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The steering wheel is the emblem of the engineering complexity of modern Formula 1, studded with buttons and levers that reflect the multitude of functions of the single-seater they control. The photographs taken in the pit lane of the Autodromo Hermanos Rodriguez in Mexico City offer an overview of the steering controls that the driver can manage directly from inside the passenger compartment, often while driving the car to the limit. The rigor of the news requires the analysis only of the most evident elements and not subject to misunderstandings of interpretation, since the recognition of numerous other commands, however intuitive, would require the direct confirmation of the team technicians, as these lack any name or marked with differently interpretable acronyms. The restricted discussion of the main functions only allows you to focus on the differences between the teams in terms of distribution of the controls between the different buttons and levers, also dictated by ergonomic reasons to facilitate their implementation by the driver without excessively distracting him from driving.
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Curve input differential adjustment (1)
Distinguished by the abbreviation DIFF ENTR or DIFF IN, abbreviation of Differential Entry, the command acts on the hydraulics of the differential to control the distribution of the drive torque on the rear axle when cornering between the inner and outer wheel. Although an ideal differential should guarantee an identical split of torque between the two wheels, this is not the case with the real component. In particular, when entering a bend, the internal wheel turns at a lower speed than the external one, with respect to which it receives a greater torque which gives an understeer contribution to the car in traction or oversteer in the release phase. As lateral acceleration increases, the inner tire loses its grip on the asphalt and progressively acquires rotation speed with respect to the outer one, which then receives the greatest drive torque. The resulting distribution gives the car an oversteer contribution during acceleration or understeer during release. The command Differential Entry it manages in detail the behavior of the differential when entering the curve and constitutes a useful tool for the driver to refine this particular aspect of vehicle dynamics. On all the steering wheels under analysis, namely Mercedes, Red Bull, Ferrari and Alfa Romeo, this adjustment is performed by means of a small lever placed near the driver’s left thumb.
Adjusting the differential when cornering (2)
Distinguished by the abbreviation DIFF MID, abbreviation of Differential Mid, the command acts on the differential again, like DIFF ENTR, but this time to control the behavior of the car in the middle of the corner. It too is implemented through a lever located on the right side for Mercedes, Ferrari and Alfa Romeo, while Red Bull has opted to place it on the left side.
Differential adjustment at high speeds (3)
The Mercedes steering wheel has an additional differential control knob, labeled with the acronym HISPD, which stands for High Speed Differential. As the name suggests, this is a specific adjustment for high mileage curves.
Drive torque delivery (4)
Underlined by the word Torque, the command is present on all the cars, but in the photos under analysis it is particularly evident in the form of a lever on the steering wheels of Ferrari and Red Bull, on which it is located on the right side. By acting on the parameters of the power unit and in particular on the control of the electric motors of the hybrid part, it manages the aggressiveness of the torque delivery control during traction. Although it is not a traction control system, as it is prohibited by the regulations, it is still a useful tool to limit rear wheel slip, optimizing corner exit and protecting the tires from excessive overheating.
Engine brake (5)
When braking and when releasing the accelerator, the heat engine does not deliver any engine torque, but on the contrary, due to internal friction, it provides a braking contribution even when the rider does not act on the brake pedal, a scenario that occurs immediately. after the braking but before reaching the apex and returning to gas. The intensity of the engine brake therefore affects the behavior of the car mainly when entering corners, as by forcing the tires to discharge a slight braking force to the ground, it limits their lateral grip, a condition that tends to trigger a loss of grip at the rear and induces an oversteer contribution. The action of the engine brake can therefore be regulated through the minimum quantities of fuel injected into the cylinders during the release phase, so that their combustion can partially compensate for internal friction. By affecting the steering behavior of the car when the accelerator is released, the engine brake control proves to be a crucial tool for managing the balance of the car. On Mercedes and Ferrari steering wheels it is implemented by means of a lever, while in the case of Alfa Romeo, for example, you can see a button with the word EB, Engine Brake, as a suggestion that it can open the engine brake menu on the display, which can be calibrated using another multifunction knob.
