The Case for Driver Science in Motorsport: A Review and Recommendations

Psychiatric risk factors in Formula One and the importance of integrating mental health into driver science

Formula One (F1) racing has recently grown in popularity, extending well beyond its traditional European roots. However, there has been a paucity of scholarly research dedicated to the health of drivers and even less discussion of the prevalence of psychiatric symptoms, risk factors, and types of psychopathology in F1. This is notable given advancements in sports psychiatry and evidence of psychiatric disorders emerging across other sports. Accordingly, this perspective paper details the physiological conditions in F1 and the socioenvironmental pressures that a driver may encounter during their career, including heat stress, weight restrictions, harassment, and other factors. These extreme physiological and psychological stressors, both in racing and non-racing environments, alongside sport-specific psychosocial pressures, may cause HPA axis dysregulation and other issues in drivers, heightening vulnerabilities for mental health concerns. Additionally, F1 is still affected by stigmatizing attitudes and regressive sociocultural norms, which could inhibit progress toward promoting sustainable wellbeing. Consequently, drivers may be at risk for mental disorder and a decrease in overall health and wellbeing. Against this background, we thereby recommend mental health programs and regulatory actions that could better address these challenges and promote mental wellbeing across F1.

Heart rate variability, recovery and stress analysis of an elite rally driver and co-driver during a competition period

To ensure both optimal health and performances, monitoring physiological and psychological states is of main importance for athletes. It is well known that monitoring heart rate variability and using validated questionnaires is useful for monitoring both the health and training status of athletes of different sports. Motorsports such as rally require high levels of physical and mental preparation thus information about psychophysiological status of rally athletes is fundamental. The aim of this study was to assess the autonomic regulation, stress, recovery conditions of one driver and one co-driver competing at the Italian National Rally Championship during their competition period. Heart rate variability parameters, acute recovery and stress states were assessed the day before, during the two days of race and the day following the races. Results showed that driver and co-driver had a sharp decrease of mean RR intervals, root mean square of successive differences between normal heartbeats, and standard deviation of the N-N interval during race days, while the stress index showed the inverse trend, and this behaviour was clearly visible in the Poincaré plots and power spectrum density graphs. The acute recovery and stress states questionnaire showed significant differences in recovery and stress scoring for the driver but not for the co-driver, although the trends were similar. This study describes the psychophysiological demands of a rally competition period suggesting that a daily evaluation of heart rate variability, recovery, stress states is useful for monitoring health status in rally athletes and could be implemented to make decision about training and recovery strategies.

Prompted hands-free drinking improves simulated race car driving in a hot environment

Race car drivers are often hypohydrated during a race. The FluidLogic drink system is a hands-free, prompted drinking system that is hypothesized to increase the likeliness of drivers' consuming fluids and thereby mitigating hypohydration. To test the hypothesis, 20 elite professional race car drivers participated in a 2-day cross-over study in which they drove on a race simulator in an environmental chamber that was heated to regulation cockpit temperature (38°C). Drivers used either the FluidLogic drink system or a standard in-car water bottle system (Control) on one of each testing day. The results indicated that there was consistent fluid consumption with the FluidLogic system, while the Control condition elicited fluid consumption in bolus doses. The Control condition was associated with moderate (0.5%) increased core body temperature (P < 0.05) and substantial (3.3%) increased urine-specific gravity (P < 0.001) as compared to the FluidLogic condition. Driving performance metrics indicated that lap times during the Control Condition were 5.1 ± 1.4 (4.1%) seconds slower (P < 0.05) than the FluidLogic Condition, due to driving errors that occurred in the high-speed corners. Based on these results, prompted hands-free drinking can mitigate hypohydration and performance loss in automobile racing drivers.

Longitudinal Outcomes of Cumulative Impact Exposure on Oculomotor Functioning in Professional Motorsport Drivers

Importance

Professional motorsport drivers are regularly exposed to biomechanical forces comparable with those experienced by contact and collision sport athletes, and little is known about the potential short-term and long-term neurologic sequelae.

Objective

To determine whether cumulative impact exposure is associated with oculomotor functioning in motorsport drivers from the INDYCAR professional open-wheel automobile racing series.

Design, Setting, and Participants

This is a longitudinal retrospective cohort study conducted across 3 racing seasons (2017-2019). Statistical analyses were conducted in November 2021. Data were retrieved from a secondary care setting associated with the INDYCAR series. INDYCAR series drivers who participated in 3 professional level racing seasons and were involved in at least 1 contact incident (ie, crash) in 2 of the 3 seasons were included in the study.

Exposure

Cumulative acceleration and deceleration forces and total contact incidents (ie, crashes) measured via accident data recorder third generation chassis and ear accelerometers.

Main Outcomes and Measures

Postseries oculomotor performance, including predictive saccades, vergence smooth pursuit, and optokinetic nystagmus, was measured annually with a head-mounted, clinical eye tracking system (Neurolign Dx 100).

