{"id":78179,"date":"2020-09-04T06:59:04","date_gmt":"2020-09-04T04:59:04","guid":{"rendered":"https:\/\/rss.nova-institut.net\/public.php?url=https%3A%2F%2Fwww.biofuelsdigest.com%2Fbdigest%2F2020%2F08%2F24%2Flightweight-flax-fiber-seats-give-formula-one-team-an-edge%2F"},"modified":"2021-09-09T21:16:20","modified_gmt":"2021-09-09T19:16:20","slug":"revealed-how-mclaren-is-pioneering-the-use-of-sustainable-composites-in-f1","status":"publish","type":"post","link":"https:\/\/renewable-carbon.eu\/news\/revealed-how-mclaren-is-pioneering-the-use-of-sustainable-composites-in-f1\/","title":{"rendered":"Revealed: How McLaren is pioneering the use of sustainable composites in F1"},"content":{"rendered":"

Since the inaugural round of the FIA Formula One World Championship in 1950, the pinnacle of motorsport has seen teams relentlessly push the boundaries of technology in pursuit of performance, making it the birthplace for countless ingenious innovations. From our founder Bruce\u2019s \u2018nostrils\u2019 aerodynamic device, to brake-steer and the F-duct, McLaren has been the driving force behind many of them.<\/strong><\/p>\n

But if there\u2019s one pioneering breakthrough that has captured the imagination most, transforming the sport and beyond, it would have to be the introduction of the first car with a carbon fibre monocoque chassis, the MP4\/1. Light, strong and a huge leap forward for safety, it has heavily influenced racing car design to this very day. And it\u2019s therefore perhaps unsurprising that even just the mention of carbon fibre, causes pricked ears and elevated heart rates for many fans. It changed the game but, here\u2019s the thing, it\u2019s nothing new. Carbon fibre has been around for decades. That\u2019s not to say it\u2019s old hat, it still plays a pivotal role in F1 \u2013 accounting for around 70% of a modern-day F1 car\u2019s structural weight. But what if, in this age of economic uncertainty and environmental responsibility, there was a cheaper and more sustainable alternative?<\/p>\n

\"AK9I0896\"We\u2019ve been working with Swiss sustainable lightweighting specialist Bcomp to develop just that, starting with a natural fibre racing seat for Carlos Sainz and Lando Norris \u2013 the very first F1 car part to be made of renewable textile fibres. By optimising the mechanical properties of flax fibres through fabric architecture, it\u2019s been possible to make a seat with the required strength and stiffness, but with a 75% lower CO2<\/sub> footprint compared to its carbon fibre counterpart.<\/p>\n

\u201cThe use of natural fibre composites is the latest example of pioneering, composite materials innovation at McLaren,\u201d explains McLaren F1 Team Principal Andreas Seidl. \u201cNot only does this solution provide equivalent performance to carbon fibre, it represents another step forward in our evolving sustainability programme, while underlining our commitment to helping F1 turn its ambitious sustainability strategy into action.\u201d<\/p>\n

\u201cFor decades, F1 has been an innovation lab for technology that has transformed not just motorsport, but the automotive industry and beyond,\u201d adds McLaren F1 Technical Director James Key. \u201cThe sport must continue down the road of getting to an increasingly environmentally friendly set of conditions, and our development and application of natural fibre composites is an example of how we\u2019re accelerating this journey, as well as the ongoing evolution towards cleaner mobility.\u201d<\/p>\n

And this is a sentiment that is echoed by Bcomp CEO and Co-Founder Christian Fischer: \u201cSustainability and decarbonisation is a global issue, and it is fantastic to see motorsport embrace carbon alternatives, paving the way for widespread adoption within large-scale mobility applications. McLaren has always been a pioneer within the sport, in terms of both composites and sustainability, thus it feels like the perfect match and a great honour to collaborate with such a prestigious brand.\u201d<\/p>\n

What is flax and how is it used in the natural fibre composite seat?<\/h3>\n

Primarily used in the production of linen, flax is an incredibly versatile plant that has been around for millions of years. It differs from many biomaterials in that it\u2019s ideal for use in crop rotation programmes and can be grown without directly competing with food crops. Flax is a CO2<\/sub>-neutral raw material and its fibres are biodegradable. At the end of the seat\u2019s life, for example, it can be ground down into a new base material or thermally recycled without residual waste, rather than end up in landfill.<\/p>\n

Inspired by the thin veins on the back of leaves, Bcomp\u2019s proprietary powerRibs\u2122 technology provides a three-dimensional grid structure on one side of the seat, which is then used to reinforce Bcomp\u2019s optimally spun and woven flax fibre reinforcement fabric, ampliTex\u2122. Made by twisting flax fibres to form a thick yarn, the powerRibs\u2122 act as a backbone to the ampliTex\u2122 flax fabric that is bonded to it.<\/p>\n

