Haven't seen anyone else mention it, but in F1, everyone runs qualifying at the same time. Yellow flags and other people on track are all things to consider during quali. You should check out a session or video explaining the set up of Q1, Q2, Q3.
@@jacobmott8584 I think the reason that’s not the case is because it turns Qualy into more of a mix-up, and shenanigans attract viewers to watch qualification sessions which compared to the actual race receive far less viewership which F1 needs to keep afloat
Exactly, it’s up the guys and girls on the wall to find you a good gap to go for a clean run, but even then an unaware driver on a slow down lap can cost you pole position for Sunday.
Let me try to explain at least some of the terms used: Brake warming - F1 cars use carbon brakes, which work effectively when they're hot (400-1000 degrees celcius), so on the out lap (the lap out of the pits, leading to a hot lap) driver must warm the brakes to this temperature window. Brake warming mode changes brake bias, pressure etc., so the brakes warm up faster. On hot lap you most definitely want to turn this off, otherwise the brakes would overheat and even catch fire in few corners Strat 2 = quali mode - the engine and the hybrid system (called ERS, Energy Recovery System) turn in the top performance mode. It drains the battery like hell, but gives 100% power avalaible. Needless to say, on quali lap drivers don't care about fuel or enegry consumption, the just want to do a lap as fastest as possible Brake migration - I'm watching F1 for 28 years, but I don't know what that means, it seems I need to do my research 😁 Brake Balance - that one is easy, it's brake power distribution between front and rear wheels. In heavy braking zones you want to set this bit more to the front, to get most stopping power, but in the medium or high speed corners it's better to set it more to the back, to avoid front wheels locking, or car instability while entering the corner Strat 1 = charge mode - opposite to Strat 2, sets the hybrid system to not use any power, but to recharge the battery DRS - Drag Reduction System - F1 cars have a moving part in rear wing, which "opens" the air flow through the wing, allowing to reach better straight line speed, but of course at cost of downforce. There are zones set on every track, where it is allowed to activate it - understandibly on long straights. In qualifying sessions drivers are allowed to use it in every zone without any limitations, during races you have to be less than a second behind driver in front, to use it. There'a a detection point before DRS zones, where the time difference is measured, and if you're close enough, you can use DRS to make the overtake easier
Brake Migration afaik has to with the following: 1) While braking the weight transfers from back to front, they use this physics effect to have more brake bias towards the front brakes (extra on top of normal brake bias). 2) To prevent lock ups, drivers slowly ease off the brakes, reducing the effects happening at point 1. 3) At the point of easing off the brakes, the bias needs to go further to the rear brakes. 4) BMIG is the rate of which the proces of point 3 happens. They want to change this from track to track and even corner to corner (as there's corners going uphill, downhill, banked, etc.) Hope this clears it up.
Brake migration - a dynamic change of the brake balance as a function of the brake pressure. They use this kind of weight transfer to their advantage and shift the brake bias towards the front of the car when first hitting the brakes. When they then slowly come off the brakes to prevent locking up, the weight transfer to the front is reduced. At that point, the brake power is migrated rearwards, depending on the track and the type of corner this can be changed by the driver from the steering wheel.
@T. Dougs no, there's nothing coming from the brakes itself...it's the Kinetic Energy Recovery System that is effectively a beefed up version of what most EV's do too...and there's energy recovery from the exhaust chamber heat: MGU-H (Motor Generator Unit - Heat)
@T. Dougs that's the kinetic energy recovery, used to be called KERS in it's first iteration and now is MGU-K and is also coming from the engine...connected to the crankshaft and is in essence a electric engine that spins both ways. So while braking it will generate electricity and sends it to the battery. Then when accelerating it will power the wheels too. The MGU-H generates the heat from the exhaust gasses and is connected to the turbo's (which also run on the exhaust gasses of course :-) ) and it also creates energy that is sent to the battery (of which there's only one). The MGU-H also can spin up the turbo's sooner that the exhaust gasses do so the turbo-lag is reduced or negligible even. Depending on needs then the drivers can choose to deploy energy during the entire lap (for more laptime) or just on the straights to fend of other drivers or attack someone in front.
One of the buttons opens the machine guns at the front of the car, another releases an oil slick out the back, one is an ejector seat and finally the last button turns it into an aquatic car
@@MartinArscott1 you're not supposed to notice that tiny important detail although with some of the crashes, I'd rather take my chances exploding out of the car and gently floating down with a parachute than being cut out of a fireball. Was it Grosjean?
It's refreshing to see someone who appreciates all forms of racing rather than putting down racing series they're not really familiar with. All forms of racing take skill, and dedication and assume a lot of risk.
Brake Migration afaik has to with the following: 1) While braking the weight transfers from back to front, they use this physics effect to have more brake bias towards the front brakes (extra on top of normal brake bias). 2) To prevent lock ups, drivers slowly ease off the brakes, reducing the effects happening at point 1. 3) At the point of easing off the brakes, the bias needs to go further to the rear brakes. 4) BMIG is the rate of which the proces of point 3 happens. They want to change this from track to track and even corner to corner (as there's corners going uphill, downhill, banked, etc.) Hope this clears it up.
Hence why they use the word migration, they transfer, move the brake bias from the front to the rear, we will call our system braking migration. These formula One driver would go over all the buttons and steering wheel controls and data before they even hop in the car and in testing they can talk to there team and get further instructions on how to get the best out of the data being feed back from the mechanic.
Actually brake migration acts at the rear only and is a combination of how much stopping power is given to the rear of the car by 3 things, the calipers, the kinetic recovery system and engine braking. It's all controlled by the BBW system, has nothing to do with weight transfer etc as that's controlled by the balance. Migration allows for the increase and decrease of braking at the rear mid corner to allow the car to understeer or oversteer without any pressure difference at the pedal.
@@shypop7735 well, I will completely disagree with the statement that it has nothing to do with weight transfer because that's the major reason for it. I mean I just simplified an explanation given by the Mercedes F1 team and they specifically mention weight transfer from braking effect. That effect is wearing off because the brake pressure is slowly decreased by the driver while stopping before and into a corner (trail braking). At which point the physics of weight transfer is returning to a more neutral state just before it flows to the back again under acceleration. Or as what you describe as entry- to midcorner and affecting under/oversteer. I didn't say how it works, but what you describe sounds plausible but that doesn't go against what I said. Because by varying the braking power at the rear you effectively change the brake bias as well. So that doesn't go against my more simplified explanation.
@@MaartenOosterbaan You are both almost correct. The brake bias shifts hydraulic pressure from a more neutral standpoint to a more front biased braking power (and vice versa). And its effect is, as you said, correlated to the wight transfer. But what's interesting is the reverse of that: when drivers release the pressure on the brake pedal, the weight doesn't shift back to the rear as sudden as when it shifts to the front, because of inertia, and also the rear brakes let go of the disc sooner (due to the brake balance being on the front more) and not all the weight comes back on the rear axle quick enough and the, now, less braking force on the rear means that once the weight does come back over the rear wheels there will be an imbalance in forces between the two axles which can cause instability and to mitigate this they use the KERS(brake regen. and/or engine braking regen.) to compensate for that "loss" of rear braking...and they migrate the braking from hydraulic to electric to keep the transition to "off the brakes" smoother and even overcompensate/ under compensate to allow less car rotation or more (under/over-steer), respectively...and also has the nice benefit of charging the battery. Or to put it in other words, the driver needs to release brake pressure as the aero wears off to not lock the fronts; more wight now starts to go to the rear but the brakes are just being released but having that weight coming back, means more braking can be done using it so a transition to electric braking is done such that as the hydraulic pressure decreases the electrical load increases but only as long as the driver has not fully released the brake OR the brake is fully depressed but the accelerator pedal is not pressed and the engine is still braking and thus using the KERS and thus amplifying the braking effect which stops as soon as the accelerator starts to be pressed. So brake balance is strictly for the hydraulic braking system and brake migration is between hydraulic to electric braking.
@@marian-gabriel9518 I just decided to keep it simple for people with less physics or racing knowledge to understand it....don't think my explanation is incongruent with what you're saying but I just kept it simple...not because of my personal understanding but for the people reading it....not always necessary to make things overly complicated if not really needed.
This sport is intense. Ricciardo has been dropped and there is endless talk about how bad he is doing..... AND then you check the stats and he is less than 1/2 a SECOND slower than his team mate on a short track. Now that is pressure!
@@briangill4000 Tom Stallard is a trash race engineer, he’s had over a year to get the car braking setup for Daniels style… They dgaf coz they got their golden boy already 🤷🏾♂️
Half a second a lap around Austria is 35 seconds over a full race. That's over half a lap slower over a race distance before you even get started. That's like being in 100m sprint race but you need to start at 150m
Wow! It so wonderful to see such an honest heartfelt comment on Formula 1 from such a knowledgeable US Motorsport aficionado. I have been a formula 1 fan since I was a child and I am 54 years old... I was born in Switzerland and I now live in Miami. It is truly delightful to watch how true fans of motorsport are looking at this relatively new sport in the US with open and enthusiastic eyes, instead of feeling any sort of threat or competition with their established NASCAR and Indycar. That's a true love of sport! Respect!... and welcome!!!
I believe this is a 2020 Mercedes’, and they had a system called DAS where the steering wheel also moves forward and back, which changes the toe of the front tires
@@chrisi7127 W11 was by far the grippiest car ever produced, not necessarily the fastest, but yeah it was way faster than any other car on the grid that year
Ian, let me explain something nobody else has touched on, You are amazed at how they can still hit and manage buttons while everything is happening so fast. 1) after years of feeder classes one gets used to speed and doesnt really feel it, The concentration is purely on the track points, and driver motions required. 2) A fast racer must have the ability to speed up ones mind, to just go through the motions and movements in sequence, It's like time slows down, 1 operation at a time, even though this is happening in 1/8 of a second. Not many people have this ability at such a level, they are also athletes mentally. I spent the bulk of my early worklife building engines in open wheeler race circle here in Australia, then a stint in GP bike teams here, I learnt alot and have done alot of track time, and even now at 50+ I still club my Shelby AC Cobra for fun. Small side note. One of my early teachers who I bought my 1st car off became head mechanic for Peter Brock in the early 90's, was lucky enough to spend many years in those circles.
Something that wasn’t mentioned was that even with all of the mode switches, etc… you can see the steering wheel moving in & out, which controls the DAS which changes the toe angle of the front tyres
@@graciefolden2359 Too bad Ferrari had the original idea at least 5 years before the germans, but they were not allowed to use it for the entire Season like they did for Mercedes. And by the way, it was illegal since the beginning, because there's the Parc Fermée Rule and tyres camber is part of the setup of the car, which you can't modify after Qualifying. So what you are witnessing in this video is an illegal car they allowed to win the Championship, just like they did with the Mercedes Grandfather, the Brawn GP.
Brake migration means, essentially, that the brake balance shifts during braking. The drivers trailbrake. Meaning they initially fully press the brake and then gradually ease off. During that process, the migration will shift the balance around...depending on driver preference, track and setup.
Yep. This is one of the better explanations. Normally brake migration will shift the brake balance forward more the heavier you brake. Then as you trail off the balance with shift backwards again.
@@azzifyy5988 It's not one of the better explanations because it's wrong. Brake balance itself does not change during braking...it's hard enough not locking the brakes as it is...imagine braking while the balance changes on you as well as the aero wearing off...that would be insanely difficult to do if not impossible by a human. What changes is the way the rear tires brake while the brake pedal is being released and more weight comes back over the rear but since the brakes are being released they would brake less and less essentially wasting braking potential. So the brake migration shifts this extra braking potential onto the KERS system (brake regen and/or engine braking) and thus more braking can happen. And they can under/over compensate this to get a more under/over steering effect as well. The effect is AS IF the brake bias were changing but it's in fact not so the driver can have his/her feeling of the braking unaltered.
@@marian-gabriel9518 It's interesting to see someone completely agree with something, and explain why they agree, while saying it's wrong. That's true skill right there. "means, essentially," = " is AS IF the"
@@Azmodon Mind explaining how the heck did you come to the conclusion that "essentially" is the same thing as "as if" ?!?! "As if" means literally the opposite of "essentially". Let me give you and example: "He was startled as if he'd seen a ghost." meaning he was startled but HAS NOT actually seen a ghost but the effect was AS IF he'd seen one. Now let's replace "as if" with "essentially": "He was startled [because] essentially he'd seen a ghost." meaning he was startled because he HAS actually seen a ghost. So no, not the same thing. My point there using "as if" was to agree on the outcome but not on how the thing works which was actually what was being discussed, not the outcome itself. Subtle but still different, I think you'd agree.