Results

Thirteen drivers (mean [SD] age, 29.36 [7.82] years; all men) sustained median resultant acceleration forces of 38.15 g (observed range, 12.01-93.05 g; 95% CI, 30.62-65.81 g) across 81 crashes. A 2-way multivariate analysis of variance did not reveal a statistically significant association between ear and chassis average resultant g forces, total number of contact incidents, and racing season assessed (F9,12 = 0.955; P = .54; Wilks Λ = 0.44).

Conclusions and Relevance

In this cohort study of professional drivers from the INDYCAR series, there were no statistically significant associations among cumulative impact exposure, racing season assessed, and oculomotor performance. Longitudinal studies across racing seasons using multidimensional examination modalities (eg, neurocognitive testing, advanced imaging, biomarkers, and physical examination) are critical to understand potential neurological and neurobehavioral sequelae and long-term consequences of cumulative impact exposure.

The Personality and Resilience of Competitive Athletes as BMW Drivers-Data from India, Latvia, Lithuania, Poland, Romania, Slovakia, and Spain

BACKGROUND

Individual differences in personality and resilience are related to a variety of social behaviors. The current study sought to answer the question of whether BMW drivers exhibit different personality profiles and resilience levels compared with drivers of other car brands.

PARTICIPANTS AND PROCEDURE

An international study was carried out in India, Latvia, Lithuania, Poland, Romania, Slovakia, and Spain on a sample of 448 athletes using the 20-item Mini-IPIP and the Resilience Scale. The results of BMW drivers (n = 91) were compared with the results of drivers of other German car brands (n = 357).

RESULTS

BMW drivers were characterized by higher neuroticism compared with drivers of other German car brands. They also showed higher resiliency, both in terms of total score and scores on the subscales of: personal coping competences and tolerance of negative emotions, tolerance of failures and perceiving life as a challenge, and optimistic attitude towards life and capacity for self-mobilization in difficult situations. The greatest difference was observed for the factor of tolerance of failures and perceiving life as a challenge. Using the Dwass-Steel-Critchlow-Fligner (DSCF) pairwise comparison test, gender differences between athletes (as BMW drivers and drivers of other German car brands, respectively) were discussed. Additionally, the results of the main logistic regression analyses emphasized that neuroticism represents a better predictor of BMW preference in the case of athletes (as drivers) than the scores obtained for resilience.

CONCLUSIONS

BMW drivers differed from drivers of other German car brands only with regard to neuroticism. A higher level of neuroticism can affect mental health and the overall quality of life in athletes; aggression and distress management are essential. Athletes (as BMW drivers) also showed differences in resiliency levels. Understanding the mechanisms of behavior among BMW drivers is possible through considering their personality and individual differences.

Application of a Reactive Agility Training Program Using Light-Based Stimuli to Enhance the Physical and Cognitive Performance of Car Racing Drivers: A Randomized Controlled Trial

BACKGROUND

There is a need to develop strategies that could contribute to the physical and mental preparation of motorsport athletes. A common method used by experienced motorsport athlete physical trainers is flashing light devices to train or assess reactive agility, despite limited evidence. Therefore, in the present study, we determined the effects of a 6-week reactive agility training program using light-based stimuli on the physiological and cognitive abilities of car racing drivers.

MATERIALS AND METHODS

The CONSORT guidelines for randomized controlled trial were used. In a single-blinded randomized controlled trial, 24 car racing drivers (EXP, n = 12; CON, n = 12) performed a comprehensive battery of cognitive tests marketed specifically at motorsport athletes from Vienna test system (VTS) at rest or during moderate intensity exercise on a bicycle. Physiological abilities were determined via a maximal incremental cardio-respiratory treadmill test. Baseline and post-intervention tests were performed on three consecutive days. Participants in EXP underwent a 6-week intervention consisting of 60-min training sessions twice a week using the Witty SEM light stimulus.

RESULTS

Participants in EXP but not in CON performed some of the VTS cognitive tasks with higher accuracy and/or shorter reaction time after the intervention at rest and during exercise. Car racing drivers performed the STROOP word-reading condition more accurately when the task was performed during the exercise vs. rest, regardless of group. In addition, the intervention induced beneficial changes in peak heart rate (HR), HR at gas exchange threshold, ventilation, and relative maximal oxygen consumption (rVO₂ max). In contrast, body mass and fat mass increased, while peak HR and rVO₂ max decreased in CON. Finally, participants in EXP improved their reactive agility performance and reaction time throughout the training program.

CONCLUSION

Overall, the reactive agility training program using light-based stimuli appeared to be efficient to induce beneficial effects on some physiological and cognitive performance measures; therefore, it may have the potential to contribute to car racing drivers' physical and mental performance.

