PowerBoost
The PowerBoost system adds a whole new dimension to international motorsport and is unique to the A1 Grand Prix Series. By changing the engine's parameters, the system can give the driver an additional 30bhp over a limited time during each race. Taking the A1 Car to its maximum 550bhp, when used at the right time, the PowerBoost will encourage overtaking meaning the race leader could change on a lap-by-lap basis making even more exciting racing.
The PowerBoost function is driver activated via a button mounted on the steering wheel. Each driver will have a limited amount of time over which he can use the extra power. Once this allotted time has passed the system will become disabled - after each race the Zytek engineers will then reset the system on each car ready for the next race.
Each driver will need to use his skill to carefully manage how and when the system is used during the race.
On-Board Cameras
With racing as spectacular as that promised by A1 Grand Prix, it's important that the fans at the track and those watching at home get to see the action as it happens and the car's vantage point promises to deliver some real thrills.
Lola engineers have worked closely with A1 Grand Prix Productions to ensure that the A1 Car has the ability to transmit on-board images from four different locations. These are:
1. By the front suspension wishbone, with left and right-hand side options. This gives a low view of the track ahead, accentuating the car's speed, cornering and braking abilities.
2. Rearward on the cockpit rim looking back at the driver, with left and right-hand options - see what effects the G-forces have on the driver's head, the look of concentration in his eyes, and how the wheel is turned.
3. On the roll-hoop looking forward. This classic 'roll-hoop view' will show the entire front of the car, allowing for exciting in-car action and overtaking.
4. Looking over the drivers' shoulder to give an ideal view of the cockpit showing viewers when the PowerBoost button is being used. With left and right-hand options this is as close to a driver's eye view as possible, without being lucky enough to become an A1 Driver!
5. A rear facing camera position below the rear wing to show any cars following keeping track of the competition.
6. There are also two cameras on each side of the rear wing with a front view.
Impact Testing
The A1 Car has undergone the stringent FIA-approved crash tests to ensure the maximum safety for the A1 drivers.
The tests simulate loads on various parts of the car, reaching an amazing 7.5 tonnes (as much as a delivery truck) of controlled weight on the roll hoop to protect the drivers' head in an inverted car. In the frontal crash test the car is impacted at a speed of 12 metres per second with the dummy experiencing up to 60G of force. The A1 Grand Prix car passed these rigorous tests with flying colours and as a result has proved itself to be one of the safest race cars ever built.
Safety Equipment
For A1 drivers, the A1 Car is a safe environment in which to race. In addition to the car meeting all the stringent FIA crash tests, the driver can also count on several features within the cockpit. This includes a HANS (Head and Neck Support) device installation.
A special extractable seat moulded to the driver's exact shape allows easy removal of the seat and driver if necessary, and a padded headrest made from state-of-the-art Conforfoam protects the head from rapid g-loading changes.
G-Forces
Drivers will experience positive and negative g-forces of around 3.5G on a typical A1 Grand Prix circuit. These loads are similar to those experienced by fighter pilots.
G-forces are generated all the time, but the most extreme are at high speeds when the car's aerodynamic downforce pushes the car into the track, under hard braking and when cornering.
We live in a world at 1G, and every additional G effectively doubles the weight experienced naturally. A 60kg driver will therefore weigh up to 210 kg at some points around the circuit, and his head will weigh the same as a cannonball.
The stresses and strains on the upper body are considerable, but the tight confines of the cockpit and the sparco 6-point harness give incredible security. The drivers are all extremely fit, which helps them cope with these extreme G-forces.
Seatbelt
A Sparco six-point racing harness with quick-release buckle keeps the A1 driver firmly in place. Two shoulder, two waist and two groin straps are tightened manually to ensure a snug fit.
Cockpit Instrumentation
Unlike a road car which has a large dash area to show the driver what's going on, the A1 Car's cockpit means a very different solution is needed.
The A1 Car's dash, a Pi Research Delta unit, is located in the centre of the steering wheel and features 8Mb of compact flash, maximum data logging of 500 Hz (500 times per second). Expandable from 10 channels, the data can be downloaded from the flash unit's removable memory card.
The instruments allow the driver to check oil pressure and temperature, engine revolutions, last lap time and fuel level. They're displayed in a series of red LEDs.
Paddle Shift
The EGS is an electro-mechanical system, which has been completely designed and manufactured by Zytek Engineering for use in the A1 Car. The system is the first of its kind to be developed for use in motorsport and utilises the very latest CNC machinery and bespoke manufacturing processes to ensure every unit is made to the same exacting quality standards.
