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Formula 1 represents arguably the pinnicle of motor sports. Team AVRR uses EA Sports well known F1 simulation F1 Challenge 99-02 for all modern Formula 1 racing. The simulation must be updated to Ralph Hummerichs v1.3 season 2003. Please go to the Team AVRR Tech center for complete install and version details and instructions! |
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Formula 1 in detail |
F1 Aerodynamics A modern Formula One car has almost as much in common with a jet fighter as it does with an ordinary road car. Aerodynamics have become key to success in the sport and teams spend tens of millions of dollars on research and development in the field each year. The aerodynamic designer has two primary concerns: the creation of downforce, to help push the car's tyres onto the track and improve cornering forces; and minimising the drag that gets caused by turbulence and acts to slow the car down. A modern Formula One car is capable of developing 3.5 g lateral cornering force (three and a half times its own weight) thanks to aerodynamic downforce. That means that, theoretically, at high speeds they could drive upside down. Despite the full-sized wind tunnels and vast computing power used by the aerodynamic departments of most teams, the fundamental principles of Formula One aerodynamics still apply: to create the maximum amount of downforce for the minimal amount of drag. The primary wings mounted front and rear are fitted with different profiles depending on the downforce requirements of a particular track. Tight, slow circuits like Monaco require very aggressive wing profiles - you will see that cars run two separate 'blades' of 'elements' on the rear wings (two is the maximum permitted under new 2004 regulations). In contrast, high-speed circuits like Monza see the cars stripped of as much wing as possible, to reduce drag and increase speed on the long straights. Recently most Formula One teams have been trying to emulate Ferrari's 'narrow waist' design, where the rear of the car is made as narrow and low as possible. This reduces drag and maximises the amount of air available to the rear wing. The 'barge boards' increasingly fitted to the sides of cars also help to shape the flow of the air and minimise the amount of turbulence. |
F1 Brakes When it comes to the business of slowing down, Formula One cars are surprisingly closely related to their road-going cousins. Indeed as ABS anti-skid systems have been banned from Formula One racing, most modern road cars can lay claim to having considerably cleverer retardation. Formula One previously allowed anti-skid braking systems (which would reduce the brake pressure to allow the wheel to turn again and then continue to slow it at the maximum possible rate) but these were banned in the 1990s. Braking therefore remains one of the sternest tests of a Formula One driver's skill. The amount of braking power going to the front and rear circuits can be 'biased' by a control in the cockpit, allowing a driver to stabilise handling or take account of falling fuel load. Under normal operation about 60 percent of braking power goes to the front wheels which, because of load transfer under deceleration, take the brunt of the retardation duties. A typical Formula One brake disc weighs about 1.5 kg (versus 3.0 kg for the similar sized steel discs used in the American CART series). These are gripped by special compound brake pads and are capable of running at vast temperatures – anything up to 750 degrees Celsius. |
F1 Engine/gearbox The engine and transmission of a modern Formula One car are some of the most highly stressed pieces of machinery on the planet, and the competition to have the most power on the grid is still intense. In the 1950s Formula One cars were managing specific power outputs of around 100 bhp / litre (about what a modern 'performance' road car can manage now). That figure rose steadily until the arrival of the 'turbo age' of 1.5 litre turbo engines, some of which were producing anything up to 750 bhp / litre. Then, once the sport returned to normal aspiration in 1989 that figure fell back, before steadily rising again. The 'power battle' of the last few years has seen outputs creeping back towards the 1000 bhp barrier, some teams producing more than 300 bhp / litre from the current generation of 3 litre engines Revving to over 18,000 RPM a modern Formula One engine will consume a phenomenal 650 litres of air every second, with race fuel consumption typically around the 75 l/100 km (4 mpg) mark. Revving at such massive speeds equates to an accelerative force on the pistons of nearly 9000 times gravity. The gearboxes of modern Formula One cars are now highly automated with drivers selecting gears via paddles fitted behind the steering wheel. The 'sequential' gearboxes used are very similar in principle to those of motorbikes, allowing gearchanges to be made far faster than with the traditional "H" gate selector, with the gearbox selectors operated electrically. Despite such high levels of technology, under 2004 regulations fully automatic transmission systems have been outlawed, as has launch-control, meaning drivers must control the clutch themselves, at least at the start of a race. Transmissions bolt directly to the back of the engine and incorporate a torque-biasing differential that works in conjunction with the electronic traction control systems to ensure the maximum amount of power is applied to the road. After several years of six-speed gearboxes, most of the grid are now running seven-speed units. |
F1 Flags Chequered flag, Indicates to drivers that the session has ended. During practice and qualifying sessions it is waved at the allotted time, during the race it is shown first to the winner and then to every car that crosses the line behind him. Yellow flag Indicates danger, such as a stranded car, ahead. A single waved yellow flag warns drivers to slow down, while two waved yellow flags at the same post means that drivers must slow down and be prepared to stop if necessary. Overtaking is prohibited. Green flag All clear. The driver has passed the potential danger point and prohibitions imposed by yellow flags have been lifted. Red flag The session has been stopped, usually due to an accident or poor track conditions. Blue flag Warns a driver that he is about to be lapped and to let the faster car overtake. Pass three blue flags without complying and the driver risks being penalised. Blue lights are also displayed at the end of the pit lane when the pit exit is open and a car on track is approaching. Yellow and red striped flag Warns drivers of a slippery track surface, usually due to oil or water. Black with orange circle flag Accompanied by a car number, it warns a driver that he has a mechanical problem and must return to his pit. Half black, half white flag Accompanied by a car number, it warns of unsporting behaviour. May be followed by a black flag if the driver does not heed the warning. Black flag Accompanied by a car number, it directs a driver to return to his pit and is most often used to signal to the driver that he has been excluded from the race. White flag Warns of a slow moving vehicle on track. |