And then to think qualifying in Formula 1 is not just 1 car at the time on the track. All of the 20 cars have 18 minutes to qualify in round 1. It is a game of figuring out when the track situation is the best for your car to get the optimal lap. Usually the teams choose 2 sessions in those 18 minutes to get some laps done. Also the weather situation can get an issue with even more traffic at the same time. The 15 best get into round 2 for 15 minutes and do it all again. Finally the 10 best fight it out for the pole position for another 12 minutes.
Fun fact, BW or Brake Warming is internally known as "magic brakes" in Mercedes, Lewis Hamilton, whose standint start style is quite unique, holds the wheel by hanging his left hand on the top left corner of it (as left paddle is for downshift and ence not needed for the lauch) wich caused him to press it by accident (Magic brake, BW) and head into the first corner at 2021's Baku GP with BW ON, causing him to lock up the whole front end, miss the corner and finish the race dead last, as it was a red flag relaunch scenario with only 2 laps left. He left us then the infamous radio just as he rejoined after missint the turn "did i leave magic on?". Explanation: what magic brake does is to throw the whole brake bias towards the front axle, wich allows both the brake discs to heat up faster and subsequentially increase front tyres temp, and have throotle and brake pressed at the same time, wich increases the amount of burnouts they can perform while heading to the starting grid without causing damage to the power train (a regular issue while braking and flooring a car for temperature reasons) Hope you can read it even if the video is kinda old, will try to give as much info as possible in the others, love your content and would love to share as much knowledge as possible!
Brake migration is a tricky thing to wrap your head around but its used to help to stabilize and rotate the car on entry. It works by letting the rear brake pads lift off first in a controlled manner relative to the fronts. this gives the rear wheels more ability to rotate compared to the fronts which are letting off with slightly more pressure at the same pedal location.
Brake migration is a very interesting piece of tech. If you brake in a car, the weight of the car and the center of gravity of the car switches more to the front end due to the G forces. That means there is less weight on the rear of the car, but less weight on the tires and the same braking force results in locking up the tires. With brake migration the car changes the brake force accordingly so the wheels won't lock up. It's a very delicate system that uses g forces and weight transfer to determine how much brake force is needed in the front and the rear to avoid locking up.
@@barath4545 Yeah it's a incredibly precise and complicated process. Drivers have multiple types of brake migrations programmed in before every race. Some tracks have more elevation at some corners, others are more slanted etc. The driver is constantly changing BMIG throughout a lap.
As a lifelong NASCAR fan, I’ve been watching f1 now for 2 seasons and it’s insane. Can you imagine if NASCAR had DRS and could gain 16mph+ on the car in front of them using it??? The talent, reflexes and strength these guys (and gals!) have is absolutely mind blowing. Have you seen their necks?? They’re HUGE!! Necessary to keep their head still with all that g force on them. It’s seriously addicting though, so hope you’re watching actual races too!
The electronic boost is called ERS, which stands for Energy Recover System. It has a capacity (normally shown in %) and the driver can deploy it whenever they like. However, it is normally used on the straights and/or corner exits as that is where you need the most speed. When the car is off throttle or braking, the ERS will slowly recharge. For example, if you have 65% ERS and you brake for a corner it could go up to maybe 68-73% depending on the corner type. Also, it is typically deployed a lot more in a quali lap than in a normal race lap because obviously you want speed and it's only one lap instead of 60-odd.
ERS will charge whenever the throttle is below 85% (you don't have to be completely off throttle). and for quali, the ECU is set for "hotlap" and it's a constant deployment, not selective deployment. "overtake" is for selective deployment, where the driver pushes the OT button on the wheel, and gains all that extra power.
This is a great video/reaction, even as someone who's been watching F1 for years, I don't think much about how many things the drivers do per lap and I love it when something makes me think about just how talented these guys are! The mechanics too!
That car also had a toe in/toe out mechanism, where pulling or pushing on the steering wheel would adjust the toe in/out of the fronts to generate more heat in the tyres for certain corners.
Look how deep he goes into the turn before braking. He can adjust suspension and other things. Its insane as the pit crew can get feedback and tell him what is wrong and vice versa. Insane
drivers can't adjust suspension geomety or rates while driving. The dampers (shock absorbers) are carefully selected by the team, based on simulation data, and previous notes from the track, before the car even leaves the facility. Very rarely does a team change a suspension part at the track, unless it's broken. There is no changing of the anti-roll bars or spring rates while actively driving, as active suspension systems have been banned since 1994. The dampers can only be adjusted when the weight is off of the wheels, and by using a screw driver to turn a screw... This requires the bodywork to be removed. Under the technical regulations, there are no electronic monitoring components allowed in the suspension system, therefore no way to adjust on the fly. there are also no coil springs on the car at all. Indy cars have the ability to adjust the roll bars while driving, but F1 cars do not. Mercedes F1 had DAS or "Dual Axis Steering" for the 2020 season, but it was banned for 2021 and beyond. DAS allowed the driver to push or pull on the steering wheel to change the camber and toe settings to fit the section of track the car was in at any point.
Been watching F1 for over 40 years ,also I'm from Indy so I've been an IndyCar fan all my life but my first love is f1 . love the technology and driver skills . it's been a long summer brake and I'm ready for spa
These push laps can get super intense. There's a great video of Lando Norris in 2020 at the Austrian grand prix. It's the last two laps of the race and he's running in 4th, but the guy in front of him has a 5 second penalty from earlier in the race that will be added to his time. Lando is about 6,5 seconds behind him, so if he can gain 1,5 seconds (which is huuuuge in F1) in 2 laps he'll get on the podium. He basically puts in two qualifying laps back to back at the end of an already long and hard grand prix. The focus required is insane and its well worth a watch! ruclips.net/video/XgXo0509S28/видео.html
That wasn't just some "guy in front" that was Lewis Hamilton in the all conquering W11. The fact that Lando was able to pull out the fastest lap of the race on MCL35 was quite an achievement.
There is a quote out there: "If you have to think about driving, you're dead" These drivers can't think about pushing buttons while driving. That would be too slow and dangerous.
...but that's exactly what they're doing, constantly. The lap in this video is particularly short and simple; on the following lap in Qatar, Alonso makes more than a dozen setting changes, many mid-corner. ruclips.net/video/CT2kCuBEObU/видео.html
You also have three different diff wheels to cover entry, mid and exit of the corner. Recommandation ist to warch a monaco quali lap. They do around 70 interactions on the steering wheel in a 1:15 lap which is also extremely narrow. Also with around 1000 hp on just the rear without any electronics to help control that is insane in itself
Brake migration is essentially how much the brake bias changes during a single braking event. As you slow into the corner the bake bias changes in order to rebalance the chassis and set you up for mid-corner stability.
You commented on that 'crazy' steering wheel. You may be interested to know that that wheel costs over 3 times your average saloon car! It contains everything the driver needs - it is their equivalent of an instrument panel.
The workload for the drivers is actually less than it used to be. Around 2015 the drivers were allowed to freely adjust engine fuel maps, too, and the drivers had to adjust the engine during the lap according to engineer instructions to extract max power without overheating the engine. And it had to be done by the driver using the buttons because of regulations.
You have to see Michael Schumacher 2012 Monaco changing the brake balance during qualify, and turning onehanded at the same time, getting P1. That was an another level.
You probably know this but the reason he puts his hand down to the left is to block a little hole, which, by a series of ducts, reduced the air pressure over the rear wing. A kind of unofficial DRS.
It’s actually the use of weight when they brake. So when they hit the brakes all the weight shifts forward which actually effects the brake balance. As they come off the brake slightly as they slow down, they want the brake balance to migrate forwards or backwards. Changing this value will affect how fast / slow this happens
The new thing on the Mercedes W11 (the car shown in the video driven by Bottas) was the DAS system, Dual Axist Steering, so you'll see both of them that year pulling and pushing the steering wheel as they go around corners and what not. So all the button presses, turns, radio, battling, and then you have to push and pull the steering wheel while under that G-Force. Incredible machines and the W11 will probably the fastest F1 car that will ever be built because of the regulation changes we have now. Great video!
Nowadays I believe they qualify with race engines, and race tires. They used to have special qualifying engines and tires that were only good for around 3 laps, but had insane levels of power and grip during those three laps.
-Not true.- -There was never at any point any special qualifying tires or engines in F1- What does happen drivers that get to Q3 get an extra set of the softest tire available that weekend. But it's not a special tire, it's just an extra set. Also, starting this year, 2022, you no longer have to qualify on the race tire. You can use any set you want to start the race. As for the engines, after you drive out for the first time in qualifying, your car is in "parc ferme", or "closed park", meaning you CANNOT change any parts without incurring a penalty. This means that for the same weekend, the same engine must be used for qualifying and the race What teams can do, -and that might be where you're getting this confusion from,- is using an old engine to run during practice, and switch to a fresher one for quali and race Edit: missread original comment
@@PPedroFernandes they were definitely running 5.5+ bars of turbo boost pressure in totally unrestricted engines during qualifying in 1986, resulting in sometimes more than 1400 hp, in engines that were running within an inch of their lives. They most definitely did NOT race with those engines, they wouldn't have survived 10 minutes of racing! You are referring to rules that were introduced in 2005, nearly 20 years later. Starting with 2005, only one engine per car can be used during a race weekend. A few years later the rule was changed so the engine needs to last two race weekends. After 2005, changing the engine after second qualifying means the car has to start from the back of the grid.
@@PPedroFernandes yes I said nowadays they qualify with race engines and race tires. Which means they use the same engines and tires for qualifying and for racing. But qualifying engines were allowed until 2005, and I think the qualifying tires went away some years before that. On the other hand, it was the turbos that really made the qualifying engines spectacular as there's no easy way to add a few hundred horsepower to a naturally aspirated engine, so I guess they were less popular after the turbos went away.
@@rasmuswi I read your sentence completely backwards... My bad. Although there is still one correction to your original comment. Starting this year, you no longer have to qualify on race tires. You can just use any set you want
Brake balance is as you suspect. Brake Migration "adjusts the reset rate of the rear brake-by-wire system to keep brake bias where the driver wants it." Clear as mud for me!
I think it adjusts the amount of brake regen as the car slows down. If it is not adjusted, the brake bias will shift rearwards as the speed goes down during braking. Just guessing.
Brake migration is a part of electronic system in Brake By Wire SYSTEM which automatically controls the brake in corner entry and exit. If the car is understeer as the apex approaches the system would ask more the rear brakes compare to the front through the BBW to stabilize the car. Brake bias and brake migration is completely different. Brake Bias is the balance of front and the rear brakes. And Brake Migration is how bias moves forward or backwards during a braking event. Different Brake Migration modes are used in different corners. BMIG 1 is used heavy load braking zone. And BMIG 2 is used in low speed corner about 150 kmh apex speed like baku turn 1. Remember brake bias and brake migration is totally different. BTW strat 14 and 15 is used for saving fuel and cooling down the MGUK and MGUH after the race.
As cool as this is, you should check out Ayrton Senna qualifying in a stick-shift F1 car in 1990 Monaco, with few electronics....a different kind of concentration is required.
Might as well go back to the 70's stick shift death traps they raced then - only very little onboard footage available but the 90's had nothing on those other than being quicker. And so are todays cars, much faster but much more other things to pay attention to than shifting aside from driving. F1 is a constant evolution where the most significant step-up has been the safety of the cars that has been dialed up more than anything if you consider the speed they carry through corners now. The whole package F1 represents is indeed the pinnacle of motorsport in every aspect. And now they even managed to bring back exciting, tight racing by changing aerodynamics.
I see a lot of people getting into F1 now on YT, but you've really been watching the more relevant videos out there. Keep it up. PS: and this is not even close the most intense qually lap on YT LOL
I started to watch indicar after 25 years F1 and I enjoy the simplicity too. But I am so happy USA showing up. You are always great fans to have around.
