How Formula 1 Brakes Work (F1 team explains)
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- Опубликовано: 20 ноя 2024
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In Formula 1, drivers slam on the brakes at over 200 miles per hour, and in just four seconds, they come to a near stop.
That’s a deceleration so extreme it hits nearly 6G-enough force to make it almost impossible for a normal person to keep their head up.
And the brakes? They’re not just powerful-they can reach temperatures over 1000 degrees Celsius, about as hot as molten lava.
So, how do the brakes cope with such intense forces? And how does the braking system work?
To find out, I went behind the scenes with the Alpine F1 team to uncover the cutting-edge tech behind modern Formula 1 braking systems.
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#Alpine #Brakes #F1
Speed in miles, distance in meters… ah the complete insanity that is Britain. Home.
never in my life have i noticed this before, and that is hilarious
i just noticed this too. even in races they do this lol.
People make fun of the USA or being imperial system, but Britain uses both and I think that's worse lol
In some way it's better as we can adapt to other systems. It's Britain in a nutshell though, always somewhere in-between sitting on the fence. @@otmgi3865
@@otmgi3865 Beer & Milk sold in pints, soft drinks (outside of pubs/resturants) sold in litres, fuel sold in litres but we measure usual of fuel in Miles per Gallon.
Love that Alpine guy! Very calm, easy to understand, collected. Really liked listening to him!
Came here to say this, he'S really good at explaining things!
He definitely had a speech impediment that he worked through too 7:01 (when he says braided steel) which is even more impressive.
It looked like a kid teaching his father how his VR works
@@Boyso5407sweet was thinking something similar just before leaving a message
Ditto!
3:03 So what you're saying is that there is an HD collection of drivers' feet scans?
Hahaha so very underrated comment m8🤣🤙🏻
That should cost something :D
not exactly.
all "scans" or "molds" are made with all safety equipment on, so, is a shoe scan, not foot scan... but i get the joke, hideo kojima would understand too
Wikifeet just called
Rule34
The 180kg force is a bit misleading. The force they use is not just them pushing on the pedal, it is heavily influenced by the G-forces in play. So it is more like holding three times their bodyweight, it is not pushing 3 people off the ground with one leg. And they rarely hit the maximum. But even when you take away the misleading statements, it is still a hell of a lot of force they have to exert and they need to do that for 90 minutes.
I wish they stopped saying that it takes X kg when that X kg isn't all done by the driver and when that X kg is done once in the whole fucking season... It just gives the wrong idea. The truth here is easily impressive enough: you or i will not be able to the same. We might have enough strength to push that pedal to about what it needs but we will not be able to do it multiple times in succession. About a decade ago i could've probably hold two people and take a step or two, and then my legs would've just given up. It is the amount of repetition they are able to do at around 90-120kg and still have great precision that is really impressive, and they do not have massive legs either. It is very compact strength.
Yes - the forces at play make a difference. The impressive bit is the fine modulation a driver is able to make under very high loads. I think of it in terms of "work" - the work load is still incredibly high regardless of G. That an F1 driver can do this consistently for a whole race is is more than impressive
I can't say you are completely wrong because there are subtleties to this. However, the whole load into the pedal is through the driver's leg and foot so he is pushing/supporting up to 180kgf, the exertion is the same. G is a big factor but the driver position means the seat, steering wheel and belts play their part in load distribution too (kitted driver of 80kg at 6g is about 470kgf)
@@ColinCarFanthere's some physics at play I don't fully understand to be fair, but I don't think the brake force comes for 'free'. The driver has to use a lot of force (how much I don't know), maintain that force and trail off in a controlled manner. The telemetry records the brake input in terms of hydraulic pressure, too - so how to get from one to the other I'm not sure. But we're not disagreeing for sure. And whatever the load may be, I'm pretty sure I could handle a few corners before I couldn't do it anymore!
i was about to comment on this, what the drivers do is so impressive by it's self, why do people then exaggerate it making it less impressive in the end? its so dumb
but you still do 180kg of force in one leg xD
Any update on the driving upside down car?
probably never gonna happen
@@quadrantalerror1121 I have the same feeling. It all went silent about it.
