Although not racing, the winters in Formula 1 are very hard. From the moment one season ends until the next starts, all the teams are working tirelessly on the single-seater they will be racing in for the next few months.
To the millimeter, engineers and mechanics work together to create a car that must be as fast as possible, but must also comply with each and every one of the regulations previously imposed by the FIA.
A large part of these rules are aimed at obtaining the greatest possible safety for the drivers, an aspect in which constant progress has been made in recent years.
Before the new single-seaters hit the asphalt for the first time, all the teams have to obtain the approval of the FIA in the famous crash tests or crash tests. So far so good, but… what are they, how do they work and what do the teams have to do?
To begin with, the FIA delegates subject the monocoque or survival cell to a series of tests. One of the most important is the frontal impact test, which is made up of two different tests.
The first is done to check the integrity of the nose . Monocoque and nose are joined in a single structure that is launched up to a speed of 15 m/s (meters per second) before hitting a wall. The deceleration of the first 100mm cannot be more than 10g and the average deceleration of the first 150mm must also be less than 2.5g. In addition, during the entire test, 45g can never be exceeded.
To carry out the following frontal test , teams must place a 50mm (+/-1mm) thick aluminum plate on the front of the monocoque through the mounting points of the front impact absorption structure. .
During this test, the fuel tank must be installed and filled with water. A dummy weighing at least 75kg must be fitted with seat belts and a helmet that meets FIA requirements.
The total mass of the structure must be between 900-925kg, while the impact speed will not be less than 15 meters per second. The wall against which the monocoque will impact must be equipped with seven carbon tubes that create a combined nominal load of 500 kN (Kilonewton).
To receive the FIA’s approval, the structure must finish without damage to both the monocoque and the seat belt mounts. The maximum deceleration in the chest of the dummy must be 3m/s, while the minimum acceleration of the chassis of 30m/s will be 52g, finally, the maximum displacement of the chassis cannot be greater than 425mm.
After passing the frontal impact test, the monocoque is subjected to a side impact test . This test is carried out on both sides of the structure and a load equivalent to 104.5 kN is applied laterally towards the inner part of the monocoque and 93.2 kN longitudinally towards the rear.
As in the previous test, the structure must not be deformed or damaged more than what is established according to the internal parameters established by the FIA itself.
In addition to the tests mentioned above, each team is also required to provide calculations that clearly show that the monocoque will support a load of 75kN vertically upwards and 99kN longitudinally rearwards.
Continuing with the process, the teams also face a crash test for the rear of the monocoque . To carry out this test, each team must install a shock-absorbing structure behind the gearbox with specific characteristics.
To verify the strength of the gearbox, the rear impact structure attachment and the joint of both, they must pass three static load tests:
1. A lateral load of 40kN applied to the average height of the structure.
2. A load of 40 kN vertically upwards in the central plane.
3. A load of 40 kN vertically downwards applied in the central plane.
In each case, the load must be applied through a ball joint and after 30 seconds there must be no failure of the impact structure, gearbox or fixing of both.
The rear must also pass a dynamic test in which all parts that will be installed behind the rear of the engine must be mounted.
The gearbox must be solidly fixed to the ground and to a solid object, with a mass of 900 kg. The structure will be hit by a flat object [450 mm (+/- 3 mm) wide by 550 mm (+/-3 mm) high] at a speed of not less than 11 meters per second.
During the test, the striking object cannot pivot on any axis and the crash structure can be supported in some way as long as this does not increase its impact resistance.
To receive a pass, the structure must maintain a maximum deceleration below 25g over the course of the test and the structural damage must be contained within the area specified by the FIA.
In addition to those tests, the FIA also carries out a crash test that puts the steering column to the test. Here the deceleration cannot exceed 80g by more than 3 meters per second cumulatively.
After the test, any substantial deformation should be within the steering column, while the steering wheel quick release mechanism should still function without any problem.
Once each and every one of these tests has been successfully completed, the teams receive the go-ahead for their chassis to go out on the asphalt and be able to compete in the highest category of motorsport with the maximum possible safety.