Avid F1 fan and have watched for some time now, it’s awesome watching somebody who isn’t used to or hasn’t seen much F1 get into it and understand it and hearing the insight and awe of how fast this sport is, what’s crazy is that this was Bahrain short which is a fairly simple and straightforward lap compared to a track/lap of somewhere like Spa, what they put themselves through during a weekend is so intense and they’re doing 22 race weekends a year it’s crazy and they deserve the upmost respect. First time watcher from the UK, great content and looking forward to seeing some other videos 💪👌
brake migration is a setting that moves the brake balance from a rearward bias (better for straight line braking) to a forward bias (better for trail braking) as they reduce pressure on the brake pedal and start to trail brake giving them better turn in, more migration equals a bigger shift in brake balance.
My favorite personal F1 moment. Zandvoort 2021, after 35 years F1 came back to my country the Netherlands. And I had tickets for the whole weekend, in the year that turned out would be the year my fellow Dutchman Max Verstappen would win the championship. At Zandvoort he got on Pole Position AND win the race the next day, it was one the best weekends in my life. Made tons of friends and had a blast. It was one big orange party. Being there, seeing all the F1 drivers and seeing Max win, priceless, even though the tickets were pricy, it was worth every cent. 🧡🇳🇱🏎😃
Brake Migration is very complicated to say the least - To explain as simply as possible, basically as soon as the driver begins to lift off of the brake pedal, the rear brakes will release prior to the front brakes, meaning that the brake bias will begin to migrate towards the front brakes. The front and rear brakes are hydraulic, but the front brakes cannot have a brake bias valve on them. The brake migration wheel on the steering wheel allows them to change the timing and balance between the front and rear brakes, to prevent locking up in different corners and to maximize exit speed.
I believe they can also adjust differential settings with a side knob, with pre sets for mid, slow and fast corners. And if you can hear it, as soon as DRS opens up, engine rpm’s spike up, like an engine boost of some sort gets turned on, but it is just less drag overall on the car.
And that brake warming button is what got Lewis into a crash after a restart last year. He forgot to reset and all the braking went straight to front tires, which is used to warm up tires by generating heat riding front tire brakes. So much about F1 is about being able to understand the complex machinery they are racing. In many way this is an engineering exercise to mass market a brand on top of 100-500 mill championship winnings.
Brake Bias is the ratio between the braking pressure across the front and rear axles when you stomp on the pedal. 58.5 means 58.5% of the pressure goes to the front wheels and the rest to the rear. When they start braking for a corner, drivers almost always go 100% on the brakes since they have a lot of downforce pushing the car down, so the wheels can't lock. More rear brake bias will allow the car to turn easier, while more front bias will allow a more stable, but might be slightly slower braking (that's why most cars with high downforce almost never go above 60.0 BB). As they slow down the downforce decreases and they start to ease off on the braking pedal and start turning in. Now brake migration comes into play. It's what happens in that phase of braking and turning in while easing off the pedal. When they initially hit the brakes a lot of the car's weight shifts forward, thus more front brakes pressure. But then when easing off this weight "migrates" to the rear. You might want 58.5% BB for the initial braking, but now that you are easing off and starting to turn in, you might want 54.0, then 0.05 secs later you release the brakes a bit more and want 48.7 then another 0.1sec later even 30.5 to make the car turn in even more. The brake migration system makes it possible by automatically and constantly adjusting the balance based on the force you press the brakes with, the steering angle and the wheel speed. Then once you release the brake pedal completely it automatically goes back to the selected Brake Bias by the driver.
Glad you like it, you should check out Senna and how he drove the turbo cars from the late 80's... continuously tapping the throttle whilst trail braking to keep the car in boost whilst MANUALLY changing gears. AMAZING.
I got this from Reddit ;-) First, a little bit about braking technique in F1. The general idea is to stand fully on the brakes initially and use the car's downforce to assist in braking, then gradually back off the pedal to avoid lockup as the car slows and downforce comes off. Brake migration is what happens when the driver starts backing off the pedal; the rear brakes release slightly quicker, and brake bias migrates toward the front. This effect was compensated with the brake bias adjustment knob. Since only the front brakes are hydraulic now, they can't use the traditional bias valve. So they put the BMIG switch on the wheel to give some adjustment.
I watch F1 from South Africa and I have been watching since 1994 I wouldn't be able to explain as good as the 2nd comment you got but I can see that you are catching up quickly. I will keep watching your reactions so good luck with that
I've been watching F1 about 35 years and it is amazing to watch on TV. But if you ever have the chance to see a race live at a circuit - the cars are so fast in a straight line and quick around the corners, you won't believe it. They're miracles of engineering. If you ever get a chance to go and see them live in action, take it because you won't regret it.
The electric boost was the KERS system, it was use during the late V8 era. Now with the hybrid they set the intensity of electric power they want to use, they reload the battery on braking zone. In a qualify lap it set full power all the lap but the battery is almost empty at the end so they can’t go for another fast lap. Into race they have to manage it to optimise the electric power and save the battery, so it’s very strategic, like the "push to pass" in indycar.
Brake migration basically changes the relative brake balance as the driver comes off the brake into the corner. You don't break in an F1 can the same as most other cars because of how much downforce they have and how quickly the slow down. You have to smash the brake as hard as possible initally and then bleed off the brake as the speed and downforce comes off as the grip available reduces drastically
Brake migration is something allowing later braking by changing the brake balance (or brake bias) when releasing the pressure applied on the brake pedal, the less you are braking, the more the brake bias is positive
You didn't notice how he first pulls the steering wheel towards him on the first long straight and then pushes it back again before or during braking. Mercedes was able to adjust the toe-in of the front tires while driving this season. This was only done on long straights. I think it lowered the front end. Through which an audible speed was achieved.
Mercedes before the new regulations had a very high DEG (tire degradation) and a hard time warming tires up, The DAS system was primarily used for the tire temps.
What’s even crazier is that while they’re driving at that speed and managing all the aspects of the car, they’re also having a calm conversation with their engineer over the team radio!
The word you were looking for a third way through was ‘KERS’ Kinetic Energy Recovery System, basically it’s a battery power regeneration (recharging) through braking during the lap. It can add an extra 20-30bhp as and when required!
I know I'm late to the party, but I've seen a few of your videos now and I like that you're trying to learn the sport, so it was about time I subbed. A few things I've not seen others mention; some braking is done under turning. There's no ABS on these cars. So shifting the balance from front to rear etc. helps reduce lock ups. Another iteration of this circuit used in the championship is the Bahrain GP. This is the Sakhir GP where they use the outer track layout. On the Bahrain layout, turn nine is a sweeping left hander that goes down hill into a sharp left hander at turn ten and it's really easy to lock a rear brake and lose the back end, however at turn one, there's heavy braking zone and a hairpin at the end of the straight and it's easy to lock the front. Changing the brake bias through the lap means they can attack every corner precisely. These cars are turbo hybrid, they harvest kinetic and heat energy which can be deployed via a battery during the race, to assist further in overtakes, and in defending when the guy behind them has DRS. Since 2019 (I think), the cars can no longer have different engine modes for qualifying, as in, they cant run the engine rich for qualifying and turn it back down for the race. So the boost for the hot lap now comes from deployment of the harvested kinetic and heat energy as electrical energy for an extra 160 or so horsepower when deployed, rersulting in 10-20 KPH of extra speed. During qualifying, the battery is drained through controlled consistent deployment over the course of the lap. If not set correctly they can run out of battery energy before the end of the lap and will lose time. During the race they're only allowed to use it for 30 seconds per lap. When it's in charge mode, usually on the cool down lap after a hot lap, it deploys no energy and recovers energy from heat of the engine and brakes. Sometimes, more so during practice, they will do a hot lap, then a cool down lap to recharge the battery, sometimes two cool down laps, then another hot lap. Less so in qualifying as you really only get one lap out of a set of tyres. Something else you may not know, these brakes are "BBW", brake by wire. The brake caliper and drum housing and such is a separate unit, not connected to the car by way of hoses or direct feed from the brake pedal. When a driver depresses the brake pedal, basically a wi-fi signal is sent to the brakes to engage. Someone else mentioned DAS on this car, it stands for Dual Axis Steering. They would active it on the straights, giving more toe in, therefore more scrub, therefore heating the tyres quicker, or deactivate it before turns to provide more lateral grip. Right at the start there, you can see as the camera zooms in on the steering wheel, the driver pulls it back a couple of inches. The steering column is linked to the tie rods in such a way that it changes the toe. F1 has since moved in a direction of trying to make rules clearer, with less room for loopholes, and if they find someone exploiting the rules outside of what they intended, they will address it. The use of DAS was one of those cases and it was banned the following year. You are not supposed to change suspension geometry after the car enters the track for the first time in qualifying, right through until the end of the race, during which they are in "parc fermé" (pronounced 'park firm-ay'), a French term meaning "closed park", where after no further changes can be made to the car other than front wing adjustments and tyre pressure adjustments. No one can even touch the cars, let alone make changes. Parc fermé in physical terms is an area of the track grounds, usually in the pit area, where the cars are parked after the race where they await inspection, and is extended to the entire track during qualifying and the race. You are supposed to find the right setup for the entire track during practice and not change it. DAS was a work around this as it moved the suspension as a whole and technically didn't change the geometry between parts of the suspension. The sport's governing body, the FIA, banned it the following year as it was not "in the spirit of the rules".
What Brake Migration exactly does is complicated and somewhat secret, but it basically comes down to how the rear brake pressure reduces when going off the brake(in someway similair to a non linear pedal), the rear brake is not directly hydraulicly connected to the brake pedal(the front wheels are), but controlled with a wire(kind of electronic-ish) which allows for these adjustments.
I cannot even comprehend being on this level but have you ever found yourself 'in the zone'. Like riding a bike where you don't think but you just act instinctively ? You check this, see that, move a button, react to a movement and manage your fear and control your emotions. These guys a on another level !!!
Well I can explain some of the buttons. Brake balance is the brake bias general adjustment while brake migration means the balance applied when brake pedal is fully pushed. Electronically you can adjust the percentage of brake pedal starts changing from BBAL to BMIG. There is a ramp normally starting at 50% and ending at 100%. This is usefull as you can prevent blocking the rear wheels in the big braking points, while you can keep a rear braking balance in mid cornering, where you keep a small amount of braking in order to keep the car rotating (Trail Braking). The brakes are controlled by Brake By Wire system (BBW). Brake Warming (BW) is a mode you use in the warm up lap, It is used for warming brakes to its temperature window but also, this way you can go slower in the warm up lap so you'll get a lower tyre degradation while using brake pad heat to keep them hot enough. ERS modes go from 1 to 16, it's called "strat". Apparently Strat 1 in Mercedes mean "charging" so there is no deployment from electric battery, so the car does not receive electric power (that cost around 160 horsepower). You use it when you are in warm up lap or after qualifying, in order to do another attempt later on. Mode 2 is the fastest setting (electrical deployment maximum, for qualifying) and mode 16 is the slowest apart from Strat 1. Modes 3-16 are used during races. DRS allows rear wing to switch to straight line mode, where the rear flap goes up so the rear wing is not working, creating a turbulence that reduces drag significantly.
During the race and qualifying they change things like: -engine/fuel modes -brake balans, sometimes different brake balans for EVERY corner on the track -ERS mode changes (like in this video STRAT 2, quali mode is giving all extra stored energy so they can run the fastest lap, but after the battery is empty he changes it back to STRAT 1 which is the battery charge mode). -ERS takeover button is sometimes also used to have a short period of time extra energy that is stored by the battery. -DRS is used at 2-3 fixed points on the track (mainly on straights) where they have to manually turn ON the DRS, turning is OFF is automatic when they brake. -Differential, they change the diff settings on the fly multiple times during a lap (a setting how the left and right wheels react on/off throttle) And maybe i am forgetting stuff. You should play a game like f1 2022 with a steering wheel on simulation settings where you can do all these things yourself, its crazy all the things you can change during a lap when you try not to hit the barrier :D
BMIG is the migration of the braking force from front to rear as the car decelerates... the BBAL is your initial break balance. As the brakes are hit, alot of the car's weight is thrown onto the front end, then as the speed drops, the weight begins to shift backwards. It's during this weight shift that the brake balance with automatically migrate toward the rear end of the car to prevent locking of the front end... without BMIG, the driver would either have good braking during the initial braking phase, but then struggle to slow the car as the weight transfers. They've also got super complex differential settings that adjust the amount of diff lock on corner entry, apex and exit. all working together to get the car to rotate properly through the corner.
