The driver’s vital signs are monitored and the data sent back to the pit along with telemetry readings from the car. It’s essential that he’s able to control his heart rate through mere brainpower. Some drivers enter a near-meditative state before the race and visualise the perfect start and lap. Others use breathing techniques to calm themselves. Instant reactions and decision-making are crucial when racing at more than 200mph, as is the ability to overcome the fear of a colossal accident.
2. EYES
Surprisingly, 20/20 vision isn’t essential for a top-flight F1 driver; Jacques Villeneuve and Ralf Schumacher both wore contact lenses. But once corrected, vision must be perfect. Visors are made of fire- and impact-resistant polycarbonate, specially tinted according to the light conditions at each circuit and treated with anti-fog chemicals, and layered with several tear-off strips to get rid of dirt and oil.
Surprisingly, 20/20 vision isn’t essential for a top-flight F1 driver; Jacques Villeneuve and Ralf Schumacher both wore contact lenses. But once corrected, vision must be perfect. Visors are made of fire- and impact-resistant polycarbonate, specially tinted according to the light conditions at each circuit and treated with anti-fog chemicals, and layered with several tear-off strips to get rid of dirt and oil.
3. NECK
The single most important part of a driver’s body. The combined weight of a driver’s head, helmet and Hans (head and neck support) device is around 6.5kg, but G-forces can quintuple that under cornering and braking, effectively making his head weigh almost half as much as his entire body hundreds of times during a race. Building the strength to resist these huge forces requires some bizarre exercises. Michael Schumacher designed a cockpit-shaped exercise machine with weights on pulleys that screwed into the side of his helmet; he trained by sitting in the machine and waggling his head for hours.
The single most important part of a driver’s body. The combined weight of a driver’s head, helmet and Hans (head and neck support) device is around 6.5kg, but G-forces can quintuple that under cornering and braking, effectively making his head weigh almost half as much as his entire body hundreds of times during a race. Building the strength to resist these huge forces requires some bizarre exercises. Michael Schumacher designed a cockpit-shaped exercise machine with weights on pulleys that screwed into the side of his helmet; he trained by sitting in the machine and waggling his head for hours.
4. HEART
Most mortals have a resting heart rate of around 70bpm.
A typical F1 driver’s heart ticks over in the mid-40s. The adrenaline released just sitting on the grid raises his heart rate to around 150bpm. Adrenaline also dilates the pupils and increases the oxygen and glucose supply to the brain, essential for the instinctive reactions required in a race.
Most mortals have a resting heart rate of around 70bpm.
A typical F1 driver’s heart ticks over in the mid-40s. The adrenaline released just sitting on the grid raises his heart rate to around 150bpm. Adrenaline also dilates the pupils and increases the oxygen and glucose supply to the brain, essential for the instinctive reactions required in a race.
5. ARMS
After the neck, the forearms are probably the parts of the body most tested by a full-length F1 race. An F1 car’s steering wheel only turns through three-quarters of a revolution, compared to three for a typical road car, but with the huge mechanical and gravitational forces acting against the driver, great strength is required to turn it with the necessary millimetre-perfect accuracy. Schumacher’s bionic training cockpit also had variable weights attached to the steering wheel to precisely target the muscles used.
After the neck, the forearms are probably the parts of the body most tested by a full-length F1 race. An F1 car’s steering wheel only turns through three-quarters of a revolution, compared to three for a typical road car, but with the huge mechanical and gravitational forces acting against the driver, great strength is required to turn it with the necessary millimetre-perfect accuracy. Schumacher’s bionic training cockpit also had variable weights attached to the steering wheel to precisely target the muscles used.
6. LEGS
The legs aren’t seriously stressed during the race, but like all the major muscle groups they’re given a thorough pre-race massage to wake them and stimulate blood flow. They can’t be too long, or the driver just won’t fit in the cramped cockpit. British driver Justin Wilson’s career in F1 was seriously impeded by his 6ft 3in frame; the average F1 driver is just 5ft 9in. Smaller is better; the driver will be lighter and easier to integrate into the car’s design.
The legs aren’t seriously stressed during the race, but like all the major muscle groups they’re given a thorough pre-race massage to wake them and stimulate blood flow. They can’t be too long, or the driver just won’t fit in the cramped cockpit. British driver Justin Wilson’s career in F1 was seriously impeded by his 6ft 3in frame; the average F1 driver is just 5ft 9in. Smaller is better; the driver will be lighter and easier to integrate into the car’s design.