F1 Overtaking One of the most important factors in Formula One overtaking is that of aerodynamic efficiency. As a car gets progressively closer to the rear of an opponent's car it moves into the 'bubble' of turbulent air being created. This has two effects, one positive and one negative. On straights this bubble gives what is known as a 'tow', slightly reducing the air resistance of the car behind and (all else being even) allowing it a slight performance advantage - hence the reason cars are often seen very close together just before an overtaking attempt. In overtaking battles the driver in front's best defence is his ability to pick braking points and cornering lines. A skilful driver can hold off an opponent by adopting a 'defensive' driving style, typically this means reducing the angle available for the car behind to use going into corners where there is a substantial risk of being passed. Providing that the driver ahead only changes his line once going into a corner (not deliberately attempting to block the car behind) this is a perfectly justifiable form of racing, and with it a driver in an inferior car can successfully hold off a faster rival. |
F1 Suspension Following the ban on computer-controlled 'active' suspension in the 1990s, all of the Formula One car's suspension functions must be carried out without electronic intervention. The cars feature 'multi-link' suspension front and rear, broadly equivalent to the double wishbone layout of some road cars, with unequal length suspension arms top and bottom to allow the best possible control of the camber angle the wheel takes during cornering. Unlike road cars, Formula One springs are no longer mounted directly to the suspension arms, instead being operated remotely via push-rods and bell cranks which (like the lobes of a camshaft) allow for variable rate springing - softer initial compliance becoming stronger as the spring is compressed further. The suspension links themselves are now made out of carbon fibre to add strength and save weight. This is vital to reduce 'unsprung mass' - the weight of components between the springs and the surface of the track. |
F1 Tyres Despite some genuine technical crossover, race tyres and road tyres are - at best - distant cousins. An ordinary car tyre is made with heavy steel-belted radial plies and designed for durability - typically a life of 16,000 kilometres or more (10,000 miles). A Formula One tyre is designed to last for, at most, 200 kilometres and - like everything else on a the car - is constructed to be as light and strong as possible. That means an underlying nylon and polyester structure in a complicated weave pattern designed to withstand far larger forces than road car tyres. In Formula One racing that means anything up to a tonne of downforce, 4g lateral loadings and 5g longitudinal loadings. All racing tyres work best at relatively high temperatures, Formula One dry 'grooved' tyres are typically designed to function at between 90 degrees Celsius and 110 degrees Celsius. To ensure that the tyre pressure stays as constant as possible during these changes in temperature a special mixture of low density gases is used to inflate them rather than air. Formula One cars ran with slicks until the 1998 rule changes came into effect, and new tyre standards were introduced in an attempt to improve the spectacle of Formula One racing by reducing cornering speeds. This led to the familiar sight of the current 'grooved' tyres, the regulations specifying that all tyres must have four continuous longitudinal grooves at least 2.5 mm deep and spaced 50mm apart. |
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The FIA GT Championship is an endurance motorsport championship, run by the Fédération International de l'Automobile (FIA) and promoted by the Stephane Ratel Organisation (SRO). The series is reserved for Grand Touring sportscars, developed for the road and adapted for the circuit. The FIA GT Championship is represented accurately by Simbin's GTR2 Racing simulation. |
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| Click here the GTR2 official site. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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A modern Formula One car has almost as much in common with a jet fighter as it does with an ordinary road car. Indisputably the fastest track cars on the planet modern Formula One cars push the performance envelope and attract the Worlds best drivers! F1 Challenge 99-02 is an accurate and highly sophisticated Formula 1 simulation for your PC! |
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| Click here for AVRR F1C details. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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| Throughout the 50+ year history of NASCAR, its race cars have been transformed from road-going, lumbering true "stock" cars into the sleek, technologically advanced machines that we see today on ultra-modern speedways. Papurus Nascar is one of the oldest but best simulations of the series. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Click here for AVRR Nascar details. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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It was a time when racing circuits were designed to test the limits of man and not for safety. Formula 1 in 1967 was a time for creating legend. Grand Prix Legends captures this experience in one of the most accurate and exciting racing simulations ever created! Race against all time greats like Jack Brabham, Jim Clark and Graham Hill. |
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| Click here for AVRR Grand Prix Legends details. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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