Mercedes, Aston Martin, and McLaren Explore the Process of Designing and Testing an F1 Steering Wheel

Active participation from the drivers is significant. The marker button emerges as a pivotal instrument for this purpose. It empowers the driver to flag noteworthy aspects in the data as they navigate the track, warranting our attention. It follows an iterative approach where the driver may express, “Something felt unusual there. Let’s address that later.” Upon his return, the engineer would engage him, seeking clarification like, “What did you encounter at Turn 3? Care to elaborate?” The driver might indicate, “I sensed a slight weakness at the rear and wish to tweak the differential lock in that turn.” This portrays a highly interactive process.

McLaren: (The procedure involves) a deeply collaborative effort between the driver and engineer to customize the settings necessary for each track and session. Further modifications are made based on the driver’s directives.

Aston Martin: The steering wheel offers a vast array of features, hence it is our responsibility to identify the most crucial elements that require quick and effortless access. Subsequently, we collaborate with the drivers to determine the allocation of functions to each paddle or button, ensuring that it becomes ingrained in their reflexes. For each circuit, the requisite levels for every button or paddle are specified to accomplish the desired shift in balance or functionality upon activation. These configurations can be customized for specific corners or driving styles, such as qualifying laps or managing tire and fuel efficiency. Through their feedback during practice sessions, we refine the setup to equip them with the essential tools to optimize the car’s performance.

Mercedes: The differences are quite pronounced. The only universal element is the carbon framework of the wheel. Each driver’s grips, rotary switches, button configurations, switch positions, colors, layout, and stickers are unique. The placement of controls on the wheel, including shift and clutch pedals, varies significantly across drivers, often customized to fit the driver’s hands even when wearing gloves.

Hence, the wheels exhibit considerable diversity among drivers. Moreover, the dashboard display is entirely tailor-made, offering around 100 pages, each uniquely customized as well.

McLaren: Generally, the specifications are somewhat consistent among drivers for easier management at the track and in the workshop for maintenance purposes. While the functions across wheels are alike from car to car, the specific settings will be adjusted to suit each driver’s preferences.

Aston Martin: Physically, the wheels differ, yet they can both achieve an equal level of functionality. Variances primarily stem from ergonomic considerations, such as grip design, rotary positioning, and button layout. While certain aspects like the primary rotaries and critical button functionalities may be uniform across drivers, the customized settings including brake balance, engine braking, and differential configurations cater to individual preferences, leading to potentially distinct setups and occasionally identical ones.

Mercedes: Their involvement spans from early stages to live events. During preparatory phases for the upcoming season, drivers engage with HPP (Mercedes High Performance Powertrains) indicating preferences like, “I would like a mode offering enhanced deployment in specific conditions or a mode allowing quicker recharging when stuck behind another driver.” Their feedback during these initial development stages significantly influences the physical and dyno-based evolution of the power unit.

Active participation is observed during race weekends concerning setups like energy deployment. Preliminary discussions on utilizing deployment at specific corners or while trailing another car occur early in the weekend, shaping the strategy based on the drivers’ preferences.may wish for increased power at this point. They may object to that and state, “No, in fact, that is not an area where I will ever be able to excel, but I would like to have a slight increase here,” and so forth.

McLaren: Various configurations across the wheel will receive input from the driver but are not necessarily configured by the driver. Once practical configurations are determined, they are then maintained in a relatively static manner so that the driver can manage critical configurations independently, as well as with guidance/suggestions from the engineer.

Mercedes: The steering wheel is highly regulated because it serves as a crucial safety component. It is classified as a Class A part. This means that there are restrictions from both the FIA and internally because we view it as one of the most critical safety elements of the car. It is indeed one of the only three things with which the driver interacts with the vehicle.

The driver has control over the accelerator, the brakes, and the steering wheel. Ultimately, the steering wheel and the brakes are the two components that will truly assist in avoiding trouble. Therefore, there are structural criteria to consider.

The FIA mandates that the driver should be able to detach the wheel to exit the car swiftly in case of an accident. They specify a timeframe, which has evolved over time. They also require certain safety features, such as ensuring that nothing protrudes beyond the wheel’s plane, so that in a frontal collision, no damage is caused if the driver is pushed against the wheel. This guideline stems from the (Michael Schumacher) accident in 1999, which actually imprinted the shape of one of those rotary switches onto his helmet.

The wheel’s safety is paramount. There is an impact assessment as a requirement. The steering wheel is used when testing the impact on steering columns, predicated on the idea that drivers could experience significant forces. Being a Class A part, it needs to undergo a certain level of approval. Every component has to be tested for the expected torques, as a safety measure, and there are stringent requirements concerning software and electronics approval too.

McLaren: Similar to much of F1, there are numerous regulations: some pertaining to design, some to durability, and some to utility.

Mercedes: By the time we arrived at the initial race, DAS felt like an old companion to us as we had been developing it in the background. We were aware it was on the horizon, we were getting ready for it, but we were somewhat taken aback by how swiftly it drew attention from other teams. We were expecting its discovery, but it was detected almost instantaneously because, for the first time ever, there was a live TV broadcast during the winter trials.