@@quadrantalerror1121 they should at least make a video about it even if it isn't gonna happen. Just not talking about it is a dick move
@@marijn17s In not so many videos before this one, he said he will update us soon.
Come on man, give them a year.
4:13 "esteban particularly likes it really hard" pause a second in realization of what he said, then recuperates, stays composed and kept on explaining 🤣🤣
And you know what they say about men with big feet.
😂😂
@@stevegreen5358big socks
“[…]And instantly”
Like the tennis player girl: "I'm good from behind"(or something)
biggest thing I'd love to see aero wise is a wind tunnel walk around of some classic f1 cars, give some true visualisation of the different philosophies and strategies used over the years.
4:18 "That spring sits here" among the 8 things marked in this diagram, none of which are labeled as a spring
Dude. I was wondering if anyone else would comment this. I was really thrown off with the “sits here”
I understood that as "the whole thing behind the pedal"
Apine guy is ASMR material, very calm and collected.
Dit he ever went to school, understand it ?
Training on the Job.
he's dealing with a stutter too, makes it even more impressive
Not sure about school but I reckon that’s a big brain talking!
Was thinking the exact same thing! Wouldn't mind him taking an extensive look at the entirety of an F1 engine. :)
I can smell his sandwich breath.
I was very fortunate and got a paddock pass in Austin. During the Aston Martin garage tour they mentioned that the brake pads are $20k-$25k each and that they replace them once a day. So that's over a quarter of a million just on brake pads for a race weekend.
Why change them? They become loose?
@@kcnl2522 They become degraded such that performance is compromised.
Probably less than what they spend on tires.
Wait a second: 25k each means 50k per wheel, means 200k for the whole car, means more than a full million for both cars for a race weekend.
And that means roughly 300 millions for all teams combined over a full season. If we include the pre-season tests, then we talk about half a billion. That s a whole industry living just on F1 brake pads.
@JustMe-zs4rg dang, I don't remember if he meant per pair or per pad. If the latter, then you are correct!
3:20 that's one hell of a subtitle
2:06 Did you know these brakes are from 2020 RS20B that carried over to 2021? Let’s hear it again
Exactly. Just what I thought, there was no reason for him to repeat the text.
Common (and progressively worse) trait on this channel, making videos unnecessarily long.
I watch a lot of channels that do interviews, and the commentator will add narrative to explain something, maybe in more simple terms, or to explain something more fully. This video the narration seems to just repeat the information with no real reason.
@@ScottiStudios Yes, and he didn't even paraphrase it, he didn't expand or summarise, what he said is almost a verbatim copy 😂.
Yes, but did you know it carried over to 2021?
The bit you forgot:
BREMBO F1-INFOGRAPHICS - THE BRAKE PADS
"The friction material used for Brembo pads has gone through significant changes. The actual material used, known as CER, has significantly reduced wear and guaranteed a more effective thermal conductivity. Compared to the previous composite, CER ensures excellent warm-up time, namely speed in reaching the maximum operating temperature for greater effciency, broad range of use, both in terms of pressure and temperature, and linear brake response.
These are all features that allow the driver perfect modulation of the brake system. Incredibly low wear that means constant pedal stiff and performance throw the race. The material used for all Brembo discs is the same for all teams. During a complete season, Brembo provides each team, consisting of two cars, an average from 280 to 480 pads."
The pads themselves look like big curved slabs of ~inch-thick carbon-carbon.
Oh I’d like to see them but they did not include them in this video. Thank you for the info.
I'm most impressed by you knowing the difference between less and fewer. Pretty much all the content creators I hear online these days use less when they should use fewer. The other thing that bugs me is people using the non-existent word exetra, when they should be saying et cetera.
I learned from a mentour pilot video awhile ago that the wear factor of steel brakes is the hardness of application, but the wear factor of carbon brakes is the number of applications. Carbon brakes favor fewer, harder applications, which seems very good for racing.
- floating brake disks - the ultimate at that level is seen in a multi-disk backage on a large aircraft brake - alternating rotor and stator disks - inner vs outer splined - just like a multiplate clutch (the overlap at the top of the game between brakes and clutches
Look, the 180 kg of pressure needed to actuate a F1 break sounds impressive, but everyone who lift weights knows that there must be some major information missing. Look up a person deadlifting 380 kg and compare them to a f1 driver. Something ain’t adding up!
its more like holding 180kg standing, not lifting. Legs are all the time streight/little bent.