Thanks bro! Thank you for choosing a Finnish F1-driver Bottas! Kimi Räikkönen had also so called "bullshit" detector-button to keep the team in line. "Shut up! I know what I am doing"!
Brake balance is brake bias as you usually understand it. Brake migration is the dynamic chage in brake bias under braking to take full advantage of the weight transfer. The ideal profile changes with ths speed and type of corner, hence the multiple settings. Brake balance related settings are the main focus during a quali lap, and they can adjust them multiple times during a single a lap, but they can also throw in some diff settings adjustments as well. The workload and focus required is just crazy.
brake migration is how brake bias changes with the brake pressure, so if you press the brakes 100% the bias will be 56%, but if pressed 20% (like in a corner) the bias will be 54%
If you watched in the beggining of the video you can see hamilton pushing in and out on the wheel through tirns and straights. Its called the DAS (dual axis steering) system, it almost pigeon toes the front wheels to better hsi grip through the turns. So hes steering in two different dimensions
The brake migration is a dynamic change of the brake balance as a function of the brake pressure. Here's how it works : Under braking, there's a weight transfer happening in the car. It's the same kind of weight transfer you can experience when you stop any vehicle abruptly - in a road car, you're thrown into your seat belt. F1 cars use this kind of weight transfer to their advantage and shift the brake bias towards the front of the car when the drivers first hit the brakes. When they then slowly come off the brakes to prevent locking up, the weight transfer to the front is reduced. At that point, the brake power is migrated rearwards - by how much depends on the track and the type of corner. Drivers can adjust the brake migration on a corner-by-corner basis through a rotary switch on their steering wheel. Just before the turning point you could move the brake bias almost entirely to the rear to give the car a bit of oversteer, allowing it to turn more quickly - similar to the effect of pulling the hand brake in a road car.
At 1:05 , You can see him pushing the steering wheel... This is DAS(Dual Axis Steering) made by mercedes, which adjusted the tow of the front wheels on the fly... it was banned in 2021. They used it for warming up the front tyres, Different tow for the corners and the straights.
if you noticed before he started the lap he also pushed his steering wheel in which activated DAS (dual axis steering) that literally changed the toe/camber of the front wheels. it was only in use for the 2021 season though
The current F1 cars are hybrids which can harvest energy during the braking phase. The energy is taken of the rear tyres. Due to how fast and how much you can charge the battery the braking action has to shift between the conventional brakes and the regen brake. Since the rear conventional brakes are undersized any shift in the regen/friction brakes requires a shift in brake bias which is automatic according to the selected BMIG setting. The brake migration is the setting for how aggressive that balance and change is, while brake bias/balance is the classic front to back static distribution of the total braking force. But in total BB will depend on a variety of variables like how full your battery is and how much or fast you are charging them.
Brake balance: the ratio of front brake pressure vs rear break pressure Brake migration: computer changing brake balance throughout the corner When changing brake migration you switch between presets. And when changing brake balance you can choose between different presets or you can adjust it with the bb+ and bb- buttons
The hybrid engines use battery’s for extra power. When they charge down the straight they hit a button called overtake on their wheel which activates their ERS (Energy Recovery System). The Ers consists of the MGU H and MGU K (Motor Generation Unit Heat/ Kinetic) that harness waste heat energy from the turbo charger and waste kinetic energy from the braking system. This energy is stored in the battery and when activated gives the car a significant boost. It only lasts so long, taking corners (breaking) and accelerating out of those corners (turbo charger) charges the battery back up
Brake migration is to control the brake release timing between the front and rear. Driving F1 requires mastering degressive brakings, so as the driver gets off the brake progressively in the braking zone, it releases faster on the front than in the back with more brake migration, to avoid lockup but on the other hand less turnin as the car will rotate more from the backend when the rear is unloaded so they play with that on occasion and specifics corners/sectors that are either more challenging with lockups, or rotation.
The 4 big numbers around gear number (in the middle) indicates the tires temperature. It's a very important information during a flying lap because each type of tires ( from C1 to C5) works better in some specific temperature range. Probably someone here may already said that drivers must pay attention to prepare or even keep the correct temperature during the flying lap to obtain maximum grip (especially in fast corners or after slow turns that requires more traction after turn apex)
The "main" things they fiddle with the buttons are diff settings and brake balance from corner to corner. Brake migration means how much the brakes migrate during braking from front to back As all cars with heavy downforce(Indycar,Lmp,F1) they have to/can push the brakes as hard as they can at the start of the braking and ease of gradually when the speed drops down to not lockup.
in a race, F1 drivers are changing settings constantly throughout the race as well, depending on how their car is doing, whether they're battling, pushing or conserving, and changing brake bias constantly to setup for the upcomng corners, conditions, and tire states. it's all very intense. If you want a crazy F1 tech thing, look up the Williams FW15C, built for the 1993 season and still generally considered to be the most technologically sophisticated f1 car ever built with active, computer controlled suspension, abs, tc, and even a very early drs/push-to-pass system consisting of using the sophisticated suspension to alter the angle of the car in such a way as to stall out the diffuser! it was so totally designed and built around the computer-controlled systems, in fact, that when they were forced to scale the systems back by new rules that the drivers struggled hugely with it.
There are plenty of videos (some by drivers) explaining the buttons on their steering wheels. The interesting thing is that wheels are custom to the drivers, so they might carry over a specific layout from their former team into their new one.
I believe that the brake migration system on the Mercedes car adjusts the brake pressure to compensate for the current brake temperature. They use a brake-by-wire, so the pressure applied is adjustable. If the brakes are hot, less pressure is needed to get full breaking power, and changing that setting helps prevent lockups. And vice versa if they're cold.
i love car people or people involved in their hobbies that are humble and is aware of the extent of what they know some people dont realise its okay not to be a master of everything
4:37 As far as I know, here's what some of the buttons on the steering wheel mean: • N button: neutral • +10/+1 buttons: changes pages on the dashboard (there are lots of parameters to be monitored by the driver such as speed, temperatures, brake bias, fuel mixture, hybrid engine mode etc and the dashboard is not big enough to fit them all in one single page, so with these buttons you can swipe 10 or 1 pages full of other parameters) • BW button: Brake Warming • PC button: should be Pit Confirm (a button drivers push to confirm they copy the "box this lap" message their engineers tell them on radio to call drivers on pit lane to change tires, sometimes engineers say "box and Pit Confirm") • PL button: Pit Limiter (speed on pit lane is limited to 80 km/h in road courses and 60 km/h in street circuits) • ENTRY/MID rotaries: changes on rear differential setup at the start (ENTRY) and in the middle (MID) of a turn (it changes vehicle dynamics in order for the driver to find the most suitable way of dealing with high- or low-speed corners) • EB rotary: Engine Brake (drivers can adjust how much the car decelerates while throttle pedal is lifted up) • BBAL rotary: Brake Balance (distribution of brake force between the front brakes and the rear ones, which can be varied depending on the speed drivers travel through a corner; these numbers on the rotary should be presets) • MARK button: if there's an error message on the dashboard or the car feels "funny", drivers can pin that exact moment by pushing this button, so that the engineers can review the telemetry and the log in order to see what went wrong • ACS button: I personally don't know what this does • OK button: I personally don't know what this does (maybe another confirm button) • HISPD rotary: I personally don't know what this does • BMIG rotary: Brake Migration (I don't know either it shifts the brake balance to the front or to the rear of a certain amount or if it changes the brake balance to pre-set values) • TALK button: driver pushes that button to talk to the team by radio (which is two-way) • BB-/BB+ buttons: brake balance adjustments (more precisely than the BBAL rotary in order to reach values which are different to presets or do minor adjustments on the go; there are some drivers who adjust brake balance from one corner to the next one) • STRAT rotary: fuel mixture presets (as far as I know) • HPP rotary: electric engine power deployment presets (as far as I know, in order to have some shades between "maximum attack" and "energy saving") • Central rotary: these are macro-presets (I don't know if it's a correct term, anyway it changes a lot of parameters of car and engine only by rotating from a place to another in order to deal with different situations). Behind the steering wheel there are two paddles for gear shifting, two paddles for the clutch and on the 2020 Mercedes there should be also a paddle which "activates" the infamous DAS (Dual Active Steering, which is now banned and it used to change the camber angle of the front wheels in order to heat the tires faster and not overheat the brakes). DRS activation button (or paddle) is also on the back of the steering wheel. Mercedes also uses another rotary on the steering wheel to let drivers choose which tire compound they want the team will mount on the following pit stop without openly talk via radio (so without letting other teams know in advance).
2020 merc also had DAS ( dual axis steering ) to assist in tire warming. you can see near start of lap Valtteri push the steering wheel inward to deactivate it and change the toe angle of the front wheels.
Brake migration basically sets how fast the brake caliper release the brake disk after the pedal released or basically, adjust how fast the brake resets to neutral position.
Im a 47 year F1 fan enjoying to see you learning what F1 is, I know Nascar and Indycar racing because of following former F1 and because fellow Dutchies who went there. It is about time 'American' racers coming to F1, there were few who have but with mixed results. Have fun scoping through the massive amount of F1 content there is to be found for you on YT etc.
@@rasmuswi I saw him and all those other epic F1 racers at the Dutch F1 GP from 1975 to 1985 at the old Zandfoort circuit layout. Seen the scrited ground effect cars come and go, back then race cars were quite unsafe.
Haven't seen anyone else mention it, but in F1, everyone runs qualifying at the same time. Yellow flags and other people on track are all things to consider during quali. You should check out a session or video explaining the set up of Q1, Q2, Q3.
I was thinking that they only wish they had the track to themselves on quali
Exactly. In Qualification, the driver doesnt have the track just for himself.
Many a qualification lap has been binned due to actions of other drivers.
@@jacobmott8584 I think the reason that’s not the case is because it turns Qualy into more of a mix-up, and shenanigans attract viewers to watch qualification sessions which compared to the actual race receive far less viewership which F1 needs to keep afloat
Exactly, it’s up the guys and girls on the wall to find you a good gap to go for a clean run, but even then an unaware driver on a slow down lap can cost you pole position for Sunday.
"Looks at all the buttons on the wheel"
My mind: *Gentlemen, a short view back to the past*
SAME 😆
Thirty years ago Niki Lauda told us
@@mistahcahawking ”take a monkey, place him into the cockpit and he is able to drive the car”
If u put a monkey in the car
@@mistahcahawking put a traight.. trained monkey into the car and he will be able to drive the car... 30 years later...
Let me try to explain at least some of the terms used:
Brake warming - F1 cars use carbon brakes, which work effectively when they're hot (400-1000 degrees celcius), so on the out lap (the lap out of the pits, leading to a hot lap) driver must warm the brakes to this temperature window. Brake warming mode changes brake bias, pressure etc., so the brakes warm up faster. On hot lap you most definitely want to turn this off, otherwise the brakes would overheat and even catch fire in few corners
Strat 2 = quali mode - the engine and the hybrid system (called ERS, Energy Recovery System) turn in the top performance mode. It drains the battery like hell, but gives 100% power avalaible. Needless to say, on quali lap drivers don't care about fuel or enegry consumption, the just want to do a lap as fastest as possible
Brake migration - I'm watching F1 for 28 years, but I don't know what that means, it seems I need to do my research 😁
Brake Balance - that one is easy, it's brake power distribution between front and rear wheels. In heavy braking zones you want to set this bit more to the front, to get most stopping power, but in the medium or high speed corners it's better to set it more to the back, to avoid front wheels locking, or car instability while entering the corner
Strat 1 = charge mode - opposite to Strat 2, sets the hybrid system to not use any power, but to recharge the battery
DRS - Drag Reduction System - F1 cars have a moving part in rear wing, which "opens" the air flow through the wing, allowing to reach better straight line speed, but of course at cost of downforce. There are zones set on every track, where it is allowed to activate it - understandibly on long straights. In qualifying sessions drivers are allowed to use it in every zone without any limitations, during races you have to be less than a second behind driver in front, to use it. There'a a detection point before DRS zones, where the time difference is measured, and if you're close enough, you can use DRS to make the overtake easier
Brake Migration afaik has to with the following:
1) While braking the weight transfers from back to front, they use this physics effect to have more brake bias towards the front brakes (extra on top of normal brake bias).