When Lewis (Hamilton) first utilized the DAS on the track, it immediately captured the attention of other teams. Twitter erupted instantaneously, which surprised us. It meant introducing another hydraulic and complex system that we had to adjust during the car setup. Nevertheless, it granted us a level of flexibility, which was incredibly beneficial. Hence, we enjoyed it for the season that it was available to us.

Mercedes: It presents a challenge, and we are fortunate that the underlying switch is sourced from an external provider who utilizes them for aircraft. We encounter many of the same difficulties that an aircraft faces, particularly military aircraft: substantial vibration, significant thermal fluctuations throughout a race, operators needing to wear gloves, and being unable to allocate substantial time to concentrating on the controls.

We demand robust detent feedback from the location of the switch to ensure solidity, hence, we opt for these readily available military switches instead of crafting a bespoke solution. This outcome entails certain compromises, but we prioritize these switches over something that might be more tailored dimensionally to our steering wheel because we prioritize robustness.and dependability from the aircraft part.

McLaren: McLaren ensures that the driver’s confidence and precision in adjusting settings are crucial. The switch selection/design in the wheel plays a vital role in its functionality. While it is uncommon for drivers to make incorrect adjustments, the dashboard also displays the driver’s adjustments to confirm their choices.

Mercedes: It is a significant focus. One notable aspect is that although the rotary switches have labels, the design does not rely on the driver being able to see the labels due to operating with gloves in a vibrating environment. Every switch change made on the wheel is reflected on the dashboard, which features a large display, eliminating the need for the driver to look down to check a number.

Aston Martin: The rotary design remains relatively consistent. We engineer a rotary that can be manipulated with fingers, ensuring it is large enough to be operated with a glove. The gloves used are very thin.

McLaren: Due to the high speed, vibrations, and rigorous conditions in an F1 car, all buttons, switches, and knobs on a steering wheel feel rigid and firm when outside the car. However, when drivers wear gloves inside the car, they require decisive switches to ensure they have accurately made the necessary adjustments. After years of usage, McLaren has refined its component selection with confidence in their reliability.

Mercedes: The wheels undergo an equivalent of a full season’s running in diverse conditions. This includes several hours underwater, vibration testing, running on simulators, and simulating race distances. The initial development wheel goes through rigorous testing. Subsequently, they undergo the equivalent of about a race distance to finalize before track deployment.

Aston Martin: Before racing a wheel, it undergoes thorough testing to ensure its functionality. The wheel is subjected to an hour of intense shaking on a shaker rig. If it continues to function correctly after this test, it is deemed to have passed. Following this, it is tested on three separate Fridays to accumulate mileage. Once any issues are resolved, it is ready for deployment in races. Experience plays a key role in selecting components with a proven track record.

McLaren: All wheels must be validated on simulators before track deployment and undergo multiple practice sessions. Regular inspections in the garage ensure peak performance. Typically, components wear out over time rather than fail abruptly.

Mercedes: “Valtteri (Bottas) and Lewis (Hamilton) handle the steering wheel with care and do not throw it. While instances have occurred in the past, I recall a driver in a moment of frustration tossing the wheel into the gravel, which must have been disappointing for the engineers who put in countless hours building it. I once made Nico Rosberg use a cracked steering wheel during a session to remind him of their value.

McLaren: The drivers treat the wheels with respect, and the wheels are quite sturdy. So far, McLaren has not encountered any unexpected issues.

Aston Martin: Our drivers exhibit high regard for the equipment and are attentive when placing the wheel on the tub upon exiting the car. While there have been occasions in the past where a wheel was inadvertently dropped, it’s typically not attributable to the driver’s actions. In such instances, we remove the wheel from the race inventory, conduct a comprehensive inspection, service, and testing before reintegrating it back for racing.

Mercedes: Determining the exact cost of an F1 component like a steering wheel is challenging due to the substantial investment in development and production time. For materials alone, particularly considering the electronics and displays, our estimate stands around $36,000. Once the development costs and sign-off time are factored in, the total cost may exceed that initial projection.

We manufacture approximately six to eight wheels annually for both drivers combined.

McLaren: To maintain an adequate stock for wheel replacements due to any issues or damage, we operate with three wheels per car throughout the season. All wheels adhere to the same specifications and undergo testing during practice sessions to ensure readiness for race use when needed.

Aston Martin: Typically, we craft between six to eight steering wheels per year, adjusting output based on mileage accrued. Defining the cost is exceedingly complex, accounting for individual component unit costs, development, and manufacturing duration. This year, the inclusion of two sets of carbon molds for varied wheel designs has elevated certain manufacturing expenditures.

Q: What is the manufacturing process like? Is it hand-laid carbon or prefabricated?

Mercedes: Primarily hand-laid. Similar to other components in our facility, the steering wheel’s production doesn’t involve mass production. We focus on six to eight pieces along with test units, making it predominantly manual work. This applies to the electronic components as well, where intricate manual work goes into laying out the printed circuit boards and meticulously securing each wire, demonstrating true craftsmanship.