The Electronic Gear Shift System (EGS) allows gear shifting with sequential gears by the actuation of shift paddles, which are mounted onto the steering wheel. The right-hand paddle shifts up a gear, the left shifts down. Additional switches, for selecting neutral and reverse, are also mounted on the steering wheel.
The driver does not need to operate the clutch, except for starting and stopping and when selecting neutral and reverse gear. The EGS offers down change protection which eliminates the possibility of engine over-revs, and it also has the additional benefit of 40millisecond gear changes (about the same time as it takes to blink) and up to four downshifts in less than a second which considerably increase the life span of the gears and dog rings.
The EGS system consists of the following components:
GCU
Up Shift Actuator
Down Shift Actuator
Blipper Actuator
Steering Wheel Components (including)
- Up Shift Switch + Paddle Assy (one only)
- Down Shift Switch + Paddle Assy (one only)
- Neutral Switch
- Emergency Switch
- Reverse Switch
Fuel System
The A1 Car is equipped with a 135-litre capacity ATL flexible fuel cell. The capacity allows the races to be completed without the need to re-fuel midway.
Two lift pumps including one high-pressured system give a colossal flow rate of 200 litres per minute. The fuel cell is made from Kevlar-based FIA spec FT-5 material, similar to that used for bullet-proof vests.
Fuel
The A1 Cars all run on control fuel - rated at 100 RON. This 100 octane unleaded gasoline is similar to the high performance fuel available to buy from regular service stations.
Suspension
The front and rear suspension is of double wishbone and pushrod operated twin coil over damper construction. Adjustable ride height, cambers and toe, as well as anti-dive and anti squat will optimise drive control.
Dampers
By its very nature, a racing car's suspension needs to be taut and stiff, to enable it to take corners at phenomenal speeds. This tautness means the suspension's travel is limited and as such any system needs to offer fine-tuning and adjustment.
Suspension experts Ohlin's well-respected TT44 dampers (commonly known incorrectly as shock absorbers - thats the spring) have been used in the A1 Car from day one, and offer three-way adjustability to fine-tune each car's set-up to the needs and preferences of individual drivers.
The dampers have been thoroughly tested on Lola's seven-post dynamic test rig, which simulates the suspension conditions at various racetracks both before and after track test sessions. Ohlin dampers are made to a consistently high standard, ensuring all 25 A1 teams have parity and equality in their suspension equipment.
The rest of the front and rear suspension is of double wishbone and pushrod operated twin coil over damper construction. Adjustable ride height, wheel cambers and toe in/out, as well as anti-dive and anti-squat will optimise the driver's control. In short, the A1 Car's suspension set up can be tailored to be as unique as the driver's fingerprints.
Driveline
The gearbox is a 6-speed transverse sequential unit that has a lightweight magnesium casing. Lola engineers developed the gearbox in conjunction with manufacturers X-Trac and have also worked with Zytek Engineering on the paddle shift sys
Clutch
A two-piece carbon clutch was tailored especially for the A1 Car to handle the exceptional torque of a racing engine with up to 550 bhp and the two racing starts per weekend.
This unit combines lightweight construction - important in a racing car - with durability and bullet-proof reliability.
The A1 car's gearchange is by electronically automated shifting of a six-speed paddle shift transmission - peak loads at full throttle could literally shred a lesser clutch. The two-piece carbon clutch can take the load, even when the driver changes up with the PowerBoost activated.
In hot and cold testing the clutch proved faultless.
Brakes
A lightweight racing car with up to 550 bhp needs brakes of equal power and here the A1 Car again uses a hi-tech, reliable solution.
World-renowned friction materials company AP specifically designed a set of disc brakes with four-piston callipers for the challenges and conditions of A1 Grand Prix racing.
Steel alloy discs give excellent, progressive braking performance at all temperatures - and unlike carbon or ceramic brakes they work just as well when cool or at racing temperatures.
A rigorous test programme at Silverstone (cold weather) and Jerez (hot weather) developed the braking system, and the drivers walked away praising their durability, feel and power.
Brake feel through the pedal is especially important in A1 Grand Prix races, as the cars have no modern driver aids. There's no anti-lock braking (ABS) on an A1 Car so driver skill is paramount. The AP steel brakes give the best levels of feedback and confidence, allowing drivers to push their cars to the limit.
