Brake Ducts, Tire Cooling, and beyond

[Rikhart]

https://i.postimg.cc/3R6Zqf5k/image.png

What is it?

I feel we are getting warmer, pun intended

[organic]

AutoRacer has information that suggests Imola will be a round with no significant new features on the SF-25. At the circuit named after Enzo and Dino Ferrari, the red car is scheduled to carry out a one-off test involving the use of a new rear brake duct , updated in the internal ducts, both for aerodynamic reasons and for different cooling management.

https://autoracer.it/it/ferrari-a-imola ... -pacchetto

Further confirmation from different source that red bull intend to bring their own McLaren-inspired brakes

https://www.the-race.com/formula-1/mcla ... very-plan/

Red Bull's engineers are instead exploring aerodynamic solutions, suspecting that McLaren may be controlling tyre temperatures through clever heat management between the brake drum and the inner sidewall of the tyre - possibly through convective cooling.

In a bid to close the gap, Red Bull has been working on a new brake bell configuration and revised cooling ducts, taking inspiration from McLaren's solution. The Race understands that the development has been underway since the season-opening Australian Grand Prix.

Seems that both Red Bull and Ferrari will bring new brake ducts at Imola (although for Ferrari only a test item)

[atanatizante]

The above pictures show the 2019 Pirelli P Zero F1 tyres working windows for all compounds, which were in the 13-inch wheel format. Although this is not accurate, we could guestimate and thus extrapolate that the 18-inch tyres from 2022 onwards are almost in the same ballpark figures.
What is important to notice from the above pictures is the fact that:
- There are 5 tyre working window ranges – WWR – and for this year, there are 6 WWR.
- The softer compounds have a smaller WWR, usually some 20 degrees Celsius, and the harder compounds have a wider WWR, usually in the 25-30 degrees Celsius ballpark figure.
- There is a common WWR for any successive 3 tyre compounds that are designated for a particular race, and this is narrower for the softer tyre compounds

Based on the below graph and picture, in case of using a bimetal strip solution (or better say temperature harvesting store) acting as a thermostat, there are at least 5 bimetal strip variants that are needed, bearing in mind that in the race usually are used 2 tyre compounds. And each bimetal stripe should be designed/tailored for the WWR main tyre or for the common WWR of those 2 tyre compounds used in the race.

These bimetal strips must have the temperature triggering point – TTP - (when they are starting, thus entering temp harvesting mode) higher each time the tyre compound is harder. This could be done either by altering the volume of the material or by changing the material itself with one that has a higher TTP. Knowing that in F1 the best solution is one that weighs the least, that means the optimum solution is to change the bimetal composition. But here is another important catch: you need to tailor both the TTP and WWR mostly for those 2 tyre compounds designated for the race. And this is a trade-off of a usual characteristic in F1.

For instance, Pirelli designated the C1, C2, and C3 tyres for a race. According to the graph below, the common WWR for all 3 tyres is between 110 and 135 degrees Celsius, but only C2 and C1 are usually the race tyres that will be raced, C3 tyre being designated mainly for the qualy. Now the main question is where to have the TTP? If you set the TTP at 140 degrees Celsius, the C2 tyre would be overheating, but if you set the TTP at 135 degrees Celsius, you`ll narrow the C1 tyre WWR. The answer is that in common practice, they choose the conservative/safer option, going with the 135 degrees Celsius value for the TTP.

(As a disclaimer, all below values are relative and based on the 2019 Pirelli P Zero F1 tyres)





We could go deeper into the solid-state chemistry area if we are to talk about the composition of those bimetal strips, but I think it`s not the appropriate place here to do so. All I have to say is that it`s a complex matter and those bimetals stripe/changing phase material/temps harvesting store could be three, quarter, and multiple metals alloys that require deep knowledge in the bi, three, quaternary system a specific to the solid-state materials …

In conclusion, I think this solution it`s a doable thing to do and has nothing to do with a movable device rule, thus it`s a perfectly legal device according to the regs. But unfortunately, this solution is both time and resource-consuming. For starters, you need to hire someone who has a degree in solid-state physical chemistry, and particularly an engineer with lots of practice in the physical metallurgy field. And last but not least is worth doing coz this could also be used in 2026 and beyond, thus it is not a waste of time and money ...

