High frequency control
Mechanical inerters, comprising a rotating mass on a ball screw, first appeared in Formula 1 in 2005, and for some time McLaren had a monopoly on the technology, thanks to a smart commercial agreement with the original inventor of the device, Professor Malcom Smith at the University of Cambridge.
The team managed to keep a lid on its new tuning device for some time, referring to it as J-dampers, the J standing for jounce (a combination of jolt and bounce). It even came up with a name for units of inertance, zogs.
From the very start of their development for racing, in 2003, Penske Racing Shocks was involved with inerters, but could not use any of their knowledge in the public domain until 2008, when the company entered into a commercial agreement with Cambridge as McLaren’s exclusive deal lapsed.
Since then, inerters have become commonplace on cars in the series and have been subject to extensive development, with a number of different variations on the theme now used. And from its single-seater roots, the device has found favour in many other areas of motorsport, too.
The most obvious applications were in series with similar budgets and development needs as Formula 1, for example, the LMP1 class at Le Mans. A glance at the back of either Porsche 919 or Audi R18 reveals the presence of an inerter. IndyCar also adopted the device, with the first appearing on a DW12 in 2012. But outside of circuit racing, inerters have also seen use in some surprising places. One of the first markets for Penske’s inerters, which may come as a surprise to some, was NHRA drag