Egocentric Chunking in the Predictive Brain: A Cognitive Basis of Expert Performance in High-Speed Sports

What principles and mechanisms allow humans to encode complex 3D information, and how can it be so fast, so accurately and so flexibly transformed into coordinated action? How do these processes work when developed to the limit of human physiological and cognitive capacity-as they are in high-speed sports, such as alpine skiing or motor racing? High-speed sports present not only physical challenges, but present some of the biggest perceptual-cognitive demands for the brain. The skill of these elite athletes is in many ways an attractive model for studying human performance "in the wild", and its neurocognitive basis. This article presents a framework theory for how these abilities may be realized in high-speed sports. It draws on a careful analysis of the case of the motorsport athlete, as well as theoretical concepts from: (1) cognitive neuroscience of wayfinding, steering, and driving; (2) cognitive psychology of expertise; (3) cognitive modeling and machine learning; (4) human-in-the loop modellling in vehicle system dynamics and human performance engineering; (5) experimental research (in the laboratory and in the field) on human visual guidance. The distinctive contribution is the way these are integrated, and the concept of chunking is used in a novel way to analyze a high-speed sport. The mechanisms invoked are domain-general, and not specific to motorsport or the use of a particular type of vehicle (or any vehicle for that matter); the egocentric chunking hypothesis should therefore apply to any dynamic task that requires similar core skills. It offers a framework for neuroscientists, psychologists, engineers, and computer scientists working in the field of expert sports performance, and may be useful in translating fundamental research into theory-based insight and recommendations for improving real-world elite performance. Specific experimental predictions and applicability of the hypotheses to other sports are discussed.

A Concussion Education Programme for Motorsport Drivers: A Field-Based Exploratory Pilot Study

OBJECTIVE

Concussion education strategies that improve knowledge and attitudes long term are needed. This exploratory study piloted an interactive concussion education program, adopting concepts from the learning sciences and attitude change literature, for the underserved and high-risk population of motorsports.

METHOD

Forty UK motorsport drivers (ages 16-20 years) participated. The workshop group received a two-phased workshop-based program. The comparison group received a concussion leaflet. Participants completed an adapted version of the Rosenbaum Concussion Knowledge and Attitudes Survey (RoCKAS-ST) at pre-, post- and 2-month follow-up. Within-group analysis for the workshop group explored the differential effect of the individual difference variable, Need for Cognition (NfC), and effectiveness was explored through post-workshop questionnaires and interviews.

RESULTS

Unlike the comparison group, the workshop group showed a significant improvement in knowledge over time (F(2,58) = 45.49, p < .001, ^η2p = .61). Qualitative data indicated workshop-program participants developed safer attitudes toward concussion following programming. Preliminary evidence suggested individuals' responses to concussion education aligned with differences in NfC.

CONCLUSION

This study piloted the first concussion education program for motorsport drivers and explored whether aligning educational provision with the NfC construct may help to improve program effectiveness. Findings are relevant to addressing the public health issue of concussion through educational approaches.

Responses of Driver-Athletes to Repeated Driving Stints

PURPOSE

The purpose of this study was to examine and quantify the effect of repeated driving stints on the physiologic, metabolic, and hormonal responses of three professional endurance driver-athletes.

METHODS

Core body temperature, HR, and physiological strain index were recorded during the Rolex 24 Hours of Daytona endurance race using the Equivital Life Monitor system. Blood glucose was monitored continuously during the event using a FreeStyle Libre Pro (Abbott, Alameda, CA). Alpha-amylase and cortisol were sampled immediately before the beginning of a stint and immediately after.

RESULTS

First-stint overall and individual driver-athlete responses were similar to those reported in the literature. Later-stint responses diverged from the literature. Reductions in initial core temperature, absence of increases in HR and physiological strain index, and altered glucose and hormonal responses were each observed in the later stint.

CONCLUSION

The data support previous research showing that motorsports has a measurable physiological, metabolic, and hormonal effect on the driver-athlete. This study also shows that multiple stints elicit responses that deviate from the published literature on single-stint events. This study is also particularly interesting in that it represents one of the first times that longitudinal data have been gathered on endurance racing driver-athletes.

Comparing driving behavior of humans and autonomous driving in a professional racing simulator

Motorsports have become an excellent playground for testing the limits of technology, machines, and human drivers. This paper presents a study that used a professional racing simulator to compare the behavior of human and autonomous drivers under an aggressive driving scenario. A professional simulator offers a close-to-real emulation of underlying physics and vehicle dynamics, as well as a wealth of clean telemetry data. In the first study, the participants' task was to achieve the fastest lap while keeping the car on the track. We grouped the resulting laps according to the performance (lap-time), defining driving behaviors at various performance levels. An extensive analysis of vehicle control features obtained from telemetry data was performed with the goal of predicting the driving performance and informing an autonomous system. In the second part of the study, a state-of-the-art reinforcement learning (RL) algorithm was trained to control the brake, throttle and steering of the simulated racing car. We investigated how the features used to predict driving performance in humans can be used in autonomous driving. Our study investigates human driving patterns with the goal of finding traces that could improve the performance of RL approaches. Conversely, they can also be applied to training (professional) drivers to improve their racing line.

Cockpit Temperature as an Indicator of Thermal Strain in Sports Car Competition

PURPOSE

This study aimed to evaluate the relationship between race car cockpit temperature and thermal strain indicators among race car drivers.

METHODS

Four male racing drivers' heart rate (HR), skin temperature (Tskin), and core temperature (Tcore) were measured continuously using the Equivital Life Monitor bio harness, and physiological strain index (PSI) was calculated during a hot (ambient temperature of 34.1°C ± 2.8°C) 6-h endurance race. Only data collected during green flag racing laps were analyzed.