Putting natural fibre composites in the driving seat<\/h3>\n

So just why did we begin with turning natural fibres into a lightweight and sustainable racing seat, as opposed to other parts of the car?<\/p>\n

\"AK9I0885\"Well, we saw a clear opportunity to use this technology in this area of the car based on the current F1 technical regulations. Since 2019, a minimum driver weight of 80 kg has been mandated. And if a driver weighs less than that, ballast must be used to bring them up to the minimum weight. But instead of allowing this ballast to be placed in other areas of the car, which could improve weight distribution, it must be located within the immediate area of the driver\u2019s seat.<\/p>\n

\u201cWith the introduction of the new regulation in 2019, the seat now forms part of the driver\u2019s weight budget, so it\u2019s overengineered as a result,\u201d explains McLaren F1 Principal Composites Engineer Steve Foster. \u201cAnd with Carlos and Lando weighing in at 72 kg and 68 kg respectively, there\u2019s plenty of scope to do that. It meant that, if we needed to, there was margin to use additional bio-composite material to ensure sufficient strength and stiffness in this safety-critical component.<\/p>\n

\u201cThe original carbon fibre seat design was reverse-engineered by Bcomp, and then we optimised and manufactured the new design. The seat was run in pre-season testing without any problems and we hope to be racing with Bcomp flax seats in the near future.\u201d<\/p>\n

\u201cWe believe this seat functions as a conclusive demonstration that our technologies are ready to compete in the top tier of motorsport,\u201d adds Fischer. \u201cWe match conventional carbon fibre while lowering the eco footprint by 75%, cutting costs, reducing vibrations and improving safety \u2013 all of which are highly relevant to achieving a sustainable future for motorsport and mobility.\u201d<\/p>\n

A high-performance, sustainable lightweighting solution<\/h3>\n

While the environmental benefits are clear, the mechanical properties of flax make it an attractive renewable raw material for high-performance composites. The tubular structure of flax fibres provides low density and high stiffness, which affords the opportunity to reduce weight while simultaneously improving vibration damping, as well as resistance to breakage, torsion and compression.<\/p>\n

\"010A7175\"Lightweighting is nothing new in motorsport and neither is the use of carbon fibre to achieve it. Lightweighting has been a crucial element of F1 car design for decades, as teams have sought to decrease weight to enable higher speeds and greater fuel efficiency, while retaining robust construction and preserving strength. Meanwhile, carbon fibre has long been a part of McLaren\u2019s DNA. When we broke new ground with the MP4\/1 in 1981, the car challenged conventional thinking on monocoque materials and construction. It set the trend for the cars that would follow in F1 and laid the groundwork for material innovation that has become a hallmark of McLaren.<\/p>\n

Just as we did in 1981, we\u2019re looking to stay ahead of the curve. And that\u2019s why we\u2019re exploring the use of natural fibre composites which have the potential to be the next, sustainable, step forward in lightweighting. Flax fibres, for example, are 9% lighter than any equivalent carbon material and offer significantly better vibration damping.<\/p>\n

Good vibrations<\/h3>\n

And when we say: \u2018significantly better\u2019, we mean five-times better thanks to Bcomp\u2019s ampliTex\u2122 flax fabric and powerRibs\u2122 technology. Greater vibration absorption and impact resistance makes the natural fibre material well suited to use in the driver\u2019s seat. It improves comfort and reduces vibration in the cockpit, which can have a fatiguing effect on drivers, especially over a race distance and particularly at circuits with aggressive kerbs.<\/p>\n

Safety first<\/h3>\n

When it does break, unlike carbon fibre, it\u2019s not prone to brittle fracture and splintering \u2013 a property that\u2019s enhanced further by the structure of Bcomp\u2019s powerRibs\u2122 which stiffen and confine the damage zone. \u201cThe composite of ampliTex\u2122 and powerRibs\u2122 is not as fragile, and while it still breaks, the softer debris remains attached to the main structure with the help of the powerRibs\u2122, which help dissipate the energy,\u201d explains Fischer.<\/p>\n

The ductile fracture behaviour of natural fibre composites opens the door to other possibilities too. One of the most spectacular, but equally dangerous, aspects of an on-track incident are the shards of carbon fibre that result from a collision. Not only do they present an immediate risk to the drivers, they are notorious for causing punctures and leaving a driver\u2019s race in tatters. By using natural fibre composites in other areas of the car, such as front wing endplates and the floor, it\u2019s possible to reduce carbon fibre debris and therefore the risk of punctures.<\/p>\n