DIET An F1 driver’s diet is strictly regulated and very low in fat to help him maintain his massive strength and fitness while keeping his weight down to an average 65kg. A typical F1 driver’s body-fat percentage is just seven, equivalent to that of an elite marathon runner. Less than five per cent is considered dangerous. Most teams have a ‘head of human performance’ tasked with developing the drivers the way the engineers develop the cars.
HYDRATION
F1 drivers can sweat out up to three litres of fluid during the hottest races. Dehydration can quickly cause confusion and slowed responses – lethal at 200mph – so drivers’ fluid intake is precisely monitored. An on-board drinking bottle with a capacity of up to one litre carries an electrolyte-rich solution specially tailored to replace lost salts, in order to maintain brain and muscle function. It’s connected to a drinking tube in the driver’s helmet.
F1 drivers can sweat out up to three litres of fluid during the hottest races. Dehydration can quickly cause confusion and slowed responses – lethal at 200mph – so drivers’ fluid intake is precisely monitored. An on-board drinking bottle with a capacity of up to one litre carries an electrolyte-rich solution specially tailored to replace lost salts, in order to maintain brain and muscle function. It’s connected to a drinking tube in the driver’s helmet.
COCKPIT
Designed specifically to fit each individual driver. A mould is made of the driver’s back and backside and a bespoke seat is constructed from lightweight carbon fibre to ensure he sits in exactly the right position in relation to the pedals and the steering wheel and for optimum safety and aerodynamics. The contoured seat – usually lined with high-grip, fireproof artificial suede – and the five-point racing harness ensure that the driver doesn’t slide about in the cockpit, even under 5G deceleration.
CLOTHING
Everything the driver wears – and not just the material, but also the sponsor’s badges and even the thread used to sew them on – must meet the FIA’s strict regulations on fireproofing. Overalls have two large handles on the shoulders to enable the driver to be pulled out of the car still strapped into his seat. The material is also highly breathable, to prevent sweat from collecting in his boots. Gloves and boot soles are made as thin as possible to enable the driver to feel how his car is reacting.
HELMET
With the use of advanced, lightweight materials such as Kevlar and carbon fibre, the weight of an F1 helmet has fallen dramatically in recent years –
from 2kg to almost half that – hugely important given that G-forces can magnify this five times. There are air channels for cooling, a tube for the drinks bottle and wiring for the communications system. The Hans restraint collars greatly reduce the neck, skull and brain injuries caused by the massive deceleration experienced in a major shunt.
BALLAST
FIA regulations state that an F1 car with driver must weigh a minimum of 600kg, or 605kg in qualifying. They all weigh significantly less than this – some are just 450kg – but engineers make up the difference by distributing ballast in order to improve the car’s handling. The lighter the driver, the more ballast they can place. BMW driver Robert Kubica lost 6kg before the start of the 2008 season and has credited some of his recent success to the fact that he is lighter.
Designed specifically to fit each individual driver. A mould is made of the driver’s back and backside and a bespoke seat is constructed from lightweight carbon fibre to ensure he sits in exactly the right position in relation to the pedals and the steering wheel and for optimum safety and aerodynamics. The contoured seat – usually lined with high-grip, fireproof artificial suede – and the five-point racing harness ensure that the driver doesn’t slide about in the cockpit, even under 5G deceleration.
CLOTHING
Everything the driver wears – and not just the material, but also the sponsor’s badges and even the thread used to sew them on – must meet the FIA’s strict regulations on fireproofing. Overalls have two large handles on the shoulders to enable the driver to be pulled out of the car still strapped into his seat. The material is also highly breathable, to prevent sweat from collecting in his boots. Gloves and boot soles are made as thin as possible to enable the driver to feel how his car is reacting.
HELMET
With the use of advanced, lightweight materials such as Kevlar and carbon fibre, the weight of an F1 helmet has fallen dramatically in recent years –
from 2kg to almost half that – hugely important given that G-forces can magnify this five times. There are air channels for cooling, a tube for the drinks bottle and wiring for the communications system. The Hans restraint collars greatly reduce the neck, skull and brain injuries caused by the massive deceleration experienced in a major shunt.
BALLAST
FIA regulations state that an F1 car with driver must weigh a minimum of 600kg, or 605kg in qualifying. They all weigh significantly less than this – some are just 450kg – but engineers make up the difference by distributing ballast in order to improve the car’s handling. The lighter the driver, the more ballast they can place. BMW driver Robert Kubica lost 6kg before the start of the 2008 season and has credited some of his recent success to the fact that he is lighter.
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