2) To prevent lock ups, drivers slowly ease off the brakes, reducing the effects happening at point 1.
3) At the point of easing off the brakes, the bias needs to go further to the rear brakes.
4) BMIG is the rate of which the proces of point 3 happens. They want to change this from track to track and even corner to corner (as there's corners going uphill, downhill, banked, etc.)
Hope this clears it up.
Brake migration - a dynamic change of the brake balance as a function of the brake pressure. They use this kind of weight transfer to their advantage and shift the brake bias towards the front of the car when first hitting the brakes. When they then slowly come off the brakes to prevent locking up, the weight transfer to the front is reduced. At that point, the brake power is migrated rearwards, depending on the track and the type of corner this can be changed by the driver from the steering wheel.
@T. Dougs no, there's nothing coming from the brakes itself...it's the Kinetic Energy Recovery System that is effectively a beefed up version of what most EV's do too...and there's energy recovery from the exhaust chamber heat: MGU-H (Motor Generator Unit - Heat)
@T. Dougs Brake heat is basically only used for warming up the tyres.
@T. Dougs that's the kinetic energy recovery, used to be called KERS in it's first iteration and now is MGU-K and is also coming from the engine...connected to the crankshaft and is in essence a electric engine that spins both ways. So while braking it will generate electricity and sends it to the battery. Then when accelerating it will power the wheels too.
The MGU-H generates the heat from the exhaust gasses and is connected to the turbo's (which also run on the exhaust gasses of course :-) ) and it also creates energy that is sent to the battery (of which there's only one). The MGU-H also can spin up the turbo's sooner that the exhaust gasses do so the turbo-lag is reduced or negligible even.
Depending on needs then the drivers can choose to deploy energy during the entire lap (for more laptime) or just on the straights to fend of other drivers or attack someone in front.
One of the buttons opens the machine guns at the front of the car, another releases an oil slick out the back, one is an ejector seat and finally the last button turns it into an aquatic car
Don't forget the bullet proof wing on the back
All right that's what I'm talkin about!!!
Surely an ejector seat is only useful in a 2 seater lol
@@MartinArscott1 tell that to Romain Grosjean
@@MartinArscott1 you're not supposed to notice that tiny important detail although with some of the crashes, I'd rather take my chances exploding out of the car and gently floating down with a parachute than being cut out of a fireball. Was it Grosjean?
It's refreshing to see someone who appreciates all forms of racing rather than putting down racing series they're not really familiar with. All forms of racing take skill, and dedication and assume a lot of risk.
W
Hell yea true petrol heads like all forms for motor racing!
Well, you can't put down F1. It's the pinnacle of motor sports.
Any true Motorsport fan can learn to appreciate all forms of motorsport, even if they may not watch it or enjoy it as much
You should react to Michael Schumachers qualifying lap at Monaco in 2012, the adjustments he makes are insane plus the fact he’s 43 at the time
One of the best laps of all time
Michael Schumacher is the best F1 racer and I am also following Michael Schumacher son in F1
@@cameronheidelauf9623 well.... his son is not the best F1 racer.
@@ericgijsbertsen46 Yet... Maybe one day, or not...
@@MrzerchIDMX62 no he have not got it .....but he can affort to play arround
Brake Migration afaik has to with the following:
1) While braking the weight transfers from back to front, they use this physics effect to have more brake bias towards the front brakes (extra on top of normal brake bias).
2) To prevent lock ups, drivers slowly ease off the brakes, reducing the effects happening at point 1.
3) At the point of easing off the brakes, the bias needs to go further to the rear brakes.
4) BMIG is the rate of which the proces of point 3 happens. They want to change this from track to track and even corner to corner (as there's corners going uphill, downhill, banked, etc.)
Hope this clears it up.
Hence why they use the word migration, they transfer, move the brake bias from the front to the rear, we will call our system braking migration. These formula One driver would go over all the buttons and steering wheel controls and data before they even hop in the car and in testing they can talk to there team and get further instructions on how to get the best out of the data being feed back from the mechanic.
Actually brake migration acts at the rear only and is a combination of how much stopping power is given to the rear of the car by 3 things, the calipers, the kinetic recovery system and engine braking. It's all controlled by the BBW system, has nothing to do with weight transfer etc as that's controlled by the balance. Migration allows for the increase and decrease of braking at the rear mid corner to allow the car to understeer or oversteer without any pressure difference at the pedal.
@@shypop7735 well, I will completely disagree with the statement that it has nothing to do with weight transfer because that's the major reason for it. I mean I just simplified an explanation given by the Mercedes F1 team and they specifically mention weight transfer from braking effect. That effect is wearing off because the brake pressure is slowly decreased by the driver while stopping before and into a corner (trail braking). At which point the physics of weight transfer is returning to a more neutral state just before it flows to the back again under acceleration. Or as what you describe as entry- to midcorner and affecting under/oversteer.
I didn't say how it works, but what you describe sounds plausible but that doesn't go against what I said. Because by varying the braking power at the rear you effectively change the brake bias as well. So that doesn't go against my more simplified explanation.
@@MaartenOosterbaan You are both almost correct. The brake bias shifts hydraulic pressure from a more neutral standpoint to a more front biased braking power (and vice versa). And its effect is, as you said, correlated to the wight transfer. But what's interesting is the reverse of that: when drivers release the pressure on the brake pedal, the weight doesn't shift back to the rear as sudden as when it shifts to the front, because of inertia, and also the rear brakes let go of the disc sooner (due to the brake balance being on the front more) and not all the weight comes back on the rear axle quick enough and the, now, less braking force on the rear means that once the weight does come back over the rear wheels there will be an imbalance in forces between the two axles which can cause instability and to mitigate this they use the KERS(brake regen. and/or engine braking regen.) to compensate for that "loss" of rear braking...and they migrate the braking from hydraulic to electric to keep the transition to "off the brakes" smoother and even overcompensate/ under compensate to allow less car rotation or more (under/over-steer), respectively...and also has the nice benefit of charging the battery.
Or to put it in other words, the driver needs to release brake pressure as the aero wears off to not lock the fronts; more wight now starts to go to the rear but the brakes are just being released but having that weight coming back, means more braking can be done using it so a transition to electric braking is done such that as the hydraulic pressure decreases the electrical load increases but only as long as the driver has not fully released the brake OR the brake is fully depressed but the accelerator pedal is not pressed and the engine is still braking and thus using the KERS and thus amplifying the braking effect which stops as soon as the accelerator starts to be pressed. So brake balance is strictly for the hydraulic braking system and brake migration is between hydraulic to electric braking.
@@marian-gabriel9518 I just decided to keep it simple for people with less physics or racing knowledge to understand it....don't think my explanation is incongruent with what you're saying but I just kept it simple...not because of my personal understanding but for the people reading it....not always necessary to make things overly complicated if not really needed.
This sport is intense. Ricciardo has been dropped and there is endless talk about how bad he is doing..... AND then you check the stats and he is less than 1/2 a SECOND slower than his team mate on a short track. Now that is pressure!
That's a LOT of time if we're talking about F1
Half a second around Austria is an eternity in F1 🤷🏽♂️
Hopefully he gets his money and a seat next season 👍
@@drummerboy2834 yeh I know.. But if he pushed harder and crashed they would not be happy. Spose that's why they get the big bucks.
@@briangill4000 Tom Stallard is a trash race engineer, he’s had over a year to get the car braking setup for Daniels style… They dgaf coz they got their golden boy already 🤷🏾♂️
Half a second a lap around Austria is 35 seconds over a full race. That's over half a lap slower over a race distance before you even get started.
That's like being in 100m sprint race but you need to start at 150m
I have to say, Your reactions seem so genuine. I love how much you like this, its contagious.
Keep it up man.
I like it how you explore our Formula 1 and how respectful you are at all. Regards from Germany. Tom
Much Thanks Tom 😎
each steering wheel is custom to the driver. Hamilton 2020 spa qualifying is a wicked lap
I think you mean 2020?
You meant 2020
2021??? You mean 2020...
Incredible lap
it has been a good lap no question but everyone know the 2020 merc was the fastest f1 car ever , it has been wicked and unbeatable
Wow! It so wonderful to see such an honest heartfelt comment on Formula 1 from such a knowledgeable US Motorsport aficionado. I have been a formula 1 fan since I was a child and I am 54 years old... I was born in Switzerland and I now live in Miami. It is truly delightful to watch how true fans of motorsport are looking at this relatively new sport in the US with open and enthusiastic eyes, instead of feeling any sort of threat or competition with their established NASCAR and Indycar. That's a true love of sport! Respect!... and welcome!!!
I believe this is a 2020 Mercedes’, and they had a system called DAS where the steering wheel also moves forward and back, which changes the toe of the front tires
Was the W11 (2020) or the W12 (2021) that fast af mercedes?
@@chrisi7127 W11 was by far the grippiest car ever produced, not necessarily the fastest, but yeah it was way faster than any other car on the grid that year
Yes this is right, Lewis Hamilton had this on his car
@@TrackRecord3455 so did Bottas, he was literally using it on the outlap
Ian, let me explain something nobody else has touched on, You are amazed at how they can still hit and manage buttons while everything is happening so fast. 1) after years of feeder classes one gets used to speed and doesnt really feel it, The concentration is purely on the track points, and driver motions required. 2) A fast racer must have the ability to speed up ones mind, to just go through the motions and movements in sequence, It's like time slows down, 1 operation at a time, even though this is happening in 1/8 of a second. Not many people have this ability at such a level, they are also athletes mentally. I spent the bulk of my early worklife building engines in open wheeler race circle here in Australia, then a stint in GP bike teams here, I learnt alot and have done alot of track time, and even now at 50+ I still club my Shelby AC Cobra for fun. Small side note. One of my early teachers who I bought my 1st car off became head mechanic for Peter Brock in the early 90's, was lucky enough to spend many years in those circles.
Something that wasn’t mentioned was that even with all of the mode switches, etc… you can see the steering wheel moving in & out, which controls the DAS which changes the toe angle of the front tyres
Yeah that was cool to see Merc's toe in tech in use, to bad it was outlawed, they must have not have been willing to share it with others.
@@graciefolden2359 Too bad Ferrari had the original idea at least 5 years before the germans, but they were not allowed to use it for the entire Season like they did for Mercedes. And by the way, it was illegal since the beginning, because there's the Parc Fermée Rule and tyres camber is part of the setup of the car, which you can't modify after Qualifying. So what you are witnessing in this video is an illegal car they allowed to win the Championship, just like they did with the Mercedes Grandfather, the Brawn GP.
Brake migration means, essentially, that the brake balance shifts during braking.
The drivers trailbrake. Meaning they initially fully press the brake and then gradually ease off. During that process, the migration will shift the balance around...depending on driver preference, track and setup.
Yep. This is one of the better explanations. Normally brake migration will shift the brake balance forward more the heavier you brake. Then as you trail off the balance with shift backwards again.
@@azzifyy5988 It's not one of the better explanations because it's wrong. Brake balance itself does not change during braking...it's hard enough not locking the brakes as it is...imagine braking while the balance changes on you as well as the aero wearing off...that would be insanely difficult to do if not impossible by a human. What changes is the way the rear tires brake while the brake pedal is being released and more weight comes back over the rear but since the brakes are being released they would brake less and less essentially wasting braking potential. So the brake migration shifts this extra braking potential onto the KERS system (brake regen and/or engine braking) and thus more braking can happen. And they can under/over compensate this to get a more under/over steering effect as well. The effect is AS IF the brake bias were changing but it's in fact not so the driver can have his/her feeling of the braking unaltered.
@@marian-gabriel9518 It's interesting to see someone completely agree with something, and explain why they agree, while saying it's wrong. That's true skill right there.
"means, essentially," = " is AS IF the"
@@Azmodon Mind explaining how the heck did you come to the conclusion that "essentially" is the same thing as "as if" ?!?! "As if" means literally the opposite of "essentially". Let me give you and example: "He was startled as if he'd seen a ghost." meaning he was startled but HAS NOT actually seen a ghost but the effect was AS IF he'd seen one. Now let's replace "as if" with "essentially": "He was startled [because] essentially he'd seen a ghost." meaning he was startled because he HAS actually seen a ghost. So no, not the same thing. My point there using "as if" was to agree on the outcome but not on how the thing works which was actually what was being discussed, not the outcome itself. Subtle but still different, I think you'd agree.