Expect plenty of late braking and exciting passing manoeuvres...
Wheels
The A1 Grand Prix car uses OZ 12-spoke wheels. The front wheels have a diameter of 13 inches and are 11.75 inches wide, whilst the rear wheels are 13 inches x 16 inches wide
Tyres
The slick tyres selected for the A1 Car were the result of extensive testing in the UK, Spain and Italy. Lola International, Zytek Engineering and world-renowned race tyre specialist Cooper Avon worked together on a parallel development programme, to ensure the best possible combination of car, gearbox and tyres.
The huge torque of the A1 Engine requires a significantly larger rear tyre to successfully complete a race distance and still feel good to drive. Two wide rear tyre options were tested in the extreme heat of Jerez and were pushed up to and beyond their limits by A1 Test Drivers Ralph Firman and Stephen Watson. The lap times and both driver comments all pointed to the larger 370/660R13s, fitted to 16' wide rims. That's a total of 30' of rear tread width.
The slick Cooper A1 Tyres give very progressive levels of grip and feedback that lack in treaded or grooved tyres. Unlike road tyres, which have to last for thousands of miles, the Cooper A1 Tyre is made of a unique blend of materials, only one of which is rubber.
Operating at racing temperatures of up to 90 degrees Celsius the tyre surface becomes almost gel-like. This, coupled with the A1 Car's downforce, makes the tyre 'squash' into the race track surface - giving awesome grip and cornering abilities.
With a high sidewall, the tyre also plays an important part in the car's suspension set-up. Tyres 'spring' and deform over bumps in a controlled, regular fashion, and the A1 teams and engineers will use this property to best set-up their A1 cars for great handling, and close racing.
The Cooper A1 Tyres also need to cope with up to 550 bhp and full-throttle acceleration - but with no traction control other than the driver's right foot, racing fans can expect plenty of tyre-smoking action from start to chequered flag.
The A1 tyre is a control tyre - all teams use the same compound. In wet conditions, a specially-developed rain tyre has been carefully selected to cope with monsoon conditions while being tough enough to complete a race distance on a drying track. The compound, construction and pattern design are unique and perfectly tailored to A1 Grand Prix providing the best possible product for this extreme application.
The PowerBoost system adds a whole new dimension to international motorsport and is unique to the A1 Grand Prix Series. By changing the engine's parameters, the system can give the driver an additional 30bhp over a limited time during each race. Taking the A1 Car to its maximum 550bhp, when used at the right time, the PowerBoost will encourage overtaking meaning the race leader could change on a lap-by-lap basis making even more exciting racing.
The PowerBoost function is driver activated via a button mounted on the steering wheel. Each driver will have a limited amount of time over which he can use the extra power. Once this allotted time has passed the system will become disabled - after each race the Zytek engineers will then reset the system on each car ready for the next race.
Each driver will need to use his skill to carefully manage how and when the system is used during the race.
On-Board Cameras
With racing as spectacular as that promised by A1 Grand Prix, it's important that the fans at the track and those watching at home get to see the action as it happens and the car's vantage point promises to deliver some real thrills.
Lola engineers have worked closely with A1 Grand Prix Productions to ensure that the A1 Car has the ability to transmit on-board images from four different locations. These are:
1. By the front suspension wishbone, with left and right-hand side options. This gives a low view of the track ahead, accentuating the car's speed, cornering and braking abilities.
2. Rearward on the cockpit rim looking back at the driver, with left and right-hand options - see what effects the G-forces have on the driver's head, the look of concentration in his eyes, and how the wheel is turned.
3. On the roll-hoop looking forward. This classic 'roll-hoop view' will show the entire front of the car, allowing for exciting in-car action and overtaking.
4. Looking over the drivers' shoulder to give an ideal view of the cockpit showing viewers when the PowerBoost button is being used. With left and right-hand options this is as close to a driver's eye view as possible, without being lucky enough to become an A1 Driver!
5. A rear facing camera position below the rear wing to show any cars following keeping track of the competition.
6. There are also two cameras on each side of the rear wing with a front view.
Impact Testing
The A1 Car has undergone the stringent FIA-approved crash tests to ensure the maximum safety for the A1 drivers.
The tests simulate loads on various parts of the car, reaching an amazing 7.5 tonnes (as much as a delivery truck) of controlled weight on the roll hoop to protect the drivers' head in an inverted car. In the frontal crash test the car is impacted at a speed of 12 metres per second with the dummy experiencing up to 60G of force. The A1 Grand Prix car passed these rigorous tests with flying colours and as a result has proved itself to be one of the safest race cars ever built.
