![]() ![]() ![]() What you definitely want to avoid is vertical g-force (the likes of which fighter pilots experience), which compresses the spine from the top down and rushes blood towards and away from the brain. The pick of the bunch is horizontal g-force – also known as lateral g – as the body gets squished under its own weight perpendicular to the spine. Gravitational forces can be pushed onto the body both vertically and horizontally, as well as forwards and backwards. Astronauts in space experience zero- g, because up there, beyond the pull of Earth’s gravity, that force doesn’t exist. Any time that an object (or person) changes its velocity faster than gravity can change it, the forces will be greater than one g. ![]() This is the amount of force that Earth’s gravitational field exerts on the body at sea level. The constant g-force that mere mortals experience while going about their daily business is 1 g. Trailing closely behind, with fairly similar numbers, ought to be the Louis Chiron turn (turn 13) in Montreal, the chicane at Eau Rouge in Spa, the Elf turn (turn 1) in Barcelona, and once again Monza with the Variante Ascari.But what does 51 g really mean? How does it stack up on a scale of neck-snapping impacts? Second to this, in view of data Brembo has available, ought to be turn 12 at the Circuit of The Americas in Austin. The most difficult by far is expected to be the Prima Variante at Monza, or rather the first chicane after the Italian finish line where the drivers arrive at about 350 km/h, followed by a 6-G deceleration. On the contrary, there are only twelve turns in which the drivers are subjected to less than 1.5-Gs. Taking into account the entire 2016 Championship season, there are about thirty turns marked by a negative-G (deceleration) not less than 5, and about fifty that start at 4-G. On the other hand, on tracks where the drivers reach extremely high speeds, in spite of low aerodynamic load, the G-force is high due to the brutality of some of the braking sections and the intense reduction in speed. This is why the braking sections with greater G-force are found mainly on the inside of circuits with medium-high aerodynamic load. Braking performance being equal, indeed greater load force and grip force contribute to increasing the G-force that the driver experiences. The G-force that the driver's body is subjected to while braking is magnified by the grip and the aerodynamic load. For example, with a deceleration of 4-G (four times that of gravity), the driver experiences a force that weighs four times what he would feel when stationary. The number of Gs is equal to acceleration multiplied by the driver's mass, and represents the force that he is exposed to. One of the most important, according to Brembo technicians, is the deceleration that the single-seaters and the driver within are subjected to at each bend, called G-force in jargon. During the entire 2015 Championship there were 183 braking sections this season will combine those with seven more at Hockenheim, which is back on the calendar after a year off, and approximately ten at Baku, the location of the European GP.įiguring out the Championship's most challenging braking manoeuvres on paper is not an easy task, not even for Brembo, since there can be numerous indicators. ![]() In the 2016 World Championship, Formula 1 drivers are called to face a variety of about 200 braking manoeuvres, each one distinguished by specific characteristics. ![]()
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