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.
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
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
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.
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 an f1 driver. Something ain’t adding up!
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 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.
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
@@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 😂
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.
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.
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.
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.
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 😳😳😳😳
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.
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.
Something subtle, like moving the pedal rather than the driver, firmer pedal means more feel and control, 6 g's, wow. I wonder what subtle changes other than size they have in the 2024 cars, we'll know in a few years. ;)
They don’t show them. I think that’s on purpose. I guess the make up of the compound is a critical component that teams don’t want to share that on camera. Probably some resin mix
Are there even pots? In the video they stop explaining at the end of the brake line, so it seems as those spray brake fluid on the discs to brake. ;) I suppose these parts of the system being that interesting (even to Alpine's competitors) is all the reason they skipped them.
What seems so hard is to exert so much force (even if helped by your own deceleration...) but keeping some feel and control (for instance for trail braking...) at the same time. Certainly when you hear that the fastest drivers, such as Verstappen, are not the hardest breakers (such as Perez), but use more feel and subtly on the breakpedal when going into a corner...
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. 😆
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!
Since it's brake by wire and this is a muscle memory system and every sim racer knows that it's one of the most important parts of the sim rig that makes you faster, i wonder if it would be allowed to use a position system, no idea if it works better for anyone but still wonder if it would be allowed
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.
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.
Excellent video !!! Keep them going! In this video, or any other, it could be helpful to say something about the rules because rules make the breaks the way they are; they don't have absolute freedom to do whatever breaks. The brake constraints should be clearly stated; this really affects their design. Also, it was not mentioned that ABS is not allowed -> significant influence on brake design. But I am not 100% sure if that is true. It would be nice to know the limitations or rules they needed to follow on a surface level so that we know a little bit more about the challenges that engineers face and find creative ways to compensate for the lack of something... I hope this message reaches you.
Excellent video. This stuff is fascinating. I wonder how long it takes to drill 1400 holes in a caliper! Also wonder if driver’s left leg is bigger than the right…
No mention of caliper placement? Id like to see the explanation of why the particular position is selected. Infront of hub, or rear, why not at the bottom of the disc for better weight balance? Why not a larger caliper - maybe covering 50% of the brake disc surface. I understand theres steering and cooling ducts in the tight space, but is there any other detail?
needs to be clarified that as soon as the driver hits the brakes, their weight changes according to the G forces they experience which are parallel to the braking line, if that makes sense. So it's not like the drivers press all the time with a force of 180kg, but rather they do that pretty hard initially and as soon as the car starts breaking and G forces are created, the foot becomes heavy enough to assist into pushing the pedal but of course it still needs a lot of power.
Interesting stuff but I don’t understand why you kept cutting away to repeat everything. Alex did a great job explaining how things work. The video was way longer than it needed to be
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 ?
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
![Diggy Graves - Red Vineyard [Official Lyric Video]](http://i.ytimg.com/vi/8Ro085T0mnQ/mqdefault.jpg)
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.
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
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.
Love that Alpine guy! Very calm, easy to understand, collected. Really liked listening to him!
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
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
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.
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.
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
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 an 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
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.
There have been many F1 break “breakdowns” over the years, and it’s ALWAYS interesting to learn about.
Loved this video, such a satisfying amount of detail. Absolutely buzzed for the rest of the series.
0:44 every few seconds, don't forget that part
0:37
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.
It's got wheels and a steering wheel, too! Truly the pinnacle of innovaton. (/s just to be sure)
After two decades of wachting F1 I finally understand BBW. Thanks man, very cool!
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 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
i think they use brake by wire
@@Julian-ty2psI think you're confused
Mercedes use Endless if that helps
@@Julian-ty2ps hilarious !
Could listen to Alex speak all day! Super insightful 👌
Amazing....
Very appreciated
Please keep this great work going
This 'behind the scenes' video where you explain specific parts on cars is very interesting, please do more!
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 caliper is a work of art
Love these videos ! Many Thanks !
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.
0:39 One man fridge is another's minibar!
That caliper is a beauty!
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.
What a great explanation! Great guy, keep it up!
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。
Such an interesting video. One of the best f1 channels on yt. 👍
Thank you for telling us why brakes are so important. ‘Preciate it.
Very much looking forward to the other videos in this series. Great content as always
Top tier stuff as always thanks :))) Brakebro was excellent
salute to you sir for that informative video and sick animations
Super interesting! Looking forward to more Alpine videos.
I remember when Jeff Gordon drive an F1 car at Indy. It was the breaking that impressed him the most.
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.
Amazing episode, what a engerering masterpiece
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 😳😳😳😳
That slight pause after saying Esteban likes it really hard 😂
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.
Awesome detail. F1 tech rules.
7:52 it's aluminum-lithium alloy. Pretty common in aerospace, and used in F1 brake calipers.
These educational videos are fantastic. Thank you!
That was an awesome watch, keep making content like this please 😃
Great vid, Scott.