RESULTS

Cross-sectional analyses showed that cockpit temperature did not have a significant relationship with percent of HRmax, Tskin, Tcore, or PSI (P > 0.05) during the race. Cockpit temperature decreased during driving time, whereas percent of HRmax, Tskin, Tcore, and PSI increased (P < 0.05).

CONCLUSION

Cockpit temperature does not correlate with measures of race car driver thermal strain. Therefore, metrics to determine driver thermal strain should include direct monitoring of the race car driver.

A Comparison of the Physiological Responses in Professional and Amateur Sports Car Racing Drivers

Purpose:Automobile racing is physically challenging, but there is no information related to experience level and physiological responses to racing. The aim of this study was to compare physiological responses of professional (PRO) and amateur (AM) sportscar drivers. Methods:Four male racing drivers (PRO n = 2, AM n = 2), completed a physical fitness assessment and had heart rate (HR), breathing rate 10 (BR), skin temperature (T_sk), core temperature (T_core), physiological strain index (PSI) and blood glucose (BG) measured continuously during six races. Rate of perceived exertion (RPE), blood lactate, and fluid loss were measured post-race. Results:AM had higher HR compared to PRO during driver changes (AM: 177 ± 12 beats·min^-1, PRO: 141 ± 16 beats·min^-1, p < .0001), pit stops (AM: 139 ± 14 beats·min^-1, PRO: 122 ± 1 beats·min^-1, p = .0381) and cautions (AM: 144 ± 13 beats·min^-1, PRO: 15 123 ± 11 beats·min^-1, p = .0059). During pit stops, PRO (26 ± 6 respirations·min^-1) displayed a significantly greater BR than AM (AM: 18 ± 7 respirations·min^-1, p = .0004). T_core was greater for PRO (38.4 ± 0.4°C) drivers while in the car during pit stops than AM (36.1 ± 2.5°C, p < .0001). AM displayed elevated PSI during cautions (AM: 5.5 ± 1.8, PRO: 3.2 ± 1.3, p < .0001) and pit stops (AM: 5.6 ± 1.4, PRO: 2.8 ± 1.1, p < .0001). BG was increased for AM versus PRO during pit stops (AM: 20 132.9 ± 20.2 mg·dl^-1, PRO: 106.5 ± 3.5 mg·dl^-1, p = .0015) and during racing (AM: 150.9 ± 34.6 mg·dl^-1, PRO: 124.9 ± 16.0 mg·dl^-1, p = .0018). AM (3.3 ± 1.7 mmol·dl^-1) had a higher blood lactate than PRO (1.7 ± 2.6 mmol·dl^-1, p = .0491) from pre to post-race. AM (1.90 ± 0.54 kg) lost more fluids over the race than PRO (1.36 ± 0.67 kg, p = .0271). Conclusions:Amateur drivers could fatigue faster in the car which results in a decreased driving performance.

Concussion in Motorsport? Experience, Knowledge, Attitudes, and Priorities of Medical Personnel and Drivers

OBJECTIVE

To assess concussion experiences, knowledge, and attitudes of motorsport medical personnel and drivers and to determine priority areas regarding concussion within the sport.

DESIGN

Sequential mixed-method design. Part 1: stakeholder interviews; part 2: cross-sectional online survey.

SETTING

United Kingdom.

PARTICIPANTS

Part 1: key motorsport stakeholders (N = 8); part 2: motorsport medical personnel and drivers (N = 209) representing amateur and/or professional 4-wheeled motorsport.

MAIN OUTCOME MEASURES

Concussion experience, knowledge, attitudes, and perceived priority areas.

RESULTS

Thirty-one percent of surveyed drivers (age = 37.91 ± 13.49 years: 89% male) reported suffering from concussion in motorsport. Eighty-seven percent of surveyed medical personnel (age = 48.60 ± 10.68 years: 74% male) reported experience with concussed drivers, and 34% reported feeling pressured to clear a driver with concussion. Gaps in knowledge and misperceptions about concussion were reported in both groups, and disparity between concussion attitudes emerged between drivers and medical personnel. Application of assessment and management procedures varied between medical personnel and there was evidence motorsport policy and concussion guidelines may not be directly followed. According to both medical personnel (77%) and drivers (85%), "education and training" is the top priority area for the sport.

CONCLUSIONS

There is clear evidence of concussions in motorsport, but accurate knowledge about this injury is missing. Concussion education and training for all drivers and medical personnel is required. Additional investigations into concussion attitudes are advised to complement and advance simple educational initiatives. Further investigation is also required to determine how to best support motorsport medical personnel, and general practitioners, who hold significant responsibility in guiding drivers from diagnosis to return to racing, and to support the effective implementation of policy.

Advantage and use of S-patch cardio solution in competitive motor sports

BACKGROUND

Motorsport karting has developed into a professional international competition. Kart racing poses a unique set of physiologic challenges for athletes who compete in this sport. Until today no major study has evaluated the physical and cardiac challenge in professional kart racing.

OBJECTIVE

The aim for this study was to measure and analyze heart rate and cardiac rhythm by a mobile, smartphone based ECG (s-patch) on professional kart-race-drivers during actual karting races through annual seasons to test the hypotheses that high g-force and stress could trigger cardiac arrhythmia.