Go to a gym, find a leg press machine and put on 180kg of weights and with just your left leg, using just the base of the foot at the edge of the footrest, apply up and down pressure and do it for 2 minutes and come back and tell us how it went
f1 drivers are essentially laying on their backs. when they put THEIR effort into the pedal, the stopping forces push them harder into the pedal. as the adage goes "stand on the brakes", f1 drivers actually are doing just that.
Also the drivers use deceleration itself to increase the break pressure. It’s more like holding a180kg weight pushed, it’s difficult but not impossible for regular gym person to do so. But doing so 10 times per lap for 60 laps is the main issue
I'm guessing that's the force on the master cylinder. Which looks like the pedal has quite a bit of leverage over
Wait! So, you press this pedal, it moves a piston in a master cylinder filled with fluid, and that activates a clamping motion in the pad. F1 really has done some crazy science fiction stuff there!
That's pascal's principle and it's used widely in all cars f1 or street cars sports or sedans
Hydraulic Pressure through the braking pad to a cylinder of Hydraulic fluid generating higher force on smaller area using the same amount of force you do on a larger area on the fluid
So if you press with force of 5N on the brakes
The work you done for it gets multiplied on the brakes to like 10N due to the area being lower in the fluid pistons
U can look up Hydraulic press mechanism of working or pascal's principle
It's not that big of a deal here
The impressive thing is the Braking discs and its high temp resistance and effectiveness
@@ahmedalaa7216 Sorry, thought my sarcasm was apparent. 107 years using this technology, F1, Buick, Ferrari....all the same.
@@jesterlead lol my bad i didnt realise at all you were sarcastic
When i read your comment again it really made sense and u were really sarcastic about it 😂
@@jesterlead if it works don't fix it. Probably the fast thing still to replicate user to backend control.
Exactly my thought lol. All cars use this technology. Hell, my bike uses the same technology. Bit of a “well duh” video
Absolutely fascinating, brilliantly edited and presented, as we have come to expect from you. Thank you.
@@brianfreeman8290
For Scott Sir,
In case if we register you send that educational video on you tube or something else
No mention of the pads?
4K each
“Why brakes are so important in F1” it’s kind obvious, when u are at 355 km/h the most important thing is the brake.
10:35 My background is building and maintaining rally cars and even back in the '80s we were using fully floating discs.
Loved this video, such a satisfying amount of detail. Absolutely buzzed for the rest of the series.
It's truly amazing how these brake systems work. The pressure the driver has to apply defies logic.......... especially when you factor in how many times they apply the brakes. Countering fatigue during the race must be a nightmare.
7:56 8:47 剛性を保ちながらも極限まで贅肉を落としたブレーキキャリパーが美しすぎる。
もはや芸術品。
That image of that gearbox reminds of when I used to build those record breaker and tamiya slot cars when I was a kid. That thing is beautiful.
I always keep a pristine white bench vise around as a prop for an improvised and natural comment about how brake calipers work.
No info on the brake fluid being used? IMO that's kinda crucial.
Top secret
@@Julian-ty2psI think you're confused
Mercedes use Endless if that helps
@@Julian-ty2ps hilarious !
@@Julian-ty2ps that doesn’t literally mean there’s a wire. That just means that the pedal isn’t directly connected to the calipers. They literally explain that it’s all using hydraulic pressure, just like a road car. The “by wire” part means that there’s an element of electronic control in the middle.
I love how people are so willing to help and show you around
The caliper is a work of art
I remember when Jeff Gordon drive an F1 car at Indy. It was the breaking that impressed him the most.
After two decades of wachting F1 I finally understand BBW. Thanks man, very cool!
There have been many F1 break “breakdowns” over the years, and it’s ALWAYS interesting to learn about.
0:44 every few seconds, don't forget that part
0:37
This 'behind the scenes' video where you explain specific parts on cars is very interesting, please do more!
Scott talks to engineer, engineer speaks in plain English, Scott translates.