Thanks Alpine!
Great video as always
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.
flexible lines dont just suffer from expansion they tend to be more effected by the bourdon effect as well
When are you making the tunnel going car
Such an efficient talker
Alpine finally getting good publicity
Awesome! Thank you Scott!
That was fantastic. Thank you!
Something subtle, like moving the pedal rather than the driver, firmer pedal means more feel and control, 6 g's, wow.
I wonder what subtle changes other than size they have in the 2024 cars, we'll know in a few years. ;)
Stevens _looks_ young and like he just stepped out of bed. Love the vibe.
Love this stuff, thanks heaps.
180KG of force but you have to account for the Gs generated by the force of the car to a driver usually is doing less.
cant wait for the next videos
There is nothing that I am more interested in than aerodynamics.
All that years i thought the right pedal is the brake and left is the gas.
So no brake pads? The pots dig straight into the disk? That's wild!
yes there is brake pads 😂 I can't tell if you're joking hm..
They don’t show them. I think that’s on purpose. I guess the make up of the compound is a critical component that teams don’t want to share that on camera. Probably some resin mix
@@a1whitei understand it s classified but he could at least tell us what they’re going through, the temperature they can stand, the duration,…
Are there even pots? In the video they stop explaining at the end of the brake line, so it seems as those spray brake fluid on the discs to brake. ;) I suppose these parts of the system being that interesting (even to Alpine's competitors) is all the reason they skipped them.
What seems so hard is to exert so much force (even if helped by your own deceleration...) but keeping some feel and control (for instance for trail braking...) at the same time. Certainly when you hear that the fastest drivers, such as Verstappen, are not the hardest breakers (such as Perez), but use more feel and subtly on the breakpedal when going into a corner...
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.
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...
Super interesting, thought were the brake pads missing? The caliper 6-pistons don't directly contact the carbon rotor do they?
Since it's brake by wire and this is a muscle memory system and every sim racer knows that it's one of the most important parts of the sim rig that makes you faster, i wonder if it would be allowed to use a position system, no idea if it works better for anyone but still wonder if it would be allowed
I thought that at Alpine to slow down the car there were two holes which allowed you to brake with your shoes
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
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.
No mention of the pads?
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.
You're incredible, don't stop creating videos!
Ryan, stop the genger videos ?
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
I was searching for this and it appeared.
Excellent video !!! Keep them going! In this video, or any other, it could be helpful to say something about the rules because rules make the breaks the way they are; they don't have absolute freedom to do whatever breaks. The brake constraints should be clearly stated; this really affects their design. Also, it was not mentioned that ABS is not allowed -> significant influence on brake design. But I am not 100% sure if that is true. It would be nice to know the limitations or rules they needed to follow on a surface level so that we know a little bit more about the challenges that engineers face and find creative ways to compensate for the lack of something... I hope this message reaches you.
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
Excellent video. This stuff is fascinating. I wonder how long it takes to drill 1400 holes in a caliper! Also wonder if driver’s left leg is bigger than the right…
Did Alex mention why the cooling vents in the disc are asymmetric? Tricky airflow science perhaps?
No mention of caliper placement? Id like to see the explanation of why the particular position is selected. Infront of hub, or rear, why not at the bottom of the disc for better weight balance? Why not a larger caliper - maybe covering 50% of the brake disc surface.
I understand theres steering and cooling ducts in the tight space, but is there any other detail?
This video is hilarious. When mentioning distances, metric system is used. When speeds are mentioned, imperial system is used.
needs to be clarified that as soon as the driver hits the brakes, their weight changes according to the G forces they experience which are parallel to the braking line, if that makes sense. So it's not like the drivers press all the time with a force of 180kg, but rather they do that pretty hard initially and as soon as the car starts breaking and G forces are created, the foot becomes heavy enough to assist into pushing the pedal but of course it still needs a lot of power.
“Esteban likes it really hard” shouldn’t have made me chuckle, but it did.
just here to say Colapinto to F1 on 2025.
Argentinan fan of this channel from long ago, love your videos!
Interesting stuff but I don’t understand why you kept cutting away to repeat everything. Alex did a great job explaining how things work. The video was way longer than it needed to be
GIVE US AN UPDATE ON THE UPSIDE DOWN CAR, OR JUST ADMIT YOU AREN'T GOING TO DO IT BECAUSE YOU CAN'T
Excellent presentation in educating the viewer!
You need education on RUclips levels, lol
nice video
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 ?
Amazing, very very interesting
When are you gonna drive upside down??
Cool stuff, Scottie, but all we want to see is an upside down car
Is the main/only reasons they don't boost the brakes to make them a touch lighter a)weight and b)ground feel?
Interesting stuff 😍
Can you pause on the graphics a bit longer?
7:55 can’t go into it ~ most likely 7075 aluminium , though 6061 aluminium would probably be better for thermal conductivity.
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