And then to think qualifying in Formula 1 is not just 1 car at the time on the track. All of the 20 cars have 18 minutes to qualify in round 1. It is a game of figuring out when the track situation is the best for your car to get the optimal lap. Usually the teams choose 2 sessions in those 18 minutes to get some laps done. Also the weather situation can get an issue with even more traffic at the same time. The 15 best get into round 2 for 15 minutes and do it all again. Finally the 10 best fight it out for the pole position for another 12 minutes.
Fun fact, BW or Brake Warming is internally known as "magic brakes" in Mercedes, Lewis Hamilton, whose standint start style is quite unique, holds the wheel by hanging his left hand on the top left corner of it (as left paddle is for downshift and ence not needed for the lauch) wich caused him to press it by accident (Magic brake, BW) and head into the first corner at 2021's Baku GP with BW ON, causing him to lock up the whole front end, miss the corner and finish the race dead last, as it was a red flag relaunch scenario with only 2 laps left.
He left us then the infamous radio just as he rejoined after missint the turn "did i leave magic on?".
Explanation: what magic brake does is to throw the whole brake bias towards the front axle, wich allows both the brake discs to heat up faster and subsequentially increase front tyres temp, and have throotle and brake pressed at the same time, wich increases the amount of burnouts they can perform while heading to the starting grid without causing damage to the power train (a regular issue while braking and flooring a car for temperature reasons)
Hope you can read it even if the video is kinda old, will try to give as much info as possible in the others, love your content and would love to share as much knowledge as possible!
He holds the clutch with the left hand, guess he gets the best feel for it that way
@@MrEshah that makes sense, a lot of drivers had to adapt since they banned the dual clutch paddles, much more feeling is required now
Brake migration is a tricky thing to wrap your head around but its used to help to stabilize and rotate the car on entry. It works by letting the rear brake pads lift off first in a controlled manner relative to the fronts. this gives the rear wheels more ability to rotate compared to the fronts which are letting off with slightly more pressure at the same pedal location.
Brake migration is a very interesting piece of tech.
If you brake in a car, the weight of the car and the center of gravity of the car switches more to the front end due to the G forces.
That means there is less weight on the rear of the car, but less weight on the tires and the same braking force results in locking up the tires. With brake migration the car changes the brake force accordingly so the wheels won't lock up.
It's a very delicate system that uses g forces and weight transfer to determine how much brake force is needed in the front and the rear to avoid locking up.
So the ultimate pre-ABS brake system.
Super trick stuff, thanks for the explaination.
@@barath4545 Yeah it's a incredibly precise and complicated process. Drivers have multiple types of brake migrations programmed in before every race. Some tracks have more elevation at some corners, others are more slanted etc. The driver is constantly changing BMIG throughout a lap.
As a lifelong NASCAR fan, I’ve been watching f1 now for 2 seasons and it’s insane. Can you imagine if NASCAR had DRS and could gain 16mph+ on the car in front of them using it??? The talent, reflexes and strength these guys (and gals!) have is absolutely mind blowing. Have you seen their necks?? They’re HUGE!! Necessary to keep their head still with all that g force on them. It’s seriously addicting though, so hope you’re watching actual races too!
Nascar actually had DRS before F1, it was banned tho, but it's worth a watch
@@davidaugustofc2574 the only case if nascar having drs was grant in 92 but that was only qualifying and that wasnt legal
I hope you kept this journey up! There is a ton to learn but its so much more fun when you know it all!
The electronic boost is called ERS, which stands for Energy Recover System. It has a capacity (normally shown in %) and the driver can deploy it whenever they like. However, it is normally used on the straights and/or corner exits as that is where you need the most speed. When the car is off throttle or braking, the ERS will slowly recharge. For example, if you have 65% ERS and you brake for a corner it could go up to maybe 68-73% depending on the corner type. Also, it is typically deployed a lot more in a quali lap than in a normal race lap because obviously you want speed and it's only one lap instead of 60-odd.
Deployment is limited to 33 seconds per lap
ERS will charge whenever the throttle is below 85% (you don't have to be completely off throttle). and for quali, the ECU is set for "hotlap" and it's a constant deployment, not selective deployment. "overtake" is for selective deployment, where the driver pushes the OT button on the wheel, and gains all that extra power.
This is a great video/reaction, even as someone who's been watching F1 for years, I don't think much about how many things the drivers do per lap and I love it when something makes me think about just how talented these guys are! The mechanics too!
That car also had a toe in/toe out mechanism, where pulling or pushing on the steering wheel would adjust the toe in/out of the fronts to generate more heat in the tyres for certain corners.
The DAS at 1:05 I forgot about that sweet bit of steering wheel kit. Notice the whole steering wheel being pushed in.
Look how deep he goes into the turn before braking. He can adjust suspension and other things. Its insane as the pit crew can get feedback and tell him what is wrong and vice versa. Insane
drivers can't adjust suspension geomety or rates while driving. The dampers (shock absorbers) are carefully selected by the team, based on simulation data, and previous notes from the track, before the car even leaves the facility. Very rarely does a team change a suspension part at the track, unless it's broken.
There is no changing of the anti-roll bars or spring rates while actively driving, as active suspension systems have been banned since 1994. The dampers can only be adjusted when the weight is off of the wheels, and by using a screw driver to turn a screw... This requires the bodywork to be removed. Under the technical regulations, there are no electronic monitoring components allowed in the suspension system, therefore no way to adjust on the fly.
there are also no coil springs on the car at all.
Indy cars have the ability to adjust the roll bars while driving, but F1 cars do not. Mercedes F1 had DAS or "Dual Axis Steering" for the 2020 season, but it was banned for 2021 and beyond. DAS allowed the driver to push or pull on the steering wheel to change the camber and toe settings to fit the section of track the car was in at any point.
Been watching F1 for over 40 years ,also I'm from Indy so I've been an IndyCar fan all my life but my first love is f1 . love the technology and driver skills . it's been a long summer brake and I'm ready for spa
These push laps can get super intense.
There's a great video of Lando Norris in 2020 at the Austrian grand prix. It's the last two laps of the race and he's running in 4th, but the guy in front of him has a 5 second penalty from earlier in the race that will be added to his time. Lando is about 6,5 seconds behind him, so if he can gain 1,5 seconds (which is huuuuge in F1) in 2 laps he'll get on the podium.
He basically puts in two qualifying laps back to back at the end of an already long and hard grand prix. The focus required is insane and its well worth a watch!
ruclips.net/video/XgXo0509S28/видео.html
That wasn't just some "guy in front" that was Lewis Hamilton in the all conquering W11. The fact that Lando was able to pull out the fastest lap of the race on MCL35 was quite an achievement.
The only American I can tolerate talking about F1 !! Congrats men for being so humbled about this complex sport, love your effort to compreend it
There is a quote out there: "If you have to think about driving, you're dead"
These drivers can't think about pushing buttons while driving. That would be too slow and dangerous.
...but that's exactly what they're doing, constantly. The lap in this video is particularly short and simple; on the following lap in Qatar, Alonso makes more than a dozen setting changes, many mid-corner. ruclips.net/video/CT2kCuBEObU/видео.html
But they are
@@darrellbenge9235 pushing buttons, yes. thinking about what button to push, rarely
Been a fan of F1 sincxe the 80's---- Few things make me happier than seeing a new fan falling in love with it. You are awesome sir.
You also have three different diff wheels to cover entry, mid and exit of the corner. Recommandation ist to warch a monaco quali lap. They do around 70 interactions on the steering wheel in a 1:15 lap which is also extremely narrow.
Also with around 1000 hp on just the rear without any electronics to help control that is insane in itself
Brake migration is essentially how much the brake bias changes during a single braking event. As you slow into the corner the bake bias changes in order to rebalance the chassis and set you up for mid-corner stability.
This is the Mercedes with DAS steering wheel that was banned, notice they adjust the steering by pushing an pulling the wheel
This channel is SUPER good BTW and the guy usually explains everything at the end of the videos
You commented on that 'crazy' steering wheel. You may be interested to know that that wheel costs over 3 times your average saloon car! It contains everything the driver needs - it is their equivalent of an instrument panel.
The workload for the drivers is actually less than it used to be. Around 2015 the drivers were allowed to freely adjust engine fuel maps, too, and the drivers had to adjust the engine during the lap according to engineer instructions to extract max power without overheating the engine. And it had to be done by the driver using the buttons because of regulations.
You have to see Michael Schumacher 2012 Monaco changing the brake balance during qualify, and turning onehanded at the same time, getting P1. That was an another level.
You probably know this but the reason he puts his hand down to the left is to block a little hole, which, by a series of ducts, reduced the air pressure over the rear wing. A kind of unofficial DRS.
I have watched every formula 1 race since 1984 many in person, so cool to see a new person see the intensity of F1!!
I think brake migration is to do with how the brake bias changes as you go through the corner.
It’s actually the use of weight when they brake. So when they hit the brakes all the weight shifts forward which actually effects the brake balance. As they come off the brake slightly as they slow down, they want the brake balance to migrate forwards or backwards. Changing this value will affect how fast / slow this happens
@@LordLootus thanks for the extra info
The new thing on the Mercedes W11 (the car shown in the video driven by Bottas) was the DAS system, Dual Axist Steering, so you'll see both of them that year pulling and pushing the steering wheel as they go around corners and what not. So all the button presses, turns, radio, battling, and then you have to push and pull the steering wheel while under that G-Force. Incredible machines and the W11 will probably the fastest F1 car that will ever be built because of the regulation changes we have now. Great video!
Nowadays I believe they qualify with race engines, and race tires. They used to have special qualifying engines and tires that were only good for around 3 laps, but had insane levels of power and grip during those three laps.
-Not true.-
-There was never at any point any special qualifying tires or engines in F1-
What does happen drivers that get to Q3 get an extra set of the softest tire available that weekend. But it's not a special tire, it's just an extra set.
Also, starting this year, 2022, you no longer have to qualify on the race tire. You can use any set you want to start the race.
As for the engines, after you drive out for the first time in qualifying, your car is in "parc ferme", or "closed park", meaning you CANNOT change any parts without incurring a penalty. This means that for the same weekend, the same engine must be used for qualifying and the race
What teams can do, -and that might be where you're getting this confusion from,- is using an old engine to run during practice, and switch to a fresher one for quali and race
Edit: missread original comment
@@PPedroFernandes they were definitely running 5.5+ bars of turbo boost pressure in totally unrestricted engines during qualifying in 1986, resulting in sometimes more than 1400 hp, in engines that were running within an inch of their lives. They most definitely did NOT race with those engines, they wouldn't have survived 10 minutes of racing!
You are referring to rules that were introduced in 2005, nearly 20 years later. Starting with 2005, only one engine per car can be used during a race weekend. A few years later the rule was changed so the engine needs to last two race weekends. After 2005, changing the engine after second qualifying means the car has to start from the back of the grid.
@@rasmuswi but you said nowadays.... Fair enough that I should not have said ever, but still
@@PPedroFernandes yes I said nowadays they qualify with race engines and race tires. Which means they use the same engines and tires for qualifying and for racing. But qualifying engines were allowed until 2005, and I think the qualifying tires went away some years before that.
On the other hand, it was the turbos that really made the qualifying engines spectacular as there's no easy way to add a few hundred horsepower to a naturally aspirated engine, so I guess they were less popular after the turbos went away.
@@rasmuswi I read your sentence completely backwards... My bad.
Although there is still one correction to your original comment. Starting this year, you no longer have to qualify on race tires. You can just use any set you want
I love how you’re showing your awe factor to F1, I’m a new fan myself and his “idk what he’s doing exactly, but damn it’s impressive”
Brake balance is as you suspect. Brake Migration "adjusts the reset rate of the rear brake-by-wire system to keep brake bias where the driver wants it." Clear as mud for me!
Bro I know every single words but ah...
I think it adjusts the amount of brake regen as the car slows down. If it is not adjusted, the brake bias will shift rearwards as the speed goes down during braking. Just guessing.