Brakes are one F1 element, like tyres, that a team cannot modify. Brembo kits each with a identical product which cant be modified. Even the oil in the hydraulics is specified. Air ducting to cool brakes is a critical design element and can also be an aero downforce element usually combined with front wing flow. They dont want ducting to impede flow and create excess drag.
Really nice overview of F1 Brakes. Thank you Alpine and Scott for your time explaining.
I met Jim Hall, of Chaparral Fame, and apparently he is credited with using the car’s shape to create downforce. Him, being an engineer, hired two engineers from Convair aircraft corporation. Johnny Rutherford won one of his Indy 500 races in a Chaparral.
I had a tour of the Alpine F1 factory earlier this year. Fascinating.
Excellent video.
The Renault team ;)
Are you a driver yourself, what is it you do ?
@@lucasrem - No, I was there as part of the Binance Fan Token event. It was Oct 2023 not 2024 as I thought.
I understand that Esteban wants a heavy spring. Of course the drivers are not pushing with 180kg of force everytime they break. They would rival indoor cyclist with their legs. But when braking the deceleration also pulls on the leg and pedal so with every step it increases, so does the help you get. And that's probably why Esteban likes a firmer spring, so that on hard and sudden deceleration the brake feel remains as consistent as possible
Braking is actually much more important than lap times! The vast majority of passes are made under braking. Even just in that example - if you brake at 100m, and I brake at 90m, then I already passed you!
I immediately remember Mario Andretti quoted saying "drivers still think the brakes are for slowing the car down".
Well no, it depends where the cars are to each other.
You watched the video then...
Insane the amount of effort that goes on in the background of f1
Love the raw science especially fluid mechanics.
Thank you for telling us why brakes are so important. ‘Preciate it.
I need more explanation on brake migration.
I am pretty sure it's like on a motorcycle, you hold the rear brake while releasing the front more to get the roration, in this case it might obey some control laws set by engineers, and input all by drivers.
Thank you for this video, this is something I’ve wanted to know for very long time about modern F1 cars
BRILLIANT VIDEO! Thank you for making such a great video! really great visuals and fantastic information presented in a very pleasing manner. Thank you!!!!
Just to reiterate the braking pedal force - 180kg might mean a lot but you're already holding 70-80kg if you just stand on one leg, so the distance to 180kg isn't that long. Also, these brake pedals don't have much travel, you can really push on it with whole your body and not move much in your seat. I reckon braking isn't something the driver does with his ankle movement, but rather a whole body effort - literally standing on the brake. Counterintuitively, it allows for much finer modulation.
All that years i thought the right pedal is the brake and left is the gas.
Amazing....
Very appreciated
Please keep this great work going
Could listen to Alex speak all day! Super insightful 👌
Love these videos ! Many Thanks !
Brakes are the most impressive system at any car, they handle so much, they are more fascinating than any car engine. It is interesting how long it takes to accelerate to like 200mph and how short it takes to brake down the car to a stop.
You're incredible, don't stop creating videos!
Ryan, stop the genger videos ?
Don't get me wrong, at 1:15, if the second car can brake 10m later is mostly because of better tire grip, not brake necessarily. But that would be more agressive with the heat on the brakes, so is better to have a brake system that can manage that heat. It may apear intrinsic, but if you are at the limit of the tire, better brakes won't make difference on the deceleration ratio, or distance. However, considering the tire heat management that F1 brakes also affect, that is realy clever.
Did I miss the discussion on the brake pads?
Top secret I guess. The team doesn’t want to show those. The compounds they use will be super critical
@@a1white That makes sense
2:58 Im gonna need picture proof
I'd like to think your visit gave Alpine the push they needed in their 2/3 finish in Sao Paulo 😊
Hey up mate did the thing's you requested. Really good video haven't seen you before, i like your breaking fella its sweet hearing from someone at the top ov a box
La Regla De Oro Para Las Carreras Es : El Qué Frena Menos Es El Ganador. Y No El Que Corre Mas.
