AUTO RACING - is a dangerous sport. As a result of accidents drivers have been seriously injuied and some have died. Blunt Force Trauma: This is the medical term for a blunt object hitting the body. Penetrating Trauma: Is the medical term for injuries sustained when a projectile from the crash hits the body. Spinal Cord Injuries have occurred in these type of high speed crashes.
There is now a device to prevent head and neck injuries called the head and neck support (HANS) It is designed to reduce movement of the driver's head in a crash and thereby the force on the neck.
Research on injuries in racing drivers is limited.
To gain more information about such injuries.
Methods: Injuries recorded during and after races between 1996 and 2000 were investigated using the medical charts from the circuit medical centre at Fuji Speedway, which is one of the biggest circuits in Japan. Races were in either single seat/formula cars or saloon cars.
Results: Data were obtained from 39 races in single seat cars (1030 participating cars) and 42 races in saloon cars (1577 cars). Fifty injuries were recorded during the single seat car races, and 62 during the saloon car races (injury rate 1.2 per 1000 competitors per race and 0.9 per 1000 competitors per race respectively). Thirteen injuries were recorded after the race, 12 of them in saloon car racing. Bruises were the major injury in single seat car racing (58%). Lower limb bruising was more common than upper limb bruising. Most of the injuries in saloon car racing (53.2%) were neck sprains. The incidence of concussion was high in both groups compared with other high risk sports.
Conclusions: There were some differences in injuries between the two types of car. No serious injuries occurred except for one death. However, the driver’s body is subjected to large forces in a crash, hence the high incidence of concussion. The injuries recorded after the race emphasise that motor racing is a demanding sport.
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FORMULA 1 CARS
It is shocking how Formula 1 cars can accelerate so quickly from 0 to 100 mph, but what is more surprising is how they can hit back to Zero in a span of 4 seconds. This is why drivers of the F1 racing go through a lot of training to help them apply brakes abruptly when approaching corners. Remember, F1 racing is a game of both time and speed at the same time.
The F1 cars are not purchased, they are built with millions of dollars. While the companies don't always mention the exact price, the estimated cost of a vehicle is about $7 million. This estimated cost does not include the cost of essential components. This cost changes every year as the rules over design changes.
The brake discs of F1 race cars according to AskMen can reach up to 1,000 degrees centigrade, which is similar to the temperature of molten lava. This feat of brake discs was totally seen as impossible many years ago and what engineers seem to be working on now might be mind-blowing.
Many of the F1 racing engineers have concluded that it is impossible to turn the engine of an F1 car when it is cold. This is why these cars are always pre-heated for a while before they are put to use. This is also why many of the vehicles have external heater pumps and a gearbox that is always on par with operating temperatures.
F1 Technical has it that a Formula 1 car engine – no matter how sophisticated – cannot last more than five races. These engines are not so conventional and are built to have a very high tolerance level that they work at their best, even though they can for only five races.
For individuals who love cars and car racing, F1 racing is one of the best ways to lose weight. Quora records that the unbearable temperature in the cockpit constitutes the main reason why drivers tend to lose up to 4 KGS in a single race. That doesn’t mean someone should join F1 to shed some pounds, however.
The drivers are not the only ones who lose weight in a single race, the tires also lose up to 0.5 KGS in a single race. The high driving speed, abrupt brakes, and many other factors are what contribute to the weight loss of the tires. This is why the tires have to be as quality as the car is itself for optimal performance.
Considering that many of the injuries and accidents that happen during the race affect the neck and head, the helmet used for F1 is among the toughest in the world. Although very tough, the helmet is still very light. It goes through fragmentation and deformation tests before it can be used.
Considering the many risks that are involved in the Formula 1 game, very few women get involved. For the few of them who have gotten involved, they have lacked the skill to compete at the highest level. Lella Lombardi is the most successful female driver who scored a half point in the Spanish GP of 1975 and a standing record to date.
With the right conditions in place and according to Mdd-Europe, a Formula 1 car can drive upside down. The aerodynamic downforce of the F1 car is what makes it possible for it to move upside down. While there has been a lot of deliberations as to this, especially with regards to the car fluids, its possibility still remains intact.
The steering wheels of an F1 racing car looks just like what is used to fly a plane. These steering wheels advance by the year with the growth in technology and have up to 20 buttons. Each of these buttons has different functions to make the race possible and effective.
Every car and driver in Formula 1 is always assigned a number to make it easy to identify. In the history of F1, the number 13 has only be assigned in the 1963 Mexico Grand Prix and the 1976 British Grand Prix. Moisés Solana was the driver at the Mexico Grand Prix. At the same time, Divina Galicia was the driver at the British Grand Prix. Considering that this number was not typical, the racing world was surprised to have someone show up in it.
Formula 1 cars do not refuel because they run on the same tank of gas for the entire race. Many of the times when F1 cars stop, it is to have their tires replaced. This is avoided to prevent accidents on any mishap to the driver, crew, and spectators.
CONCUSSIONS IN AUTO RACING:
Concussions have recently become a major issue in professional sports, but they've been a health issue racers have faced for decades: The potential for head injuries that can debilitate for life.
In the spring of 2002, Dale Earnhardt Jr. wrecked hard during a NASCAR race, with the driver's side of his car slamming the concrete wall at a frighteningly high speed.
He raced again the next week even though, he later confessed, he was hiding definite symptoms of a concussion. And he raced again the next week, and the next, and so on. In retrospect, he shouldn't have, but he did. Such was life as a race-car driver in 2002.
Fifteen years later, Earnhardt's leaving the sport "on my own terms," he says, but he's also leaving after suffering more concussions and after becoming the poster child for NASCAR's upgraded efforts to prevent them.
A little over a year after Earnhardt Jr.'s early crash, in the spring of 2003, a very similar-looking wreck involved a different driver - Jerry Nadeau, who violently slammed the concrete wall during practice laps at Richmond.
Nadeau never raced again and, frankly, was lucky to live through it. In many uncomfortable ways, he has never recovered from that crash. Such is the randomness of head injuries.
If Earnhardt Jr. is celebrated as a pied piper for the advanced focus on concussion prevention, Nadeau survives as a reminder of what can happen in auto racing.
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The newfound respect for concussions eventually arrived, but first, earlier in this century, deadlier forms of head injuries had to be addressed.
"My world is the prevention world," says John Patalak, the senior director of safety engineering at NASCAR's Research & Development Center in North Carolina.
The R&D Center opened in 2003, a reaction to the racing deaths in 2000 and 2001.
Head-and-neck restraint collars became mandatory after Earnhardt's death and prior to the R&D Center opening. Much of the engineers' earliest work involved help in testing the SAFER Barrier ("soft walls"), seatbelt advances, modernized seat padding, and chassis that were more crash-friendly.