MATERIAL AND METHODS

ECG-data from kart-drivers were acquired during local races, the ADAC Kart-Masters (KZ2), the German Kart Championship (DSKC) and the European Championship Senior CIK-FIA-Serie and analyzed in this observational study. In total, free practice, qualifying practice and 32 races were assessed during the kart season 2019. Data were interpreted by two independent experienced physicians.

RESULTS

The average heart rate (HR) during a selected German Kart Championship (DSKC) race in Genk (Belgium) was 169 beats min-1. The longest R-R interval was 0.72 sec. The average HR during a selected European Championship CIK-FIA-race in Lonato (Italy) was 160 beats min-1. The longest R-R interval was 0.74 sec. The average HR during a selected ADAC Kart-Masters (KZ2) races in Wackersdorf (Germany) was 147 beats min-1. The longest R-R interval was 0.86 sec. In total 32 races could be recorded successful. No couplets or bigeminy cycles were detected. In one other kart racer a supraventricular extrasystole and a ventricular extrasystole was detected. Interestingly, kart-drivers were found to have sinustachycardia throughout the races most likely triggered by emotional and physiological stress during speeding.

CONCLUSION

Professional kart racing drivers had sinustachycardia with heart rates up to 193 beats min-1 during races. This is most likely attributed to a considerably high emotional and physiological stress affecting the cardiovascular system. Episodes of tachycardia positively correlated with mean speed. In the warm-up lap the heart rate was significantly lower in comparison to the race, suggesting that faster driving speed would induce greater cardiovascular stress to professional drivers during actual races. The experimental results showed that the proposed S-patch system provided a good ECG signal quality with accurate measurements even during the kart race and could detect the ECG features of the race in real time. The cardiac interpretation software performs well and is a useful tool to assist clinicians.

Saccades and driving

Driving is not only a physical task, but is also a mental task. Visual inputs are indispensable in scanning the road, communicating with other road users and monitoring in-vehicle devices. The probability to detect an object while driving (conspicuity) is very important for assessment of driving effectiveness, and correct choice of information relevant to the safety of driving determines the efficiency of a driver. Accordingly, eye fixation and eye movements are essential for attention and choice in decision making. Saccades are the most used and effective means of maintaining a correct fixation while driving. In order to identify the features of the most predisposed subjects at high driving performances and those of the high-level sportsmen, we used a special tool called Visual Exploration Training System. We evaluated by saccade and attentional tests various groups of ordinary drivers, past professional racing drivers, professional truck drivers and professional athletes. Males have faster reaction time compared to females and an age below 30 seems to guarantee better precision of performance and accuracy in achieving all visual targets. The effect on physical activity and sports is confirmed. The performances of the Ferrari Driver Academy (FDA) selected students who were significantly better than those of a group of aspiring students and amateur racing drivers probably thanks to individual predisposition, training and so-called ‘neural efficiency’.

The Physiology of Auto Racing

INTRODUCTION

Auto racing poses a unique set of physiologic challenges for athletes who compete in this sport. These challenges are not widely recognized due to the limited amount of original research in this field and the diffuse nature of this literature. The purpose of this article is to review the major physiologic challenges of auto racing and summarize what is currently known about athletes in this sport.

CONCLUSIONS

The physical stressors of either driving or servicing the race car are overlaid with particular environmental challenges associated with racing (e.g., thermal, noise, carbon monoxide exposure) that increase the physiological stress on motorsport athletes. Physical stress reflects the muscular work required for car control and control of posture during high gravitational (g) loads: factors that predispose athletes to fatigue. The physiologic effects of these stressors include cardiovascular stress as reflected by prolonged elevation of heart rate, cardiac output, and oxygen consumption in both driver and pit athletes during competition. Psychological stress is evident in autonomic and endocrine responses of athletes during competition. The thermal stress of having to compete wearing multilayer fire suits and closed helmets in ambient temperatures of 50°C to 60°C results in the ubiquitous risk of dehydration. Published data show that both drivers and pit crew members are accomplished athletes with distinct challenges and abilities. There are gaps in the literature, especially in regard to female, older adult, and child participants. Additionally, minimal literature is available on appropriate training programs to offset the physiological challenges of auto racing.

Physiological Responses of Male and Female Race Car Drivers during Competition

Automobile racing is one of the largest spectator sports in the world with male and female drivers competing together. Popular media has speculated on the relative capabilities of males and females in automobile racing, yet there are no scientific investigations examining physiological responses to racing among males and females.

PURPOSE

1) To evaluate the physiological responses of male and female drivers in open and closed cockpit race cars, 2) to examine the moderating influence of menstrual cycle phase on physiological responses to racing among female drivers.

METHODS

HR, breathing rate, skin temperature, core temperature, and Physiological Strain Index (PSI) were measured using the Equivital Life Monitor in male (n = 6) and female (n = 6) drivers at three races in open or closed cockpit cars. Among females, menstrual cycle phase for each race was recorded.

