This might be a subject
@Frank Dernie has some useful knowledge to contribute.
Well unless he tells us to bolt our ADC/DACs into an F1 car and drive it around a track. If that is the suggestion I volunteer to be the test pilot.
I was actually the first person to run a digital data recorder on a F1 car.
We considered analogue recorders but the ones I had used before, FM data recorders running 1" tape, were almost as heavy as the car.
A clever German engineer who designed the first microprocessor controlled ignition system for the Cosworth DFV made a rather splendid little FM data recorder using a Uher portable cassette recorder mechanism with a 4-track head and his build FM electronics. He designed it for testing his ignition box on the car but we got him to make one for us to test differentials. One track was reserved to record the modulation frequency so we could use its output in the demodulator to comensate for speed fluctuation due to car movement. We recorded throttle opening and 2 output shaft speeds for diff comparisons.
Even with the demodulation from a channel of the recorder we often had to throw away data because of excessive tape speed fluctuations causing the demodulator to drop out. We gave up trying to get consistently useful data.
Once we had a digital recorder, a one off made by an enthusiast who worked on instrumenting nuclear bomb tests (!) who fancied starting his own business, we got useful data.
There were zero vibration related performance shortcomings in the data. All the vibration related problems were mechanical, like cracked pcb tracks, intermittent contact in sockets and so forth. The biggest limitation was with the RS 232 interface the data download speed was slower than real time, and wired, so the driver got impatient during downloads, generation 2 used plug in memory, a 256 kB memory card was over £1000 iirc back then.
Interestingly the same guy worked for me right up to the first prototype active suspension controller - I wrote the spec, he assembled OEM hardware into a box and wrote the code.
Analogue systems were neither accurate enough nor robust enough, in the data corruption sense, for use on F1 cars.
We
did have problems to resolve with digital systems but they were to do with transducer choice, anti-aliasing, data rates, hardware cost and availability and download speeds.
The only vibration related difficulties were mechanical damage.