Brake distribution (6 and 7)
The breakdown of braking, in English Brake Balance, summarized as BB or BBAL, constitutes the subdivision to different degrees of the braking torque between the front and rear axles. In fact, braking deceleration, which can reach peaks of 6 g, is the basis of the longitudinal load transfer, i.e. the forward movement of the weight of the single-seater which is more discharged on the front wheels, increasing the grip and therefore the discharged braking force. on the ground, while on the contrary the ground grip of the rear tires is decreasing. The regulation exploits the system Brake by Wire, i.e. the decoupling between the brake pedal and the rear brake system. When the rider uses the brakes, the rear braking contribution is electronically implemented, compensating for the three braking contributions given by the regenerative braking of the MGU-K electric generator, the engine brake and the rear hydraulic system. The latter is operated by an actuator which pressures the brake fluid on the basis of the signal received from the brake pedal, pressure which is then transferred to the calipers.
The electronic brake control on the rear axle therefore allows you to calibrate the braking contribution to the rear in relation to the front. In the case of Mercedes and Red Bull, two buttons (6) are recognizable, BB + (right) and BB- (left) to move the braking distribution by one point towards the front or rear respectively. A small lever (7) can also be recognized for making larger and coarser adjustments. Although also present on the steering wheels of Ferrari and Alfa Romeo, the brake distribution control is not uniquely recognizable.
Brake distribution migration (8)
The optimal braking distribution varies over the course of the single braking and tends to move towards the rear. The reasons for the phenomenon lie in the decrease in speed and in the consequent reduction of the aerodynamic load, which alters the balance of the car and reduces the vertical thrust and consequently the grip of the tires. The driver is therefore called upon to modulate braking, progressively reducing deceleration and consequently the transfer of longitudinal load, therefore the forward movement of the weight of the car.
Thanks to Brake by Wire it is possible to automatically correct the braking distribution during braking. The intensity and modalities of this correction can be managed precisely through the braking migration command. In the case of Mercedes, it is easily recognizable in the manettino marked by the initials BMIG, Brake Migration. On the other hand, a more delicate matter for Ferrari and Alfa Romeo, also equipped with a small lever for controlling the braking system, distinguished respectively by BS and BRKCMP, which, however, cannot be excluded that it may instead be used to control the braking distribution. .
Insane (9)
The Neutral control, unmistakable due to the presence of the N, disengages the gearbox gears to facilitate, for example, the removal of the car by the marshals.
Pit lane speed limiter (10)
The button is located on all the steering wheels under analysis on the right side, easily reachable by the pilot with the thumb. It can be distinguished by a simple P, by the wording PIT or by the initials PL (Pit Limiter or Pit Lane).
Radio (11)
The command to speak to the respective track engineer.
Overtaking (12)
Even with the introduction of the single mapping for the heat engine for qualifying and racing, it is still possible to choose between different modes of exploitation of the power unit and in particular of the hybrid part. Furthermore, all teams have one or more particularly high-pressure modes that can be used for a limited amount of time, for example to complete a pass. The abbreviations can range from K2 to OT, an acronym for overtake.
Battery Energy Management (13)
Among the many controllable aspects of the power units is the energy one, by calibrating the intensity of regeneration under braking and the delivery of electrical power during acceleration to preserve battery charge. Rather than the knobs below the display, Ferrari has decided to entrust this control to a dedicated lever, marked with the initials SoC, which stands for State of Charge.
Knobs (14, 15, 16)
Located under the multifunction display, the knobs manage a multitude of different aspects of the power unit and beyond, for which a dedicated article would not be enough. Mercedes is the team that presents the simplest subdivision, with the left knob (14) used for the aggressive exploitation of the power unit, as suggested by the abbreviation STRAT. The right element (15) always manages the power unit, but in aspects not necessarily related to performance and pure power. Finally, the central lever (16) is the multifunction control and can control all the other aspects of the car. In the case of Alfa Romeo, the abbreviations of some segments of the knob provide some examples of the components involved, such as clutch (CLU, Clutch), brakes (BRK, Brakes), turbo supercharging (BOO, Boost) and others.
It is interesting to note the division of the commands among the various teams through a different number of levers, to reduce the steps on the multifunction display necessary to reach a specific setting or, on the contrary, to concentrate the different settings in a single element. Among the teams under analysis, Ferrari has the largest number of knobs, no less than 6, a decidedly different distribution strategy of the controls compared to just the 3 Mercedes levers. What apparently appear to be differences in detail can actually make the difference when the driver has to promptly intervene on the steering wheel, to make more complex adjustments on which the withdrawal or continuation of the race could depend.
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