RESULTS

During racing conditions there was no difference (P > 0.05) between male and female drivers for HR, skin temperature, core temperature, or PSI. The female drivers had a higher (P < 0.001) breathing rate compared with the male drivers. Compared with the follicular phase, the luteal phase had an increased (P < 0.001) HR, breathing rate, skin temperature, core temperature, and PSI. The closed cockpit cars elicited (P < 0.001) a higher skin temperature, core temperature and PSI as compared with the open cockpit cars.

CONCLUSIONS

There were no differences in the physiological responses to automobile racing between male and female drivers. The luteal phase elicited higher physiological responses than the follicular phase, but was not different from the male drivers. Thereby, practitioners should focus on reducing stresses induced by a closed cockpit race car as opposed to the menstrual cycle.

V˙O2peak, Body Composition, and Neck Strength of Elite Motor Racing Drivers

PURPOSE

Automobile racing is widely known to be physically demanding; however, there is no published information comparing the physical fitness variables of elite-level race car drivers across various competitive championships.

METHODS

We documented the body composition, peak oxygen consumption (V˙O2peak), and isometric neck strength in a sample of elite race car drivers currently competing in Formula 1, IndyCar, NASCAR, and International Motor Sports Association sports car racing (IMSA GTD), to determine current human performance benchmarks and establish goals for drivers wishing to compete in these series.

RESULTS

Percent body fat was significantly (P < 0.001) lower in Formula 1 drivers (8.1% ± 1.7%) as compared with the other series, with IndyCar (17.4% ± 1.7%) and NASCAR (17.3% ± 4.6%) being less than IMSA GTD (24.9% ± 1.8%). Percent lean mass followed the same trend as percent body fat. IMSA GTD had not only the highest percent body fat but also the lowest (P = 0.001) V˙O2peak (45.2 ± 2.1 mL·kg·mL) compared with Formula 1 (62.0 ± 6.0 mL·kg·mL), IndyCar (58.05 ± 6.40 mL·kg·mL), and NASCAR (53.2 ± 4.1 mL·kg·mL). Isometric neck strength was the highest in Formula 1 and IndyCar drivers as compared with IMSA GTD and NASCAR drivers.

CONCLUSION

These results support the hypothesis that the varying physical demands of each competition series require different physical fitness levels of drivers. These benchmarks can be used by exercise professionals to better prepare athletes for competition.

Assessment of Dietary Intake of Long-Distance Race Car Drivers—A Pilot Study

Long-distance race car drivers are classified as athletes. The sport is physically and mentally demanding, requiring long hours of practice. Therefore, optimal dietary intake is essential for health and performance of the athlete. The aim of the study was to evaluate dietary intake and to compare the data with dietary recommendations for athletes and for the general adult population according to the German Nutrition Society (DGE). A 24-h dietary recall during a competition preparation phase was obtained from 16 male race car drivers (28.3 ± 6.1 years, body mass index (BMI) of 22.9 ± 2.3 kg/m²). The mean intake of energy, nutrients, water and alcohol was recorded. The mean energy, vitamin B₂, vitamin E, folate, fiber, calcium, water and alcohol intake were 2124 ± 814 kcal/day, 1.3 ± 0.5 mg/day, 12.5 ± 9.5 mg/day, 231.0 ± 90.9 ug/day, 21.4 ± 9.4 g/day, 1104 ± 764 mg/day, 3309 ± 1522 mL/day and 0.8 ± 2.5 mL/day respectively. Our study indicated that many of the nutrients studied, including energy and carbohydrate, were below the recommended dietary intake for both athletes and the DGE.

Physical Fitness and Blood Glucose Influence Performance in IndyCar Racing

Ferguson, DP and Myers, ND. Physical fitness and blood glucose influence performance in IndyCar racing. J Strength Cond Res 32(11): 3193-3206, 2018-Charlie Kimball (CK) is an elite-level IndyCar driver who has type 1 diabetes. Since CK became a full-time competitor, there has been exponential growth in the number of racing drivers competing with type 1 diabetes. Therefore, the purpose of this article is to present a case report of data collected on CK over 6 years, to better inform strength and conditioning coaches on how to prepare racing drivers with type 1 diabetes for competition. We hypothesized that the physical requirements to pilot the race car would include an elevated aerobic and glycolytic capacity and that blood glucose would influence key driving parameters (vertical gravitational force [Gz] tolerance and reaction time/response accuracy) related to success (finishing position). Physical fitness was evaluated with a V[Combining Dot Above]O2max test, dual-energy X-ray absorptiometry body composition analysis, Wingate power test, and a lower-body negative pressure test for vertical Gz tolerance. To test the role of fitness and blood glucose on driving performance, heart rate (HR), breath rate (BR), and skin temperature (ST) were evaluated during practice racing sessions using the Equivital Life Monitor. Blood glucose was monitored in 47 races using a continuous glucose monitor. Driving a race car resulted in increased HR, BR, and ST. The driver's body composition, skeletal muscle power output, and aerobic capacity values were in the 10th percentile of the average population. A blood glucose range of 100-168 mg·dl was identified as optimal for driving performance for the case study participant because it improved reaction time/response accuracy and Gz tolerance.