Brake migration is a part of electronic system in Brake By Wire SYSTEM which automatically controls the brake in corner entry and exit. If the car is understeer as the apex approaches the system would ask more the rear brakes compare to the front through the BBW to stabilize the car. Brake bias and brake migration is completely different. Brake Bias is the balance of front and the rear brakes. And Brake Migration is how bias moves forward or backwards during a braking event. Different Brake Migration modes are used in different corners. BMIG 1 is used heavy load braking zone. And BMIG 2 is used in low speed corner about 150 kmh apex speed like baku turn 1. Remember brake bias and brake migration is totally different. BTW strat 14 and 15 is used for saving fuel and cooling down the MGUK and MGUH after the race.
As cool as this is, you should check out Ayrton Senna qualifying in a stick-shift F1 car in 1990 Monaco, with few electronics....a different kind of concentration is required.
Might as well go back to the 70's stick shift death traps they raced then - only very little onboard footage available but the 90's had nothing on those other than being quicker. And so are todays cars, much faster but much more other things to pay attention to than shifting aside from driving. F1 is a constant evolution where the most significant step-up has been the safety of the cars that has been dialed up more than anything if you consider the speed they carry through corners now. The whole package F1 represents is indeed the pinnacle of motorsport in every aspect. And now they even managed to bring back exciting, tight racing by changing aerodynamics.
ruclips.net/video/boCZPVREe5E/видео.html
I see a lot of people getting into F1 now on YT, but you've really been watching the more relevant videos out there. Keep it up. PS: and this is not even close the most intense qually lap on YT LOL
Watch Mugello pole lap 2020
and listen for the throttle during corners, Hamilton took 4 corners flat out
I started to watch indicar after 25 years F1 and I enjoy the simplicity too. But I am so happy USA showing up. You are always great fans to have around.
Need a young fit brain to be able to multitask that stuff on the fly.
👍🤠
Alonso just turned 41 and is still faster than some of the younguns 😂🤣
Avid F1 fan and have watched for some time now, it’s awesome watching somebody who isn’t used to or hasn’t seen much F1 get into it and understand it and hearing the insight and awe of how fast this sport is, what’s crazy is that this was Bahrain short which is a fairly simple and straightforward lap compared to a track/lap of somewhere like Spa, what they put themselves through during a weekend is so intense and they’re doing 22 race weekends a year it’s crazy and they deserve the upmost respect. First time watcher from the UK, great content and looking forward to seeing some other videos 💪👌
brake migration is a setting that moves the brake balance from a rearward bias (better for straight line braking) to a forward bias (better for trail braking) as they reduce pressure on the brake pedal and start to trail brake giving them better turn in, more migration equals a bigger shift in brake balance.
My favorite personal F1 moment. Zandvoort 2021, after 35 years F1 came back to my country the Netherlands. And I had tickets for the whole weekend, in the year that turned out would be the year my fellow Dutchman Max Verstappen would win the championship. At Zandvoort he got on Pole Position AND win the race the next day, it was one the best weekends in my life. Made tons of friends and had a blast. It was one big orange party. Being there, seeing all the F1 drivers and seeing Max win, priceless, even though the tickets were pricy, it was worth every cent. 🧡🇳🇱🏎😃
The best part is, this was a one off track layout at Bahrain in 2020 and is one of their more simple laps. The laps are usually a bit more hectic.
Brake Migration is very complicated to say the least - To explain as simply as possible, basically as soon as the driver begins to lift off of the brake pedal, the rear brakes will release prior to the front brakes, meaning that the brake bias will begin to migrate towards the front brakes. The front and rear brakes are hydraulic, but the front brakes cannot have a brake bias valve on them. The brake migration wheel on the steering wheel allows them to change the timing and balance between the front and rear brakes, to prevent locking up in different corners and to maximize exit speed.
I believe they can also adjust differential settings with a side knob, with pre sets for mid, slow and fast corners.
And if you can hear it, as soon as DRS opens up, engine rpm’s spike up, like an engine boost of some sort gets turned on, but it is just less drag overall on the car.
And that brake warming button is what got Lewis into a crash after a restart last year. He forgot to reset and all the braking went straight to front tires, which is used to warm up tires by generating heat riding front tire brakes.
So much about F1 is about being able to understand the complex machinery they are racing. In many way this is an engineering exercise to mass market a brand on top of 100-500 mill championship winnings.
Brake Bias is the ratio between the braking pressure across the front and rear axles when you stomp on the pedal. 58.5 means 58.5% of the pressure goes to the front wheels and the rest to the rear. When they start braking for a corner, drivers almost always go 100% on the brakes since they have a lot of downforce pushing the car down, so the wheels can't lock. More rear brake bias will allow the car to turn easier, while more front bias will allow a more stable, but might be slightly slower braking (that's why most cars with high downforce almost never go above 60.0 BB). As they slow down the downforce decreases and they start to ease off on the braking pedal and start turning in.
Now brake migration comes into play. It's what happens in that phase of braking and turning in while easing off the pedal. When they initially hit the brakes a lot of the car's weight shifts forward, thus more front brakes pressure. But then when easing off this weight "migrates" to the rear. You might want 58.5% BB for the initial braking, but now that you are easing off and starting to turn in, you might want 54.0, then 0.05 secs later you release the brakes a bit more and want 48.7 then another 0.1sec later even 30.5 to make the car turn in even more. The brake migration system makes it possible by automatically and constantly adjusting the balance based on the force you press the brakes with, the steering angle and the wheel speed. Then once you release the brake pedal completely it automatically goes back to the selected Brake Bias by the driver.
Glad you like it, you should check out Senna and how he drove the turbo cars from the late 80's... continuously tapping the throttle whilst trail braking to keep the car in boost whilst MANUALLY changing gears. AMAZING.
I got this from Reddit ;-)
First, a little bit about braking technique in F1. The general idea is to stand fully on the brakes initially and use the car's downforce to assist in braking, then gradually back off the pedal to avoid lockup as the car slows and downforce comes off.
Brake migration is what happens when the driver starts backing off the pedal; the rear brakes release slightly quicker, and brake bias migrates toward the front. This effect was compensated with the brake bias adjustment knob.
Since only the front brakes are hydraulic now, they can't use the traditional bias valve. So they put the BMIG switch on the wheel to give some adjustment.
I watch F1 from South Africa and I have been watching since 1994 I wouldn't be able to explain as good as the 2nd comment you got but I can see that you are catching up quickly. I will keep watching your reactions so good luck with that
Thank you! Glad you’re here 😎🎉
I've been watching F1 about 35 years and it is amazing to watch on TV. But if you ever have the chance to see a race live at a circuit - the cars are so fast in a straight line and quick around the corners, you won't believe it. They're miracles of engineering. If you ever get a chance to go and see them live in action, take it because you won't regret it.
The electric boost was the KERS system, it was use during the late V8 era. Now with the hybrid they set the intensity of electric power they want to use, they reload the battery on braking zone. In a qualify lap it set full power all the lap but the battery is almost empty at the end so they can’t go for another fast lap. Into race they have to manage it to optimise the electric power and save the battery, so it’s very strategic, like the "push to pass" in indycar.
Brake migration basically changes the relative brake balance as the driver comes off the brake into the corner. You don't break in an F1 can the same as most other cars because of how much downforce they have and how quickly the slow down. You have to smash the brake as hard as possible initally and then bleed off the brake as the speed and downforce comes off as the grip available reduces drastically
They shift instantly cause they use sequential gear box, but there is a clutch paddle on the steering wheel aswell, for starts.
Brake migration is something allowing later braking by changing the brake balance (or brake bias) when releasing the pressure applied on the brake pedal, the less you are braking, the more the brake bias is positive
You didn't notice how he first pulls the steering wheel towards him on the first long straight and then pushes it back again before or during braking.
Mercedes was able to adjust the toe-in of the front tires while driving this season. This was only done on long straights.
I think it lowered the front end. Through which an audible speed was achieved.
It doesn't lower the front, like you said, it just adjust the toe of the tires
Mercedes before the new regulations had a very high DEG (tire degradation) and a hard time warming tires up, The DAS system was primarily used for the tire temps.
What’s even crazier is that while they’re driving at that speed and managing all the aspects of the car, they’re also having a calm conversation with their engineer over the team radio!
The word you were looking for a third way through was ‘KERS’ Kinetic Energy Recovery System, basically it’s a battery power regeneration (recharging) through braking during the lap. It can add an extra 20-30bhp as and when required!
I know I'm late to the party, but I've seen a few of your videos now and I like that you're trying to learn the sport, so it was about time I subbed.
A few things I've not seen others mention; some braking is done under turning. There's no ABS on these cars. So shifting the balance from front to rear etc. helps reduce lock ups. Another iteration of this circuit used in the championship is the Bahrain GP. This is the Sakhir GP where they use the outer track layout. On the Bahrain layout, turn nine is a sweeping left hander that goes down hill into a sharp left hander at turn ten and it's really easy to lock a rear brake and lose the back end, however at turn one, there's heavy braking zone and a hairpin at the end of the straight and it's easy to lock the front. Changing the brake bias through the lap means they can attack every corner precisely.
These cars are turbo hybrid, they harvest kinetic and heat energy which can be deployed via a battery during the race, to assist further in overtakes, and in defending when the guy behind them has DRS. Since 2019 (I think), the cars can no longer have different engine modes for qualifying, as in, they cant run the engine rich for qualifying and turn it back down for the race. So the boost for the hot lap now comes from deployment of the harvested kinetic and heat energy as electrical energy for an extra 160 or so horsepower when deployed, rersulting in 10-20 KPH of extra speed. During qualifying, the battery is drained through controlled consistent deployment over the course of the lap. If not set correctly they can run out of battery energy before the end of the lap and will lose time. During the race they're only allowed to use it for 30 seconds per lap. When it's in charge mode, usually on the cool down lap after a hot lap, it deploys no energy and recovers energy from heat of the engine and brakes. Sometimes, more so during practice, they will do a hot lap, then a cool down lap to recharge the battery, sometimes two cool down laps, then another hot lap. Less so in qualifying as you really only get one lap out of a set of tyres.
Something else you may not know, these brakes are "BBW", brake by wire. The brake caliper and drum housing and such is a separate unit, not connected to the car by way of hoses or direct feed from the brake pedal. When a driver depresses the brake pedal, basically a wi-fi signal is sent to the brakes to engage.
Someone else mentioned DAS on this car, it stands for Dual Axis Steering. They would active it on the straights, giving more toe in, therefore more scrub, therefore heating the tyres quicker, or deactivate it before turns to provide more lateral grip. Right at the start there, you can see as the camera zooms in on the steering wheel, the driver pulls it back a couple of inches. The steering column is linked to the tie rods in such a way that it changes the toe.
F1 has since moved in a direction of trying to make rules clearer, with less room for loopholes, and if they find someone exploiting the rules outside of what they intended, they will address it.
The use of DAS was one of those cases and it was banned the following year. You are not supposed to change suspension geometry after the car enters the track for the first time in qualifying, right through until the end of the race, during which they are in "parc fermé" (pronounced 'park firm-ay'), a French term meaning "closed park", where after no further changes can be made to the car other than front wing adjustments and tyre pressure adjustments. No one can even touch the cars, let alone make changes. Parc fermé in physical terms is an area of the track grounds, usually in the pit area, where the cars are parked after the race where they await inspection, and is extended to the entire track during qualifying and the race. You are supposed to find the right setup for the entire track during practice and not change it. DAS was a work around this as it moved the suspension as a whole and technically didn't change the geometry between parts of the suspension. The sport's governing body, the FIA, banned it the following year as it was not "in the spirit of the rules".
What Brake Migration exactly does is complicated and somewhat secret, but it basically comes down to how the rear brake pressure reduces when going off the brake(in someway similair to a non linear pedal), the rear brake is not directly hydraulicly connected to the brake pedal(the front wheels are), but controlled with a wire(kind of electronic-ish) which allows for these adjustments.
I cannot even comprehend being on this level but have you ever found yourself 'in the zone'. Like riding a bike where you don't think but you just act instinctively ? You check this, see that, move a button, react to a movement and manage your fear and control your emotions. These guys a on another level !!!
Well I can explain some of the buttons.
Brake balance is the brake bias general adjustment while brake migration means the balance applied when brake pedal is fully pushed. Electronically you can adjust the percentage of brake pedal starts changing from BBAL to BMIG. There is a ramp normally starting at 50% and ending at 100%. This is usefull as you can prevent blocking the rear wheels in the big braking points, while you can keep a rear braking balance in mid cornering, where you keep a small amount of braking in order to keep the car rotating (Trail Braking). The brakes are controlled by Brake By Wire system (BBW).