P.S. Regarding the water filling tyre story, my best guess is just water or moist/dew spots on the wheel rim. This is due to the condensation phenomena triggered when there is enough high temperature difference between the internal and external sides of the wheel rim. And this big delta temp occurs due to that material that is harvesting temperature for a long time, something that is very useful in addition to the race after they change the tyres …

[Farnborough]

John Noble presented overview here



Discussion of various aspect in the McL design and implementation.

The "exposed" sensor that is often described as the team having access to during practice session ... that suggests they need to get into that, when from the images here it could equally be looking out to monitor really accurately (excluding internal brake enclosure temp) the internal wheel rim temperature, allow accuracy in building profile of that during FPs to drive acute correlation in setting of static components ready for race stints. There’s generally observed view of McL running particularly at "fastest" pace during FP3 session that could facilitate this scenario.

[TeamKoolGreen]

^ Screenshot from that video

Look at how close the shrouding around the rotor is to the rotor itself.(top left) That is insane. There's no room for air. There's something other than air cooling going on there.

[Hoffman900]

^ Screenshot from that video

Look at how close the shrouding around the rotor is to the rotor itself.(top left) That is insane. There's no room for air. There's something other than air cooling going on there.

https://i.postimg.cc/XYxqgSfz/brake33.jpg

No. There only can be air cooling, per rules. Pretty clear cut.

[Alexf1]

^ Screenshot from that video

Look at how close the shrouding around the rotor is to the rotor itself.(top left) That is insane. There's no room for air. There's something other than air cooling going on there.

https://i.postimg.cc/XYxqgSfz/brake33.jpg

No. There only can be air cooling, per rules. Pretty clear cut.

Should yes, but it doesn't mean it is. This is F1. Maybe the FIA post race Miami check revealed something from the inside which the FIA didn't see yet. Some things take time at the FIA. We'll see in Imola or future GP's if the McLaren system is still the same. Could be they are only asked to change some materials. Then you see the same design but less effective cooling.

[Watto]

https://racingnews365.com/place-holder- ... m_source=x

Revealed: The genius solution behind McLaren's game-changing brake design
RacingNews365's technical analyst Paolo Filisetti reveals the genius idea behind McLaren's brake system that has attracted attention from all the other F1 teams.
Paolo Filisetti

Today, 18:20

© XPBimages

As we previously explained in another article, McLaren has a decisive advantage over the rest of the F1 field when it comes to tyre management, and chiefly degradation.

This is not just usually degradation, but also thermal deg, with Red Bull in particular raising doubts about the legality of the MCL39's inner brake drums, after obtaining thermal images allegedly showing cool spots deep within the complex cooling system of the drum.

In Miami, the FIA carried out an in-depth check of the brakes, with nothing illegal found. RacingNews365 understands that rival teams are now studying closely McLaren's design and putting resources into developing their own versions to ensure McLaren alone does not benefit.


It is becoming increasingly clear that the Woking squad has managed to achieve the goal of keeping operating temperatures and tyre pressures under control, and isolating them from the heat produced by the brakes.

McLaren has cleverly used a sort of micro net of PCM, Phase Changing Materials, inside its brake drums.

This is a mesh composed of tiny tubes containing metal alloys, which have a melting point, depending on the type of metal used, of between 120 and 200 degrees celsius.

The alloys, imagine a section of iron wire covered in a thin plastic casing, form a thin mesh membrane inside the drum and its ducts. The PCMs are able to absorb heat up to the melting point, much the same principle as an ice cube in a drink.

The ice cube maintains its temperature of zero degrees until it melts, with these thin metal alloys absorbing the heat until it reaches the melting point. It has the effect of keeping the air under control, preventing the air passing through the drum from raising the temperature and transfering heat to the drum.

As indicated above, rival teams such as Mercedes and Red Bull are evaluating a rapid application of the system for upcoming races, with Ferrari also understood to be looking at the system, as are the remaining teams on the grid.

A first version could be introduced in time for the Spanish GP in June, but given the turnaround time, and the already big flexi-wing changes coming into force in Barcelona, it is more likely another team would wait until the Canadian GP to bring the upgrade - at a circuit where the brakes are a crucial factor in performance.