The Racer's Mind-How Core Perceptual-Cognitive Expertise Is Reflected in Deliberate Practice Procedures in Professional Motorsport

The exceptional performance of elite practitioners in domains like sports or chess is not a reflection of just exceptional general cognitive ability or innate sensorimotor superiority. Decades of research on expert performance has consistently shown that experts in all fields go to extraordinary lengths to acquire their perceptual-cognitive and motor abilities. Deliberate Practice (DP) refers to special (sub)tasks that are designed to give immediate and accurate feedback and performed repetitively with the explicit goal of improving performance. DP is generally agreed to be one of the key ingredients in acquisition of expertise (not necessarily the only one). Analyzing in detail the specific aspects of performance targeted by DP procedures may shed light on the underlying cognitive processes that support expert performance. Document analysis of professional coaching literature is one knowledge elicitation method that can be used in the early phases of inquiry to glean domain information about the skills experts in a field are required to develop. In this study this approach is applied to the domain of motor racing - specifically the perceptual-cognitive expertise enabling high-speed curve negotiation. A systematic review procedure is used to establish a corpus of texts covering the entire 60 years of professional motorsport textbooks. Descriptions of specific training procedures (that can be unambiguously interpreted as DP procedures) are extracted, and then analyzed within the hierarchical task analysis framework driver modeling. Hypotheses about the underlying cognitive processes are developed on the basis of this material. In the traditional psychological literature, steering and longitudinal control are typically considered “simple” reactive tracking tasks (model-free feedback control). The present findings suggest that—as in other forms expertise—expert level driving skill is in fact dependent on vast body of knowledge, and driven by top-down information. The knowledge elicitation in this study represents a first step toward a deeper psychological understanding of the complex cognitive underpinnings of expert performance in this domain.

Singapore Sling: F1 Race Team Cognitive Function and Mood Responses During the Singapore Grand Prix

O'Neill, BV, Davies, KM, and Morris-Patterson, TE. Singapore sling: F1 race team cognitive function and mood responses during the Singapore grand prix. J Strength Cond Res 34(12): 3587-3592, 2020-The current investigation measured cognitive performance and subjective ratings of mood and sleep in Formula 1 (F1) race team members during the 2013 Singapore Grand Prix. Two weeks before the Singapore Grand Prix, subjects (n = 16; mean age 33.5 years, range 22-48 years) underwent baseline cognitive assessments and a questionnaire on mood and sleep quality/duration. These assessments were repeated on the race weekend before practice (S1) and after qualifying (S2). A significant increase in simple reaction time (SRT), i.e., slowing of total response time was observed from baseline to S1 (33.69 ± 6.52 ms; p < 0.001) and from baseline to S2 (34.63 ± 8.19 ms; p = 0.002). Mood-related effects were observed with subjective stress levels increased from baseline to S1 (18.06 ± 6.18; p = 0.032) and a decrease in how refreshed the race team members felt between S1 and S2 (18.56 ± 6.14; p = 0.029). In addition, a negative association between change in SRT and change in quality of sleep (R = 0.47; p = 0.016) as well as negative association in how refreshed individuals reported feeling and SRT between S1 and S2 (R = 0.37; p = 0.017). The findings suggest that the demands presented by an F1 race environment have significant effects on cognitive function and mood; however, the exact cause of any decrements would most likely be a combination and interaction of multiple factors. Future research should endeavor to adopt a holistic approach and investigate physiological and cognitive endpoints to fully explore the demands of this challenging motor sport.

Differences between racing and non-racing drivers: A simulator study using eye-tracking

Motorsport has developed into a professional international competition. However, limited research is available on the perceptual and cognitive skills of racing drivers. By means of a racing simulator, we compared the driving performance of seven racing drivers with ten non-racing drivers. Participants were tasked to drive the fastest possible lap time. Additionally, both groups completed a choice reaction time task and a tracking task. Results from the simulator showed faster lap times, higher steering activity, and a more optimal racing line for the racing drivers than for the non-racing drivers. The non-racing drivers’ gaze behavior corresponded to the tangent point model, whereas racing drivers showed a more variable gaze behavior combined with larger head rotations while cornering. Results from the choice reaction time task and tracking task showed no statistically significant difference between the two groups. Our results are consistent with the current consensus in sports sciences in that task-specific differences exist between experts and novices while there are no major differences in general cognitive and motor abilities.

Speed ratio but cabin temperature positively correlated with increased heart rates among professional drivers during car races

OBJECTIVES

The present study measures heart rate (HR) on a number of professional race-car drivers during actual car races through annual seasons to test hypotheses that faster relative speed and higher cabin temperature would induce higher HR.

METHODS

Heart rates in fifteen male drivers (31.2 ± 5.5 years old) were obtained by chest-strap sensors during official-professional 13 races. Average HR was calculated while the driver was racing from the start to the end of each race.

RESULTS

The average HR during races was 164.5 ± 15.1 beats min-1 and the average amount of time each driver spent driving per race was 54.2 ± 13.7 min. Average HR significantly and positively correlated with mean speed ratio (P < 0.001), but not with the average cabin temperatures (P = 0.533, range 25.6-41.8 °C) by the multiple linear regression analysis. Both average HR and mean speed ratio were significantly lower under wet, than dry conditions (151.9 ± 16.5 vs. 168.3 ± 12.5 beats min-1, 86.9 ± 4.4 vs. 93.4 ± 1.5 %).