McLaren: The steering wheel features a blend of hand-laid carbon and precision-machined parts. The carbon fiber shell houses all the electronics, switches, buttons, and wiring, presenting a compact and well-organized configuration.

Aston Martin: The primary structure of the wheel comprises hand-laid carbon fiber integrated with machined elements. Following the completion of the body, the electronics team meticulously wires together all units, displays, rotaries, and buttons. Ensuring a secure and vibration-free assembly underneath is crucial. Therefore, upon disassembly, the interior of the wheel is remarkably organized. The entire process, from carbon layup to the finished wheel, spans about three to four weeks.

Mercedes: The grips significantly endure the most wear. This can be attributed to their thinness, as rubber adds weight. Balancing driver comfort with a secure grip that remains reliable even in wet conditions dictates the minimal thickness of the grips. The frequent feedback about grip wear is a consequence of this design approach.

Aston Martin: Rarely do any components wear out during a race due to meticulous quality testing procedures.

McLaren: Generally, the rotary switches/knobs tend to be the main point of concern, particularly if they have been exposed to moisture and/or dust. The interior of the wheel is effectively sealed off from the outside environment, so issues with internal electronics are rare. We do keep a close eye on the quick release splines as they can wear out, especially in dusty conditions where there is frequent attachment and detachment of the wheel over a race weekend.

Mercedes: The grips are made of a moldable rubber that is cast onto the frame rather than being wrapped around. The frame itself is carbon, and the rubber is cast directly onto it, allowing for customized shaping as needed.”

McLaren: The grips consist of butyl rubber that is molded around a carbon frame tailored to perfectly suit the driver’s hand.

Mercedes: A valid question indeed. The steering wheel itself doesn’t contain much wiring; the car, on the other hand, has approximately 1.2 miles of wire.

The wiring embedded within the steering wheel amounts to about 33 feet. The majority of wiring is present in the printed circuit board or a set of printed circuit boards. We strive to keep the wire runs short, with a significant connection point being the mounted electrical connector linking the wheel to the column. This connection incorporates both analog and digital components and poses challenges due to the spinning motion.

This particular connection has been the cause of a notable steering wheel malfunction: during a previous race in Singapore, the car was halted on the grid with Nico Rosberg due to the wheel failing to shift gears. Although he managed to get going for the race start, the malfunction recurred during a pit stop, and further investigation revealed it was due to a failure in that specific component. It was a frustrating moment, standing by while other cars left the grid.

McLaren: While I cannot provide an exact figure, space beneath the shell is limited. The installation is compact and streamlined.

Mercedes: The flexibility for alterations this year is somewhat restricted compared to previous seasons. In earlier times, we had greater freedom to modify the design and layout of the wheel, introducing new components regularly. However, the current season brings a different scenario.

This season, due to COVID protocols, the car’s components were predominantly frozen, including the steering wheel, since the first race. As of the Bahrain event, adjustments to the wheel are prohibited. While physical alterations to the wheel design are off-limits, we still retain the freedom to rearrange switches and modify mappings, offering versatility and adaptability to each race track. This customization remains a vital part of the driver’s experience.

McLaren: While the physical structure of the wheel remains unchanged, the configurations behind the switches are dynamically altered. However, once under parc fermé regulations, further modifications are prohibited. From qualifying onwards, adjustments are locked in, having specific setups for both qualifying and race situations.

Aston Martin: Generally speaking, our ability to make changes is limited. This season, the steering wheel designs are standardized, and any adjustments require approval from the FIA for reasons related to driver well-being or safety. Consequently, modifications to the physical wheel structure are prohibited. The primary customization during a weekend is focused on the dash display, allowing us to swiftly adapt to the driver’s preferences between sessions.

Mercedes: Certainly, yes. If you possess the right CAN-bus software, a common feature in road vehicles, you can integrate our steering wheel with a street Mercedes. The torque levels differ significantly, there’s no airbag, and some safety compromises must be accepted. But yes, indeed.

The CAN bus is a control-area-network bus, commonly found in automotive systems, and most road cars utilize some form of it. A modern Mercedes consists of multiple buses across the vehicle to facilitate communication between different components such as engine control with headlight control. Our setup mirrors this concept with 11 CAN buses, enabling seamless communication between all major devices in the car, each connecting back to the central unit governing the entire process.

McLaren: With appropriate coding to the ECU, it should be viable. Beyond the mechanical aspect of steering, the steering wheel functions as an interface for the car, akin to a keyboard for a computer, enabling software modifications.

Aston Martin: Absolutely, given the right hardware and software. The primary challenge lies in the CAN-bus interface linking the steering wheel to the ECU of the road car. Nonetheless, with the complete software details of the car’s ECU, designing an interface to transmit all necessary signals for steering control is easily achievable.

The design of the F1 steering wheel has significantly evolved throughout F1’s history. Watch this video to witness its evolution in action.

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