has the tendancy of

installation can be changed. So can the hoses,

Formula 1 u Digital Edition

You can do a lot of this on single cylinder

car park in order to install a compressor and

Flexible Hose and Fittings

Swagetite fittings and hard-line

Maintaining system integrity, saving weight

To find out how the quality of your own fluid transfer

+44 (0) 1753 513080

Re-start your engines

rand prix racing is finally coming

The 2014 Mercedes F1 V6

Indeed, for example it is known from

have to supply a complete power unit and a

2014 TECHNICAL REGULATIONS: ANNUAL F1 POWER UNIT HOMOLOGATION TABLE

Cylinder bore spacing, deck height, bank stagger

All dimensions including cylinder bore position relative to legality

Except modifications linked to subsequent modifications

All parts of parts defining combustion. Included: ports, piston

Valves axis position

Includes angle but excludes axial displacement

From valve to camshaft lobe. Position and geometry. Exhaust and

Valve drive camshafts

From camshaft lobe to gear train. Geometry except lift profile.

Gear train down to crankshaft gear included. Position and

Crank throw, main bearing journal diameter, rod bearing

Except crank throw, main bearing journal diameter, rod bearing

Including small and big end bearings

Including bearings and pin. Excluding crown

Air valve system

Trumpets and associated parts and actuators

Throttles and associated parts and actuators

From compressor inlet to compressor outlet

From turbine inlet to turbine outlet

From engine exhaust flanges to turbine inlet