Cost conscious<\/h3>\n

\"sml_010A7323\"The advantages don\u2019t stop there. With a budget cap set be introduced from 2021, many F1 teams will need to reduce costs while maintaining and improving performance \u2013 no mean feat in a sport where, typically, a team can pursue more development routes the more resource it has available. Teams are going to have to work even smarter, and with Bcomp\u2019s ampliTex\u2122 and powerRibs\u2122 solutions reducing raw material cost by up to 30% compared to traditional carbon fibre, this significant saving can free up budget to explore other ways of improving car performance.<\/p>\n

\u201cWith the introduction of the budget cap, the cost of materials is going to be a big focus and the use of natural fibre composites has the potential to help in this area,\u201d acknowledges Key. \u201cWe\u2019re working with Bcomp to confirm that natural fibre composites are a viable, sustainable and economical substitute for carbon fibre in some applications, both on and off the car.<\/p>\n

\u201cLooking outside the sport to find new technologies is a crucial driver of innovation that can deliver unique competitive advantage. Through the experience gained this season, we\u2019ll have learnt more about sustainable composite materials and the potential for their application in the future.\u201d<\/p>\n

It\u2019s just the beginning<\/h3>\n

\u201cWhere we see significant potential is in the non-critical, semi-structural areas of the car, such as the driver\u2019s seat, as well as off the car,\u201d says Fischer. And it\u2019s the latter, reveals Foster, where the immediate scope for further adoption of natural fibre composites really lies: \u201cWhen used intelligently, the flax fibres reduce weight and cost, while maintaining and, in some cases, even improving performance. There are a range of possible applications beyond the car itself, including pit gear, truck panels, packing cases, timing stands and mould tools.\u201d<\/p>\n

Take mould tools, for example. Currently, most of the moulds used to make parts of the car, are made of carbon fibre composite because it has low thermal expansion. However, flax fibres also possess this property, potentially making them a suitable tooling material for moulding performance parts that are made from standard composites. So even if the part being produced isn\u2019t made from natural fibre materials, the tool to produce it can be \u2013 allowing us to reduce the cost of mould tools and our carbon footprint.<\/p>\n

With so many potential applications, the natural fibre composite racing seat is just the beginning. \u201cThis seat is the first step in the successful application of natural fibre composites in F1,\u201d concludes Seidl. \u201cBy working with Bcomp we can identify other components that we can replace with a sustainable alternative that has equivalent weight and performance. There is no silver bullet in the race to be carbon neutral. Instead, we must continually evaluate every element of our cars and our operations to identify the ways we can improve performance, drive efficiency and reduce environmental impact.\u201d<\/p>\n","protected":false},"excerpt":{"rendered":"

Since the inaugural round of the FIA Formula One World Championship in 1950, the pinnacle of motorsport has seen teams relentlessly push the boundaries of technology in pursuit of performance, making it the birthplace for countless ingenious innovations. From our founder Bruce\u2019s \u2018nostrils\u2019 aerodynamic device, to brake-steer and the F-duct, McLaren has been the driving […]<\/p>\n","protected":false},"author":3,"featured_media":0,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_seopress_robots_primary_cat":"","nova_meta_subtitle":"","footnotes":""},"categories":[5572,5571],"tags":[17400,6406],"supplier":[3260,17405],"class_list":["post-78179","post","type-post","status-publish","format-standard","hentry","category-bio-based","category-co2-based","tag-carbonfibre","tag-environment","supplier-bcomp-ltd","supplier-mclaren"],"_links":{"self":[{"href":"https:\/\/renewable-carbon.eu\/news\/wp-json\/wp\/v2\/posts\/78179","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/renewable-carbon.eu\/news\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/renewable-carbon.eu\/news\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/renewable-carbon.eu\/news\/wp-json\/wp\/v2\/users\/3"}],"replies":[{"embeddable":true,"href":"https:\/\/renewable-carbon.eu\/news\/wp-json\/wp\/v2\/comments?post=78179"}],"version-history":[{"count":0,"href":"https:\/\/renewable-carbon.eu\/news\/wp-json\/wp\/v2\/posts\/78179\/revisions"}],"wp:attachment":[{"href":"https:\/\/renewable-carbon.eu\/news\/wp-json\/wp\/v2\/media?parent=78179"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/renewable-carbon.eu\/news\/wp-json\/wp\/v2\/categories?post=78179"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/renewable-carbon.eu\/news\/wp-json\/wp\/v2\/tags?post=78179"},{"taxonomy":"supplier","embeddable":true,"href":"https:\/\/renewable-carbon.eu\/news\/wp-json\/wp\/v2\/supplier?post=78179"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}