F1 2017 changes10/23/2022 ![]() Present-day cars are wider, too, taking up more track width at 2,000mm compared to 1,800mm in 2011. They now measure in at over 5,000mm in length, compared to 4,800mm in 2011. Regulation changes over the years have created the considerably chunkier F1 cars raced in 2020. #F1 2017 changes driversNow, the sensors are completely integrated and give drivers access to multipoint tyre temperature information at all times. In 2011, we ran large, external infrared cameras. ![]() Today, the sensors are smaller, with higher frequency transmission and lower battery use - an evolution that our Electronics department compare with going from a walky-talky to a smartphone!Īnother example is the way in which the teams gather tyre temperature information. One example is the tyre pressure monitoring systems, which were quite bulky in 2011 and transmitted in the 400MHz range. Wireless sensor technology has undergone a vast improvement, allowing an increased use of small, wireless nodes for data gathering and wireless offloading of data generated on test or practice days. These are each capable of acquiring data from many sensors and communicating back to a central datalogger. The car’s electronic layout has changed a lot, too, with an increased use of small sensor nodes around the car. In 2011, the Turkish Grand Prix weekend would amount to around 18GB per car. The increased data logging also has an impact on the amount of data a single car collects over a race weekend. In 2020, cars are limited to 1,500 high-rate channels and many thousands of background channels, too. In 2011, F1 cars logged around 500 channels of data. One example of how much the electronics on the car have evolved is looking at data. Something that isn’t so obvious is the electronics on the car, where technology has gone through a major advancement in the last decade. Today’s engines also have to be much more reliable: In 2011, each car had eight engines to use across the 19 races today, teams are limited to a much smaller allocation of each Power Unit component across a season, with three Internal Combustion Engines, Turbochargers and MGU-H units and two MGU-K, ES and CE units. This can be used to smoothen the power curve from the ICE, for example during upshifts. The modern hybrid system also improves the drivability of the car as the electrical system can deliver instantaneous torque. #F1 2017 changes driverThe additional electric power from the ERS system is deployed through the lap, giving the driver more hybrid power for longer compared to the quick boost from the KERS unit in 2011. ![]() ![]() #F1 2017 changes generatorThe increase in power, the higher efficiency and the higher weight are largely down to the sophisticated hybrid system used in F1 today – made up of the Energy Store (ES), Control Electronics (CE) and two sources of additional power, the Motor Generator Unit Kinetic (MGU-K), generating power from brake energy, and the Motor Generator Unit Heat (MGU-H), producing power from the exhaust gases. An F1 Power Unit in 2020 achieves a thermal efficiency – the amount of fuel energy converted into useful work – of more than 50 percent, compared to around 30 percent in 2011. Peak power is considerably higher with today’s PUs producing well over 100 hp more than those in 2011 – while being way more efficient at the same time. Since the introduction of hybrid regulations in 2014, the sport has used turbocharged 1.6-litre V6 Power Units which hit the scales at 145kg (minimum regulation weight) and rev up to 15,000 rpm. KERS boosted the engine’s peak power output to around 815hp.įast-forward to present day and an F1 car’s source of power is remarkably different. This gave the driver an additional 80hp for 6.7 seconds per lap, which he could deploy when needed. It included early hybrid technology with the KERS unit, which harvested kinetic energy from the car under braking. The engine of 2011 was a naturally aspirated 2.4-litre V8 that revved to 18,000 rpm and weighed at least 95kg. ![]()
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