Are additive manufacturing and Formula 1 a match made in racing heaven?

Is the future already here for additive manufacturing (AM) – or 3D printing – in Formula 1? It’s an open secret that printed components have been used on cars during actual races over the last ten years but the myth of 3D printing has been propagated by years of secrecy and hearsay. F1 teams initially used 3D printing for rapid prototyping as far back as 2000, but more recently they have exploited the additive technology for real race car applications. Many components are now 3D printed, including the trim around the switch panel on the steering wheel, floor sections and front wing parts. Roll hoops are printed, as are front flap hinges and adjusters. Rear tyre decks and lower leading edges of the side pods; Kiel probes and brake ducts. All have been produced by additive manufacturing processes and raced by F1 teams in the past. Additive technology is not new – the process of creating a 3D object by adding layers of material has been around for decades – but it’s only recently been identified as a viable option for large scale manufacturing rather than for low volume rapid prototyping. Additive manufacturing is pushing engineering boundaries, allowing companies to make complex objects and products never before possible. But it is already being used within the highest levels of racing engineering as a viable alternative to hand or machine fabricated car parts, which can be heavier, less cost efficient, and more time consuming to produce. AM is helping transform the wider automotive industry too. According to a study by Deloitte, the use of additive manufacturing will "play an important role in shaping the global automotive landscape" of the future. Equally, it will play a part in transforming the design, manufacture and distribution of components and technologies used in F1. It is unlikely to spark a wholesale revolution, but the inroads AM has already made into racing engineering indicates that F1 cars will increasingly be printed rather than forged. Two additive processes are typically found in F1: Stereolithography (SLA) and Selective Laser Sintering (SLS). SLA is the selective hardening of a vat of liquid resin by laser while SLS uses lasers to scan a powder bed and selectively melts a variety of materials. Every F1 team currently has some form of additive technology at its disposal, split between SLA and SLS, although no team is believed to have in-house capabilities to design and produce metal parts. The benefits of using additive manufacturing for racing engineering ae numerous. Weight reduction is by far the most advantageous. [eventPDF] When teams are looking to improve speed, reliability and efficiencies by fractions of a percent, the circa 30% weight savings offered by 3D printed parts over traditional manufacturing methods can make the difference between winning and losing. It’s the difference between leading the field – both on the track and in the design engineering studio – and following the herd. In addition to the improved mechanical properties, the printing process itself is also more conducive to the racing environment due to rapidly changing technology, race rules and track specifications. The specification of individual parts often changes from circuit to circuit, meaning that short production runs in the printing process are an ideal fit for F1 requirements. It also allows designers significantly more flexibility when engineering the components to better fit the specific stresses and conditions of individual tracks. Additive manufacturing is also advantageous since design times for F1 components are short, as is their useful life on the cars. While 3D printed plastic parts have many advantages over hand-forged or machined metal components, they are not as strong or heat-resistant. One solution F1 teams have devised to counter this is the process of ‘metalising’ plastic parts. This is the application of a thin layer of copper to the plastic surface, which increases the structural integrity of the part as well as boosting its heat resistance. Image: AM Parts in Formula 1 The printing of metal parts has improved over recent years but more investment is required to further advance their design and manufacture. The production of composite parts is however a reliable and suitable alternative in many cases. Perhaps the biggest myth about additive manufacturing is that is cannot produce strong enough parts that prove durable for high impact applications. The 3D printing of composite roll hoops – the part of the car that arguably needs to be stronger and more robust than any other – entirely blows away this misconception. Roll hoops printed with additive manufacturing technology are believed to have been in production with a number of F1 teams for the last four seasons, although it’s unclear who pioneered this. Although additive manufacturing processes are being utilised by F1 teams there is still a great deal of untapped potential for this technology. The pace of technological change is so rapid that ever more complex designs will be needed to push F1 engineering to its limits. Investing in ruggedized, mobile 3D printers that can be transported from race to race and give teams the ability to design and print components on the road would be a giant leap forward for additive manufacturing in motorsport. There are rumours of small printing units being currently used in some race trucks but as yet no team has admitted to possessing this in-house capability. However, even if there are teams with mobile printing capabilities the time it takes to print intricate components makes the use of AM on a larger scale prohibitive. A brake duct for example can take up to 30 hours to produce with a 3D printer. Reducing the time and cost will be a major objective for F1 teams – and engineers everywhere – to overcome in the future. The secrecy surrounding engineering innovation in F1 is one of the stumbling blocks preventing more rapid, valuable and necessary development in 3D printing for motorsport and automotive applications. One of the key factors holding back AM advancement in the automotive industry is the knowledge gap. While in-depth idea sharing is unlikely, automotive companies, research organisations and suppliers need to better communicate their challenges and capabilities if additive manufacturing is to make a break-though for widespread commercial applications and hit the heights its potential suggests. Related Stories: Interview: "Additive Manufacturing is an opportunity for high cost countries to re-enforce their industrial base" Interview: "Think about the cars for the day after tomorrow." How additive manufacturing will shape the industry. Article: Integrating Additive Manufacturing into Production Processes Interview: "Additive Manufacturing will continue to grow within NASA"

Are additive manufacturing and Formula 1 a match made in racing heaven?

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