Formula 1 cars turned one-third around the track before the red flag was suspended for the Bahrain Grand Prix this weekend. The start of the F1 race is often chaotic, especially at the back of the grid, as demonstrated when the Haas VF-20, driven by Romain Grosjean, turns off the track on the right after exiting the third turn.
First-lap crashes are not uncommon in the sport, unlike what happened later. After hitting the guardrail at about 137mph (220km / h), the Grosjean car fell in half and then caught fire — something that had not happened in 30 years. To make matters worse, the front part penetrated between the guards covering this half track. As the crashes go on, it is more reminiscent of the bad-old days of the F1 that claimed the lives of drivers like Roger Williamson or Franకోois Severt.
But Grosjean walked away with a slight more bruise to his hands — understandably funky. This is a testament to the security designed as a modern F1.
Need to do that?
While it is not uncommon for a modern F1 car to split in half after purchase, in this case, it is by design. Unlike the car you drive, inside the bay inside the vehicle, in the F1 car, the engine is also a structural component that bolts to the carbon fiber monocoque chassis. And in severe crashes — as recorded in the 50Gs — those bolts break and the two parts go their separate ways to disperse the power.
But other F1 drivers have high-G effects that keep their cars from doing so. Guardrail barrier car penetration was an additional factor in Sunday’s accident. As the nose of the car collided, the monocoque traveled a lot, and then stopped. Although the monocoque didn’t go anywhere, the car had an engine, gearbox and battery in the back — so much of the mass still going on. That’s why the bolts run and you can see why the back half of the car is, mostly intact, a few meters to the track.
No, the fuel cell did not rupture
What happened next was that a bright gout of yellow flame burst into the air before being cut by a shock-director. (Only showed more footage of the crash after learning that Formula 1 grosgene was safe.) The last time the F1 crash led to a fire was in 1989, let me tell you how unusual it was.
The previous crash resulted in new safety regulations requiring F1 cars to be used Kevlar fuel cells The monocoque is inside. Grosjean, protected by carbon-fiber bulkhead, is there. However, the fuel had to be obtained from the fuel cell to the engine, and although these required the use of dry-brake connectors, it was clear that some amount of gasoline — perhaps a few kilograms — had met the spill and heat.
Ross Braun, technical director of the sport, Called the guard’s penetration Definitely needs more analysis. The style of guardrail, also known as armco, has been surpassed by most modern circuit protection Techpro (Usually found in Formula E and other F1 tracks) or Secure barrier, Which is widely used in Indicar and NASCAR in the US.
Fireproof suits are even more effective this year
At the start of each race, a medical car chases a pack of cars, especially to stay on site at such events. And fortunately, this crash happened after three turns, it was time for the fastest F1 cars to dig into the powerful station wagon. Thirty seconds after the crash, Dr. Ian Roberts, F1’s travel medic, assists a slightly smoky Grosjean on Gordail, spraying medical car driver Alan van der Merwe with a fire extinguisher.
This is longer than the F1’s mandatory cockpit evacuation test, which states that the driver must be able to exit their car within 10 seconds. But those tests take place under ideal conditions, when your car is on fire and under guard. Then, at the beginning of the year, F1 is lucky to be adopted Strict requirements for fireproof clothing Every driver should wear it in the race.
As an F1 driver, Grosjean wore long fireproof underwear, socks and three layers of fireproof overalls, a glove under fireproof gloves and fireproof shoes, all made from aramid fiber called Nomex, which is very bad at handling heat. And from the beginning of this year, all of those items must comply with FIA 8856-2018, which requires that each wearer be protected for 20 percent longer than they wore in 2019.
The Halo device saved a life
The most important safety device in yesterday’s accident was the Halo device, which was introduced to the sport in 2017 after very serious head injuries and fatal crashes among drivers in open-cockpit cars. It looks like the upper bouts featured two cutaways, for easier access to the higher frets, and two cutaways, for easier access to the higher frets.
Made from titanium and weighs 20lbs (9kg), the Hollow 125kN effect must survive without fail. It is also widely banned by fans and drivers-Especially GrosjeanWhen it was introduced in 2017, it was mostly due to the visible approach. But Grosjean’s life was almost saved by Halo, which prevented Gardrill’s top bar from making contact with his helmet, which could have been almost fatal.
True, Grosjean is now a convert. In a video posted on social media From a hospital bed in Bahrain on Sunday night, he told followers: “I’m not for Halo a few years ago, but I think it’s a great thing we brought to Formula 1 and I can not speak to you today without it.” Haas was in his final season for the team The French driver will take part in next week’s race, which will also take place on Bahrain’s Zakir Circuit, but may return to Abu Dhabi two weeks from now for the end of the season.
Image list by Tolga Bojogs – Pool / Getty Images