G. Savage/ Engineering Failure Analysis 17 (2010)92-115 optimise the geometry and thus improve its structural efficiency. The bmw powered atS was never a leading contender but generally considered to be one of the strongest and stiffest chassis on the circuit. This method of manufacture does however ecessitate a join in the main shell and a great degree of laminator skill in order to produce a consistent, repeatable com- ponent. Developments in aerodynamic shaping, structural analysis and laminating techniques have ensured continuous development of the chassis and other composite pieces. During the design of the MP4/1, Mclaren used carbon composites wherever they offered advantages in mechanical prop- erties or a reduction in complexity of design. Since that time there has been a continual process of metals replacement within he sport. In the early 1990s, Savage and Leaper from McLaren developed composite suspension members (4 Composite suspension components are now used by the all of teams (Fig 19). In addition to the obvious weight savings, composite push rods and wishbones have almost infinite fatigue durability and so can be made far more cost effective than the steel parts which they replaced. The latest innovation was the introduction of ite gearbox by the arrows and Stewart teams in 1998 although the true potential of these structures was only fully realised from 2004 by the BAr-Honda team [5. Composite gearboxes( Fig. 20)are significantly lighter than traditional alloy oxes, up to 25% st can be operated at higher temperatures and are easy to modify and repair. The design and logistics. tc are not insignificant such that to this day they are not universally used on the Fl grid Carbon fibre composites now make up almost 85% of the volume of a contemporary Formula 1 car whilst accounting for less than 30% of its mass. In addition to the chassis there is composite bodywork, cooling ducts for the radiators and brakes, front, rear and side crash structures, suspension, gearbox and the steering wheel and column. In addition to the structural Fig. 18. Female moulded ATS D6 (1983). Fig. 19. Composite suspension.optimise the geometry and thus improve its structural efficiency. The BMW powered ATS was never a leading contender but generally considered to be one of the strongest and stiffest chassis on the circuit. This method of manufacture does however necessitate a join in the main shell and a great degree of laminator skill in order to produce a consistent, repeatable com￾ponent. Developments in aerodynamic shaping, structural analysis and laminating techniques have ensured continuous development of the chassis and other composite pieces. During the design of the MP4/1, McLaren used carbon composites wherever they offered advantages in mechanical prop￾erties or a reduction in complexity of design. Since that time there has been a continual process of metals replacement within the sport. In the early 1990s, Savage and Leaper from McLaren developed composite suspension members [4]. Composite suspension components are now used by the all of teams (Fig. 19). In addition to the obvious weight savings, composite push rods and wishbones have almost infinite fatigue durability and so can be made far more cost effective than the steel parts which they replaced. The latest innovation was the introduction of a composite gearbox by the Arrows and Stewart teams in 1998 although the true potential of these structures was only fully realised from 2004 by the BAR-Honda team [5]. Composite gearboxes (Fig. 20) are significantly lighter than traditional alloy boxes, up to 25% stiffer, can be operated at higher temperatures and are easy to modify and repair. The design and logistics, etc. are not insignificant such that to this day they are not universally used on the F1 grid. Carbon fibre composites now make up almost 85% of the volume of a contemporary Formula 1 car whilst accounting for less than 30% of its mass. In addition to the chassis there is composite bodywork, cooling ducts for the radiators and brakes, front, rear and side crash structures, suspension, gearbox and the steering wheel and column. In addition to the structural Fig. 18. Female moulded ATS D6 (1983). Fig. 19. Composite suspension. G. Savage / Engineering Failure Analysis 17 (2010) 92–115 101