[Farnborough]

^ Screenshot from that video

Look at how close the shrouding around the rotor is to the rotor itself.(top left) That is insane. There's no room for air. There's something other than air cooling going on there.

https://i.postimg.cc/XYxqgSfz/brake33.jpg

No it's not. That's lacking in knowledge by the observation.

The disc rotor is primarily cooled by contact of the surrounding air right close to the surfaces both internally (through vent holes in structure) and the friction surface itself.

If that close flow of air is exchanged frequently and to as much capacity as they can generate through there, then its more effective than generally "wafting" air around inside the drum indiscriminately.

It's a very targeted and optimised flow path to first feed at required level the incoming supply, then to "vacuum" extract the heat soaked air mass once it has absorbed a targeted heat quantity. It really is just great detail.

This arrangement obviously seeks to prevent the larger "cake" tin volume from being exposed to the most heated airstream, ultimately to modulate the ambient temperature within that.

The largest Y shaped duct is going directly to feed the centre entrance "access" point of the disc vent hole, which should be expelled from periphery of rotor, to what looks like extraction from that individual rotor housing by rear side exit for that purpose.

Its obviously a very concentrated study of flow dynamics within that whole housing accompanied by specific routing to take any advantage they can.

The caliper etc also benefiting from its own very targeted strategy in response to it's needs in use.

[_cerber1]

Should yes, but it doesn't mean it is. This is F1. Maybe the FIA post race Miami check revealed something from the inside which the FIA didn't see yet. Some things take time at the FIA. We'll see in Imola or future GP's if the McLaren system is still the same. Could be they are only asked to change some materials. Then you see the same design but less effective cooling.

Don't expect any design changes, it's completely legal, expect the FIA ​​to announce this at the Imola Grand Prix.

[Alexf1]

How do you already know it's completely legal? Can you show me the link to where this is stated?

[Hoffman900]

https://racingnews365.com/place-holder- ... m_source=x

Revealed: The genius solution behind McLaren's game-changing brake design
RacingNews365's technical analyst Paolo Filisetti reveals the genius idea behind McLaren's brake system that has attracted attention from all the other F1 teams.
Paolo Filisetti

Today, 18:20

© XPBimages

As we previously explained in another article, McLaren has a decisive advantage over the rest of the F1 field when it comes to tyre management, and chiefly degradation.

This is not just usually degradation, but also thermal deg, with Red Bull in particular raising doubts about the legality of the MCL39's inner brake drums, after obtaining thermal images allegedly showing cool spots deep within the complex cooling system of the drum.

In Miami, the FIA carried out an in-depth check of the brakes, with nothing illegal found. RacingNews365 understands that rival teams are now studying closely McLaren's design and putting resources into developing their own versions to ensure McLaren alone does not benefit.


It is becoming increasingly clear that the Woking squad has managed to achieve the goal of keeping operating temperatures and tyre pressures under control, and isolating them from the heat produced by the brakes.

McLaren has cleverly used a sort of micro net of PCM, Phase Changing Materials, inside its brake drums.

This is a mesh composed of tiny tubes containing metal alloys, which have a melting point, depending on the type of metal used, of between 120 and 200 degrees celsius.

The alloys, imagine a section of iron wire covered in a thin plastic casing, form a thin mesh membrane inside the drum and its ducts. The PCMs are able to absorb heat up to the melting point, much the same principle as an ice cube in a drink.

The ice cube maintains its temperature of zero degrees until it melts, with these thin metal alloys absorbing the heat until it reaches the melting point. It has the effect of keeping the air under control, preventing the air passing through the drum from raising the temperature and transfering heat to the drum.

As indicated above, rival teams such as Mercedes and Red Bull are evaluating a rapid application of the system for upcoming races, with Ferrari also understood to be looking at the system, as are the remaining teams on the grid.

A first version could be introduced in time for the Spanish GP in June, but given the turnaround time, and the already big flexi-wing changes coming into force in Barcelona, it is more likely another team would wait until the Canadian GP to bring the upgrade - at a circuit where the brakes are a crucial factor in performance.