Safety Equipment
For A1 drivers, the A1 Car is a safe environment in which to race. In addition to the car meeting all the stringent FIA crash tests, the driver can also count on several features within the cockpit. This includes a HANS (Head and Neck Support) device installation.
A special extractable seat moulded to the driver's exact shape allows easy removal of the seat and driver if necessary, and a padded headrest made from state-of-the-art Conforfoam protects the head from rapid g-loading changes.
G-Forces
Drivers will experience positive and negative g-forces of around 3.5G on a typical A1 Grand Prix circuit. These loads are similar to those experienced by fighter pilots.
G-forces are generated all the time, but the most extreme are at high speeds when the car's aerodynamic downforce pushes the car into the track, under hard braking and when cornering.
We live in a world at 1G, and every additional G effectively doubles the weight experienced naturally. A 60kg driver will therefore weigh up to 210 kg at some points around the circuit, and his head will weigh the same as a cannonball.
The stresses and strains on the upper body are considerable, but the tight confines of the cockpit and the sparco 6-point harness give incredible security. The drivers are all extremely fit, which helps them cope with these extreme G-forces.
Seatbelt
A Sparco six-point racing harness with quick-release buckle keeps the A1 driver firmly in place. Two shoulder, two waist and two groin straps are tightened manually to ensure a snug fit.
Cockpit Instrumentation
Unlike a road car which has a large dash area to show the driver what's going on, the A1 Car's cockpit means a very different solution is needed.
The A1 Car's dash, a Pi Research Delta unit, is located in the centre of the steering wheel and features 8Mb of compact flash, maximum data logging of 500 Hz (500 times per second). Expandable from 10 channels, the data can be downloaded from the flash unit's removable memory card.
The instruments allow the driver to check oil pressure and temperature, engine revolutions, last lap time and fuel level. They're displayed in a series of red LEDs.
Paddle Shift
The EGS is an electro-mechanical system, which has been completely designed and manufactured by Zytek Engineering for use in the A1 Car. The system is the first of its kind to be developed for use in motorsport and utilises the very latest CNC machinery and bespoke manufacturing processes to ensure every unit is made to the same exacting quality standards.
The Electronic Gear Shift System (EGS) allows gear shifting with sequential gears by the actuation of shift paddles, which are mounted onto the steering wheel. The right-hand paddle shifts up a gear, the left shifts down. Additional switches, for selecting neutral and reverse, are also mounted on the steering wheel.
The driver does not need to operate the clutch, except for starting and stopping and when selecting neutral and reverse gear. The EGS offers down change protection which eliminates the possibility of engine over-revs, and it also has the additional benefit of 40millisecond gear changes (about the same time as it takes to blink) and up to four downshifts in less than a second which considerably increase the life span of the gears and dog rings.
The EGS system consists of the following components:
GCU
Up Shift Actuator
Down Shift Actuator
Blipper Actuator
Steering Wheel Components (including)
- Up Shift Switch + Paddle Assy (one only)
- Down Shift Switch + Paddle Assy (one only)
- Neutral Switch
- Emergency Switch
- Reverse Switch
Fuel System
The A1 Car is equipped with a 135-litre capacity ATL flexible fuel cell. The capacity allows the races to be completed without the need to re-fuel midway.
Two lift pumps including one high-pressured system give a colossal flow rate of 200 litres per minute. The fuel cell is made from Kevlar-based FIA spec FT-5 material, similar to that used for bullet-proof vests.
Fuel
The A1 Cars all run on control fuel - rated at 100 RON. This 100 octane unleaded gasoline is similar to the high performance fuel available to buy from regular service stations.
Suspension
The front and rear suspension is of double wishbone and pushrod operated twin coil over damper construction. Adjustable ride height, cambers and toe, as well as anti-dive and anti squat will optimise drive control.
Dampers
By its very nature, a racing car's suspension needs to be taut and stiff, to enable it to take corners at phenomenal speeds. This tautness means the suspension's travel is limited and as such any system needs to offer fine-tuning and adjustment.
Suspension experts Ohlin's well-respected TT44 dampers (commonly known incorrectly as shock absorbers - thats the spring) have been used in the A1 Car from day one, and offer three-way adjustability to fine-tune each car's set-up to the needs and preferences of individual drivers.