The forward G force also helps them push the brakes…. Still absolutely insane! I remember a video where a “normal driver” hit the brakes as hard as he could from 100mph in an F1 car into a corner… and the team said he was only at like 20% braking 😳😳😳😳
these drivers were literally strapped into their cars, like they can barely move their necks to use the side mirrors. there is no forward motion from their body to help with braking. experiencing that kind of motion in various weather conditions and for almost 2 hours is suicidal
7:50 he could have just said alu alloy and it wouldnt be suspitious, now that he said he cant go into details it is
Great video, as always. I love the technical stuff. Keep it coming! 👍🏻🤘🏻
With 6 G's of deceleration, the mass of the driver's leg adds considerably to the brake pedal force. So he doesn't actually have to apply 400 lbs of force. If, for example, a leg is 50 lbs, at 6 G it's applying 300 lbs all by itself, the driver adding the necessary extra 100 lbs. It's like power brakes!
Love these videos that dive into the tech side of F1!
Just a little note here. The leg of a 70 kg driver will weight around 12 kg. Under 6G deceleration, that's 72 kg applied on the pedal just from the weight of the leg alone. The rest of the body is producing 348 kg of pressure against the seat at that point. The driver "only" has to relieve the seat of 108 kg to produce a total of 180 kg against the pedal. He doesn't have to push against the back of the seat, it's enough to try to decrease the pressure of the body against the seat. He could never release all the pressure at 6G. From my calculations, someone lifting a 170 kg bar will be pushing 108 kg in each leg (170+torso=216). I would guess every F1 driver is able to lift 170 kg. Quite impressive for a 70 kg body weight.
Do they not use brake pads? This implies that the caliper pistons actually are rubbing on the brake rotor. Or did I miss that??
This goes out to the people who say F1 drivers arent athletes
'Drivers have to push down with about 180kg of force', WHAT!!!! That's nuts. Although I once drove the worst car from the 1950's that needed about 180kg of force to be applied to the breaks just to generate about 0.25g of deceleration! Insanely dangerous, and lucky I didn't have an accident, because I underestimated just how bad it was, even though I was warned.
You were sitting on the seat while these guys are lying down. Their position makes it easier. If they were sitting how you were, they wouldn’t be able to do it.
Very much looking forward to the other videos in this series. Great content as always
Amazing episode, what a engerering masterpiece
I second the sentiment of others: The Alpine engineer is great a presenter/teacher! Concise, collected and calm.
Such an interesting video. One of the best f1 channels on yt. 👍
I wish f1 games could get the braking right. Sometimes it feels like you're trying to stop a truck and not an f1 car.
It's fun to think about how all of the electronic programing that makes all of this possible, is basically just a computer reading a spreadsheet. Pretty neat
I had a question about brakes I hope someone can answer: smaller master cylinder piston makes for more final brake pressure but a larger master cylinder piston makes for more responsiveness and more initial bite. So what would be the ideal master cylinder size ?
its not like you're squatting a 100 kg fridge. load 200kg onto a bar bell and do calf extensions and you'll see how easy it is to do a few reps. doing it over the course of an entire race is the hard part and for that i salute these F1 drivers. calves must be on fire after the race for sure
I found this very interesting indeed, thanks, in particular the harvesting energy and balance operation. You also got 'deep dive' into the narrative twice, great for anyone playing Buzzword Bingo. Blue Sky thinking is so
yesterday!
F16s use floating carbon discs but have multiple rotors that are squeezed together. Similar yet different systems.
I don't have engineering Job Scott. I don't have an engineering background or to fill up my CV with engineering stuff and knowhow. I don't have engineering diploma.
But damn am I interested in how something complex and comprehensive works. So to answer your question... Yes do keep these videos coming with proper explanations like in this video with the people who worked on those things and know exactly what's the designs intention and purpose.
What are the brake pads made from, and how much do they cost per set, do they last a whole race?
Alpine finally getting good publicity
I have 371mm front and 365mm rear floating rotors on my Corvette C7. Brembo calibers as well. Each wheel brake is independently pressurized and controlled by the ECU and a servo manifold. Just wanted to brag. 😆
where is the owen wilson meme when you need it.
Brag when all you could get was a Vette? Let the internet know when you can afford a Porsche 911.
@@ronbelanger4113 Why would I want a 911? C7 Zo6 will destroy an overpriced stretched out beetle. My vette will definitely out brake that car.
