One area that has changed significantly, and has caused some early drama for several teams, is the brakes. Teams had relied on these parts for a number of reasons, all of which have been scaled back as part of an attempt to cut costs and enhance the spectacle of racing.
Firstly, the permissible diameter of the brake discs has been increased, in line with the additional weight that this season’s single-seaters have.
Thus, the front disc has gone from a maximum of 278mm to between 320 and 325mm , while the rear must now be between 275 and 280mm .
In addition, the FIA has added a clause that drill holes must have a minimum diameter of 3mm . Obviously, this influences the maximum number of possible holes, as well as their arrangement, so as not to compromise the integrity of the disc.
To prepare for this, Ferrari began experimenting with a new drill hole layout during the final phase of last year’s 2021 season, as can be seen in the inset (red arrow).
Another aspect of the new regulations that has had an impact on the design of the brake assembly is that the airflow must now be expelled through a rear-facing outlet in the brake duct inner fence.
This is due, in part, to the return of wheel hubcaps, which have been designed to perform a specific aerodynamic function. F1 and the FIA did not want this flow to be interrupted because the teams could take advantage of the heat and flow of air on the outside of the tyre.
This change in cooling technique has led some teams to re-evaluate the position of the brake caliper, which had been moved to improve flow path to the front face of the drum. Before this year, the clamp was normally placed between 6 and 9 o’clock.
Alpine A522 vs. A521 Front Brake Comparison
This gave the aerodynamics department more freedom to create cross and branch ducts, so that the airflow passing through them could have more benefit by being expelled out the front half of the wheel sidewall.
However, without these aero tools at their disposal, some teams have chosen to return to the more traditional 3 o’clock position in 2022, as seen here when we compare the Alpine A521 and A522.
Interestingly, Alpine has also chosen to use a row of teardrop shaped channels in the caliper housing, allowing the heat generated by the disc to pass through the assembly, and reducing some of the absorption of this heat that would normally occur. could be present without them.
The increase in tire diameter from 13 inches to 18 inches is also influencing how teams approach the various challenges they face. The overall size of the brake drum has been increased for more internal space.
Not only does this have implications for the movement of airflow to the brakes to cool components, but it also influences how heat generated inside is released.
It’s even more important when you consider that teams used to rely on these flow and heat management strategies to help manage tire temperatures.
Red Bull RB16B front brake duct comparison at the Mexican GP
Taking the Red Bull RB16B as an example, the Austrian team had numerous solutions at its disposal in the brake lines to exchange aerodynamic support, the cooling of the brakes themselves and the heating of the tires depending on weather conditions and preferences. of each pilot.
The energy drink team used a paint coating on the bypass section of the drum to limit the way heat was generated inside and prevented air from passing through, heating up the wheel.
However, there were times when the group wanted that heat to be evacuated faster, and allowed it to mix with the flow that moved throughout this area, which also affected the heating of the compounds.
Both Dietrich Mateschitz teams have closed their brake discs, in order to inhibit the passage of the heat created and direct it more quickly out of the rear-facing duct.
However, although Red Bull and AlphaTauri have the same philosophy in their general design, their options have been limited by the position of other elements that make up the brakes.
On the one hand, the two teams have made different decisions regarding the materials used to achieve their thermodynamic goals.
McLaren is another of the teams that uses this, but having problems with cooling during testing and the first two rounds of 2022, they have been forced to change materials, discarding the carbon fiber that was initially tested, and replacing it for a metallic version.
McLaren MCL36 front brake comparison