Brake Warming (BW) is a mode you use in the warm up lap, It is used for warming brakes to its temperature window but also, this way you can go slower in the warm up lap so you'll get a lower tyre degradation while using brake pad heat to keep them hot enough.
ERS modes go from 1 to 16, it's called "strat". Apparently Strat 1 in Mercedes mean "charging" so there is no deployment from electric battery, so the car does not receive electric power (that cost around 160 horsepower). You use it when you are in warm up lap or after qualifying, in order to do another attempt later on. Mode 2 is the fastest setting (electrical deployment maximum, for qualifying) and mode 16 is the slowest apart from Strat 1. Modes 3-16 are used during races.
DRS allows rear wing to switch to straight line mode, where the rear flap goes up so the rear wing is not working, creating a turbulence that reduces drag significantly.
During the race and qualifying they change things like:
-engine/fuel modes
-brake balans, sometimes different brake balans for EVERY corner on the track
-ERS mode changes (like in this video STRAT 2, quali mode is giving all extra stored energy so they can run the fastest lap, but after the battery is empty he changes it back to STRAT 1 which is the battery charge mode).
-ERS takeover button is sometimes also used to have a short period of time extra energy that is stored by the battery.
-DRS is used at 2-3 fixed points on the track (mainly on straights) where they have to manually turn ON the DRS, turning is OFF is automatic when they brake.
-Differential, they change the diff settings on the fly multiple times during a lap (a setting how the left and right wheels react on/off throttle)
And maybe i am forgetting stuff. You should play a game like f1 2022 with a steering wheel on simulation settings where you can do all these things yourself, its crazy all the things you can change during a lap when you try not to hit the barrier :D
BMIG is the migration of the braking force from front to rear as the car decelerates... the BBAL is your initial break balance. As the brakes are hit, alot of the car's weight is thrown onto the front end, then as the speed drops, the weight begins to shift backwards. It's during this weight shift that the brake balance with automatically migrate toward the rear end of the car to prevent locking of the front end... without BMIG, the driver would either have good braking during the initial braking phase, but then struggle to slow the car as the weight transfers.
They've also got super complex differential settings that adjust the amount of diff lock on corner entry, apex and exit. all working together to get the car to rotate properly through the corner.
Thanks bro! Thank you for choosing a Finnish F1-driver Bottas! Kimi Räikkönen had also so called "bullshit" detector-button to keep the team in line. "Shut up! I know what I am doing"!
Brake balance is brake bias as you usually understand it. Brake migration is the dynamic chage in brake bias under braking to take full advantage of the weight transfer. The ideal profile changes with ths speed and type of corner, hence the multiple settings.
Brake balance related settings are the main focus during a quali lap, and they can adjust them multiple times during a single a lap, but they can also throw in some diff settings adjustments as well.
The workload and focus required is just crazy.
0:12 ah - no. In F1 they don't have the hole track for themselves. All drivers can be on track at the same time.
brake migration is how brake bias changes with the brake pressure, so if you press the brakes 100% the bias will be 56%, but if pressed 20% (like in a corner) the bias will be 54%
If you watched in the beggining of the video you can see hamilton pushing in and out on the wheel through tirns and straights. Its called the DAS (dual axis steering) system, it almost pigeon toes the front wheels to better hsi grip through the turns. So hes steering in two different dimensions
The brake migration is a dynamic change of the brake balance as a function of the brake pressure.
Here's how it works : Under braking, there's a weight transfer happening in the car. It's the same kind of weight transfer you can experience when you stop any vehicle abruptly - in a road car, you're thrown into your seat belt. F1 cars use this kind of weight transfer to their advantage and shift the brake bias towards the front of the car when the drivers first hit the brakes. When they then slowly come off the brakes to prevent locking up, the weight transfer to the front is reduced. At that point, the brake power is migrated rearwards - by how much depends on the track and the type of corner. Drivers can adjust the brake migration on a corner-by-corner basis through a rotary switch on their steering wheel. Just before the turning point you could move the brake bias almost entirely to the rear to give the car a bit of oversteer, allowing it to turn more quickly - similar to the effect of pulling the hand brake in a road car.
At 1:05 , You can see him pushing the steering wheel... This is DAS(Dual Axis Steering) made by mercedes, which adjusted the tow of the front wheels on the fly... it was banned in 2021. They used it for warming up the front tyres, Different tow for the corners and the straights.
if you noticed before he started the lap he also pushed his steering wheel in which activated DAS (dual axis steering) that literally changed the toe/camber of the front wheels. it was only in use for the 2021 season though
The current F1 cars are hybrids which can harvest energy during the braking phase. The energy is taken of the rear tyres. Due to how fast and how much you can charge the battery the braking action has to shift between the conventional brakes and the regen brake. Since the rear conventional brakes are undersized any shift in the regen/friction brakes requires a shift in brake bias which is automatic according to the selected BMIG setting. The brake migration is the setting for how aggressive that balance and change is, while brake bias/balance is the classic front to back static distribution of the total braking force. But in total BB will depend on a variety of variables like how full your battery is and how much or fast you are charging them.
Brake balance: the ratio of front brake pressure vs rear break pressure
Brake migration: computer changing brake balance throughout the corner
When changing brake migration you switch between presets. And when changing brake balance you can choose between different presets or you can adjust it with the bb+ and bb- buttons
The hybrid engines use battery’s for extra power. When they charge down the straight they hit a button called overtake on their wheel which activates their ERS (Energy Recovery System). The Ers consists of the MGU H and MGU K (Motor Generation Unit Heat/ Kinetic) that harness waste heat energy from the turbo charger and waste kinetic energy from the braking system. This energy is stored in the battery and when activated gives the car a significant boost. It only lasts so long, taking corners (breaking) and accelerating out of those corners (turbo charger) charges the battery back up
Brake migration is to control the brake release timing between the front and rear. Driving F1 requires mastering degressive brakings, so as the driver gets off the brake progressively in the braking zone, it releases faster on the front than in the back with more brake migration, to avoid lockup but on the other hand less turnin as the car will rotate more from the backend when the rear is unloaded so they play with that on occasion and specifics corners/sectors that are either more challenging with lockups, or rotation.
Ferrari’s Carlos Sainz has done a RUclips video explaining all the buttons on the steering wheel. Worth a look.
We need to get this man to a race
This is the pinnacle of Motorsport, in every way. I’m glad people are noticing
The 4 big numbers around gear number (in the middle) indicates the tires temperature. It's a very important information during a flying lap because each type of tires ( from C1 to C5) works better in some specific temperature range. Probably someone here may already said that drivers must pay attention to prepare or even keep the correct temperature during the flying lap to obtain maximum grip (especially in fast corners or after slow turns that requires more traction after turn apex)
The "main" things they fiddle with the buttons are diff settings and brake balance from corner to corner. Brake migration means how much the brakes migrate during braking from front to back As all cars with heavy downforce(Indycar,Lmp,F1) they have to/can push the brakes as hard as they can at the start of the braking and ease of gradually when the speed drops down to not lockup.
in a race, F1 drivers are changing settings constantly throughout the race as well, depending on how their car is doing, whether they're battling, pushing or conserving, and changing brake bias constantly to setup for the upcomng corners, conditions, and tire states. it's all very intense.
If you want a crazy F1 tech thing, look up the Williams FW15C, built for the 1993 season and still generally considered to be the most technologically sophisticated f1 car ever built with active, computer controlled suspension, abs, tc, and even a very early drs/push-to-pass system consisting of using the sophisticated suspension to alter the angle of the car in such a way as to stall out the diffuser! it was so totally designed and built around the computer-controlled systems, in fact, that when they were forced to scale the systems back by new rules that the drivers struggled hugely with it.
There are plenty of videos (some by drivers) explaining the buttons on their steering wheels. The interesting thing is that wheels are custom to the drivers, so they might carry over a specific layout from their former team into their new one.
I believe that the brake migration system on the Mercedes car adjusts the brake pressure to compensate for the current brake temperature. They use a brake-by-wire, so the pressure applied is adjustable. If the brakes are hot, less pressure is needed to get full breaking power, and changing that setting helps prevent lockups. And vice versa if they're cold.
i love car people or people involved in their hobbies that are humble and is aware of the extent of what they know
some people dont realise its okay not to be a master of everything
4:37
As far as I know, here's what some of the buttons on the steering wheel mean:
• N button: neutral
• +10/+1 buttons: changes pages on the dashboard (there are lots of parameters to be monitored by the driver such as speed, temperatures, brake bias, fuel mixture, hybrid engine mode etc and the dashboard is not big enough to fit them all in one single page, so with these buttons you can swipe 10 or 1 pages full of other parameters)
• BW button: Brake Warming
• PC button: should be Pit Confirm (a button drivers push to confirm they copy the "box this lap" message their engineers tell them on radio to call drivers on pit lane to change tires, sometimes engineers say "box and Pit Confirm")
• PL button: Pit Limiter (speed on pit lane is limited to 80 km/h in road courses and 60 km/h in street circuits)
• ENTRY/MID rotaries: changes on rear differential setup at the start (ENTRY) and in the middle (MID) of a turn (it changes vehicle dynamics in order for the driver to find the most suitable way of dealing with high- or low-speed corners)
• EB rotary: Engine Brake (drivers can adjust how much the car decelerates while throttle pedal is lifted up)
• BBAL rotary: Brake Balance (distribution of brake force between the front brakes and the rear ones, which can be varied depending on the speed drivers travel through a corner; these numbers on the rotary should be presets)
• MARK button: if there's an error message on the dashboard or the car feels "funny", drivers can pin that exact moment by pushing this button, so that the engineers can review the telemetry and the log in order to see what went wrong
• ACS button: I personally don't know what this does
• OK button: I personally don't know what this does (maybe another confirm button)
• HISPD rotary: I personally don't know what this does
• BMIG rotary: Brake Migration (I don't know either it shifts the brake balance to the front or to the rear of a certain amount or if it changes the brake balance to pre-set values)
• TALK button: driver pushes that button to talk to the team by radio (which is two-way)
• BB-/BB+ buttons: brake balance adjustments (more precisely than the BBAL rotary in order to reach values which are different to presets or do minor adjustments on the go; there are some drivers who adjust brake balance from one corner to the next one)
• STRAT rotary: fuel mixture presets (as far as I know)
• HPP rotary: electric engine power deployment presets (as far as I know, in order to have some shades between "maximum attack" and "energy saving")
• Central rotary: these are macro-presets (I don't know if it's a correct term, anyway it changes a lot of parameters of car and engine only by rotating from a place to another in order to deal with different situations).
Behind the steering wheel there are two paddles for gear shifting, two paddles for the clutch and on the 2020 Mercedes there should be also a paddle which "activates" the infamous DAS (Dual Active Steering, which is now banned and it used to change the camber angle of the front wheels in order to heat the tires faster and not overheat the brakes). DRS activation button (or paddle) is also on the back of the steering wheel.
Mercedes also uses another rotary on the steering wheel to let drivers choose which tire compound they want the team will mount on the following pit stop without openly talk via radio (so without letting other teams know in advance).
There's no paddle for DAS. DAS was controlled by pushing the steering wheel in and out. You can see it riiight at the beginning of the video
2020 merc also had DAS ( dual axis steering ) to assist in tire warming. you can see near start of lap Valtteri push the steering wheel inward to deactivate it and change the toe angle of the front wheels.
Brake migration basically sets how fast the brake caliper release the brake disk after the pedal released or basically, adjust how fast the brake resets to neutral position.
Im a 47 year F1 fan enjoying to see you learning what F1 is, I know Nascar and Indycar racing because of following former F1 and because fellow Dutchies who went there. It is about time 'American' racers coming to F1, there were few who have but with mixed results. Have fun scoping through the massive amount of F1 content there is to be found for you on YT etc.
Mario Andretti had EXCELLENT results. But yeah, that was 45 years ago.
@@rasmuswi I saw him and all those other epic F1 racers at the Dutch F1 GP from 1975 to 1985 at the old Zandfoort circuit layout. Seen the scrited ground effect cars come and go, back then race
cars were quite unsafe.