@@Bailey-k2j😂😂😂😂😂😂😂😂😂
You wish.. you have a fast tractor with low body.
that is a misunderstanding there. when you brake, you have 2-3g of deceleration which means the driver's body weight X 2-3 will act on that paddle. Does not mean is easy but is not as crazy as people think. To do that you need to brake hard. accelerate hard and all these is a close loop of skills to get the F1 system to work at the operating temp.
driving 4 answers did a video a while back, about how larger discs don't actually stop you faster. but this F1 engineer says they do. intuitively, he seems right about leverage: for a given brake pad surface area and pressure applied, farther distance from the axle would seem to give an advantage. i can't remember d4a's reasoning, but am curious about any input here.
There is nothing that I am more interested in than aerodynamics.
I got 1 question.
If they are braking with that much force, why don't they make the brake pedal wide enough for you to use both feet?
You'd think by doing that it would ease the burden on themselves just a bit.... and it shouldn't compromise the use of the accelerator pedal.
felt like brake system introduction for street cars @ school. Do we really want to know about the difference between brake hoses and pipes when checking out f1 brake systems? Would be much more interesting to know what type of slide pins their calipers use or what makes the brakes retract after releasing the pedal.
No slide pins required with a floating disc and if you retract the brakes after an application you will have excess travel on the next application. The pads need to stay in very light contact with the disc all the time.
Stevens _looks_ young and like he just stepped out of bed. Love the vibe.
Interesting about the impressive pedal forces leadingto better feel and feedback.
I recall reading years ago about Blue Angelsprecision flying team, having control stick set to require constant 50lbs of force just to hold it steady. Reason stated was it improves precision required of pilots.
Same concept it seems.
I know you are road racing expert but what about trail braking/pedal technique in rally stages on both tarmac and gravel, do they differ from road racing?
Alpine dude got some brains.
That was an awesome watch, keep making content like this please 😃
4:18 "That spring sits here"
*shows an animated diagram with 8 different parts circled and labeled and no spring in sight*
Me: "I'm sure it's... somewhere in there"
For the braking force: They press 180 kg on the pedal. But the brakes are so sensitive on an f1 car that less than a quarter brake pressure will slow the car rapidly. This ties back to when he mentioned braking can put 6 Gs on the driver, so they are actually putting down around 800 or 900 lbs when full breaking, which is way more than enough
It's absolutely brilliant to watch F1 tech, I enjoyed it. But how do they stop the brake fluid from overheating?
Brake fluid only applies pressure on the brake pads to slow down
But it doesnt get affected or heated as it only is pascal's Hydraulic fluid principle
Top tier stuff as always thanks :))) Brakebro was excellent
That caliper is a beauty!
Speaking as an engineer who likes to understand how things work, this video doesn't make it easy! Here are some of my observations:
o I would suspect that both clevises are titanium (3:07) and the tub clevis is not aluminum. The coloration of both look similar, and darker than what aluminum typically looks like.
o The CAD images shown (eg. at 3:19) are of a completely different brake pedal design with twin master cylinder assemblies with a mechanical system to adjust brake bias by shifting them left and right to change the leverage (one cylinder is for the front and the other is for the rear brakes) which he refers to as the older way. You can see each master cylinder has two hydraulic lines, in and out.
o The actual (tandem) unit (at 3:29) has four ports so it runs both front and rear in one unit.
o The illustration at 5:14 doesn't resemble the tandem unit very well, especially the plumbing, but at least it is conceptually similar.
o But then the graphic at 5:36 again shows the old style parallel (not integrated tandem) approach with mechanical bias.
o I'm pretty sure the white plastic cap on the end is there temporarily prevent the spring from falling off when not assembled to the eyelet.
o Apparently they put on different length eyelets according to driver ergonomics. They probably keep the custom length eyelet connected to each driver's custom pedal.
o The eyelet is an extension of the piston on the master cylinder, retained by a pin through that hole the cotter pin is in, and the other end has an eyelet for the pivot shaft in the titanium clevis on the pedal.
o I suspect that the tub clevis can be moved to different positions on the car depending on driver. A different length eyelet would be used for each position.
o The other end of the master cylinder would be in a fixed position, keeping all of the plumbing in the same place regardless of pedal position adjustment.
o With regards to the 180kg number, I suspect that this is the design load for full panic, not the force required to brake during a race or even to lock up the wheels.