What in the ChatGPT is this?

[Cs98]

https://racingnews365.com/place-holder- ... m_source=x

Revealed: The genius solution behind McLaren's game-changing brake design
RacingNews365's technical analyst Paolo Filisetti reveals the genius idea behind McLaren's brake system that has attracted attention from all the other F1 teams.
Paolo Filisetti

Today, 18:20

© XPBimages

As we previously explained in another article, McLaren has a decisive advantage over the rest of the F1 field when it comes to tyre management, and chiefly degradation.

This is not just usually degradation, but also thermal deg, with Red Bull in particular raising doubts about the legality of the MCL39's inner brake drums, after obtaining thermal images allegedly showing cool spots deep within the complex cooling system of the drum.

In Miami, the FIA carried out an in-depth check of the brakes, with nothing illegal found. RacingNews365 understands that rival teams are now studying closely McLaren's design and putting resources into developing their own versions to ensure McLaren alone does not benefit.


It is becoming increasingly clear that the Woking squad has managed to achieve the goal of keeping operating temperatures and tyre pressures under control, and isolating them from the heat produced by the brakes.

McLaren has cleverly used a sort of micro net of PCM, Phase Changing Materials, inside its brake drums.

This is a mesh composed of tiny tubes containing metal alloys, which have a melting point, depending on the type of metal used, of between 120 and 200 degrees celsius.

The alloys, imagine a section of iron wire covered in a thin plastic casing, form a thin mesh membrane inside the drum and its ducts. The PCMs are able to absorb heat up to the melting point, much the same principle as an ice cube in a drink.

The ice cube maintains its temperature of zero degrees until it melts, with these thin metal alloys absorbing the heat until it reaches the melting point. It has the effect of keeping the air under control, preventing the air passing through the drum from raising the temperature and transfering heat to the drum.

As indicated above, rival teams such as Mercedes and Red Bull are evaluating a rapid application of the system for upcoming races, with Ferrari also understood to be looking at the system, as are the remaining teams on the grid.

A first version could be introduced in time for the Spanish GP in June, but given the turnaround time, and the already big flexi-wing changes coming into force in Barcelona, it is more likely another team would wait until the Canadian GP to bring the upgrade - at a circuit where the brakes are a crucial factor in performance.

What in the ChatGPT is this?

Italian media. They think that engineering is throwing technical buzzwords at a piece of paper. It's like when Ferrari get their annual 30 HP power boost and one second faster chassi

[Watto]

How do you already know it's completely legal? Can you show me the link to where this is stated?

There are multiple media reports saying it was inspected and cleared after the Miami GP, I think these things tend to leak pretty quickly if they found something. Supposedly a report it will come out soon.

Is perhaps possible that there is something there the FIA is unaware of currently that may come out in the sure but in the absence of anything there than I think you have to consider what ever McLaren is doing is completely legal. There isn't that I am aware even any concrete evidence of something wrong.At least with the mini DRS last year there was video of something to base it off here there is nothing. So I think that's clear enough McLaren are in the clear.

[Farnborough]

How do you already know it's completely legal? Can you show me the link to where this is stated?

There are multiple media reports saying it was inspected and cleared after the Miami GP, I think these things tend to leak pretty quickly if they found something. Supposedly a report it will come out soon.

Is perhaps possible that there is something there the FIA is unaware of currently that may come out in the sure but in the absence of anything there than I think you have to consider what ever McLaren is doing is completely legal. There isn't that I am aware even any concrete evidence of something wrong.At least with the mini DRS last year there was video of something to base it off here there is nothing. So I think that's clear enough McLaren are in the clear.

Part of a projection in materials "advance" by those sites pushing PCM element and its legally applied use OR versions of that, appear to be muddying the waters as to its status.

In reality, from the images we can all see of fitment to that car, then it just looks to be very detailed thinking, development and targeted design, manufactured to bring critical performance (performance in just how effective the brake cooling etc is) to this aspect of the car.
Properly carried out ..... it seems over and above other teams existed designs .... looks to have produced margin for the team to utilise intelligently to raise whole chassis performance sphere, but very particularly in longer range management of peak/critical tire upper temperature sensitivity.