The dampers have been thoroughly tested on Lola's seven-post dynamic test rig, which simulates the suspension conditions at various racetracks both before and after track test sessions. Ohlin dampers are made to a consistently high standard, ensuring all 25 A1 teams have parity and equality in their suspension equipment.
The rest of the front and rear suspension is of double wishbone and pushrod operated twin coil over damper construction. Adjustable ride height, wheel cambers and toe in/out, as well as anti-dive and anti-squat will optimise the driver's control. In short, the A1 Car's suspension set up can be tailored to be as unique as the driver's fingerprints.
Driveline
The gearbox is a 6-speed transverse sequential unit that has a lightweight magnesium casing. Lola engineers developed the gearbox in conjunction with manufacturers X-Trac and have also worked with Zytek Engineering on the paddle shift sys
Clutch
A two-piece carbon clutch was tailored especially for the A1 Car to handle the exceptional torque of a racing engine with up to 550 bhp and the two racing starts per weekend.
This unit combines lightweight construction - important in a racing car - with durability and bullet-proof reliability.
The A1 car's gearchange is by electronically automated shifting of a six-speed paddle shift transmission - peak loads at full throttle could literally shred a lesser clutch. The two-piece carbon clutch can take the load, even when the driver changes up with the PowerBoost activated.
In hot and cold testing the clutch proved faultless.
Brakes
A lightweight racing car with up to 550 bhp needs brakes of equal power and here the A1 Car again uses a hi-tech, reliable solution.
World-renowned friction materials company AP specifically designed a set of disc brakes with four-piston callipers for the challenges and conditions of A1 Grand Prix racing.
Steel alloy discs give excellent, progressive braking performance at all temperatures - and unlike carbon or ceramic brakes they work just as well when cool or at racing temperatures.
A rigorous test programme at Silverstone (cold weather) and Jerez (hot weather) developed the braking system, and the drivers walked away praising their durability, feel and power.
Brake feel through the pedal is especially important in A1 Grand Prix races, as the cars have no modern driver aids. There's no anti-lock braking (ABS) on an A1 Car so driver skill is paramount. The AP steel brakes give the best levels of feedback and confidence, allowing drivers to push their cars to the limit.
Expect plenty of late braking and exciting passing manoeuvres...
Wheels
The A1 Grand Prix car uses OZ 12-spoke wheels. The front wheels have a diameter of 13 inches and are 11.75 inches wide, whilst the rear wheels are 13 inches x 16 inches wide
Tyres
The slick tyres selected for the A1 Car were the result of extensive testing in the UK, Spain and Italy. Lola International, Zytek Engineering and world-renowned race tyre specialist Cooper Avon worked together on a parallel development programme, to ensure the best possible combination of car, gearbox and tyres.
The huge torque of the A1 Engine requires a significantly larger rear tyre to successfully complete a race distance and still feel good to drive. Two wide rear tyre options were tested in the extreme heat of Jerez and were pushed up to and beyond their limits by A1 Test Drivers Ralph Firman and Stephen Watson. The lap times and both driver comments all pointed to the larger 370/660R13s, fitted to 16' wide rims. That's a total of 30' of rear tread width.
The slick Cooper A1 Tyres give very progressive levels of grip and feedback that lack in treaded or grooved tyres. Unlike road tyres, which have to last for thousands of miles, the Cooper A1 Tyre is made of a unique blend of materials, only one of which is rubber.
Operating at racing temperatures of up to 90 degrees Celsius the tyre surface becomes almost gel-like. This, coupled with the A1 Car's downforce, makes the tyre 'squash' into the race track surface - giving awesome grip and cornering abilities.
With a high sidewall, the tyre also plays an important part in the car's suspension set-up. Tyres 'spring' and deform over bumps in a controlled, regular fashion, and the A1 teams and engineers will use this property to best set-up their A1 cars for great handling, and close racing.
The Cooper A1 Tyres also need to cope with up to 550 bhp and full-throttle acceleration - but with no traction control other than the driver's right foot, racing fans can expect plenty of tyre-smoking action from start to chequered flag.
The A1 tyre is a control tyre - all teams use the same compound. In wet conditions, a specially-developed rain tyre has been carefully selected to cope with monsoon conditions while being tough enough to complete a race distance on a drying track. The compound, construction and pattern design are unique and perfectly tailored to A1 Grand Prix providing the best possible product for this extreme application.
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