CONCLUSIONS

The cardiovascular system of drivers is considerably stressed at extremely high HR. This high average HR positively correlated with mean speed ratio, suggesting that faster driving speed would induce greater cardiovascular stress to professional drivers during actual races. However, contrary to our hypothesis, cabin temperature was not significantly correlated with average HR. It is speculated that direct body cooling systems used in this professional race category work well against increases in HR by thermal stress under the temperature range found herein.

My heart is racing! Psychophysiological dynamics of skilled racecar drivers

Our purpose was to test the multi-action plan model assumptions in which athletes' psychophysiological patterns differ among optimal and suboptimal performance experiences. Nine professional drivers competing in premier race categories (e.g. Formula 3, Porsche GT3 Cup Challenge) completed the study. Data collection involved monitoring the drivers' perceived hedonic tone, accuracy on core components of action, posture, skin temperature, respiration rate and heart rate responses during a 40-lap simulated race. Time marks, gathered at three standardised sectors, served as the performance variable. The A1GP racing simulator (Allinsport, Modena) established a realistic race platform. Specifically, the Barcelona track was chosen because of its inherently difficult nature characterised by intermittent deceleration points. Idiosyncratic analyses showed large individual differences in the drivers' psychophysiological profile, as well as distinct patterns in regards to optimal and suboptimal performance experiences. Limitations and future research avenues are discussed. Action- (e.g. attentional control) and emotion (e.g. biofeedback training)-centred applied sport psychology implications are advanced.

Physiological strain of stock car drivers during competitive racing

Heat strain experienced by motorsport athletes competing in National Association for Stock Car Automobile Racing (NASCAR) may be significant enough to impair performance or even result in a life-threatening accident. There is a need to carefully quantify heat strain during actual NASCAR race competitions in order to faithfully represent the magnitude of the problem and conceptualize future mitigation practices. The purpose of this investigation was to quantify the thermoregulatory and physiological strain associated with competitive stock car driving. Eight male stock car drivers (29.0±10.0yr; 176.2±3.3cm, 80.6±15.7kg) participated in sanctioned stock car races. Physiological measurements included intestinal core (Tc) and skin (Tsk) temperatures, heart rate (HR), blood pressure, and body mass before and after completion of the race. Pre-race Tc was 38.1±0.1°C which increased to 38.6±0.2°C post-race (p=0.001). Tsk increased from 36.1±0.2°C pre-race to 37.3±0.3°C post-race (p=0.001) whereas the core-to-skin temperature gradient decreased from a pre-race value of 2.0±0.3°C to 1.3±0.3°C post-race (p=0.005). HRs post-race were 80±0.1% of the drivers' age-predicted maximum HR. Physiological Strain Index (PSI) post-race was 4.9, which indicates moderate strain. Drivers' thermal sensation based on the ASHRAE Scale increased from 1.3±0.5 to 2.8±0.4, and their perception of exertion (RPE) responses also increased from 8.4±1.6 to 13.9±1.8 after competition. Heat strain associated with competitive stock car racing is significant. These findings suggest the need for heat mitigation practices and provide evidence that motorsport should consider strategies to become heat acclimatized to better meet the thermoregulatory and cardiovascular challenges of motorsport competition.

Responses of elite road motorcyclists to racing in tropical conditions: a case study

INTRODUCTION

Anecdotal reports suggest that elite road motorcyclists suffer from high core body temperatures and physiological and perceptual strain when competing in hot conditions.

METHODS

Four male non-heat-acclimatized elite motorcyclists (3 Superbike, 1 Supersport) had their gastrointestinal temperature, heart rate, and respiratory rate measured and recorded throughout practice, qualifying, and race sessions of an Australian Superbike and Supersport Championship round contested in tropical conditions. Physiological strain was calculated during the sessions, and fluid-balance measures were taken during practice and qualifying. Rider thermal sensation was assessed immediately postsession.

RESULTS

Mean ambient temperature and relative humidity were 29.5-30.2°C and 64.5-68.7%, respectively, across the sessions. Gastrointestinal temperature rose from 37.6°C to 37.7°C presession at a median rate of 0.035°C, 0.037°C ,and 0.067°C/min during practice, qualifying, and race sessions to reach medians of 38.9°C, 38.8°C, and 39.1°C postsession, respectively. The peak postsession gastrointestinal temperature was 39.8°C. Median heart rates were ~164, 160, and 177 beats/min during the respective practice, qualifying, and race sessions, contributing to median physiological strain of 5.5, 5.6, and 6.2 across the sessions. Sweat rates were 1.01 and 0.90 L/h during practice and qualifying sessions, while rider thermal sensation was very hot after each session.

CONCLUSIONS

This investigation confirms that elite road motorcyclists endure moderate to high physiological strain during practice, qualifying, and race sessions, exhibiting more-rapid rates of body-heat storage, higher core body temperatures, and higher physiological and perceptual strain than their stock-car-racing counterparts when competing in tropical conditions.