pfoei, das wel een lang verhaal zeg… Maar het lijkt me wel lastig om voor maximale downforce en minimale luchtweerstand te zorgen. Want ik heb er niet zo veel verstand van maar het is toch zo dat voor downforce luchtweerstand nodig is?
In the tough struggle for crucial seconds in Formula 1, aerodynamics play
a fundamental role. The teams invest up to 20% of their total budget in the
science of the winds, making their cars even faster with innovative
aerodynamic designs. Meticulous precision work is undertaken down to
the last millimetre, according to the motto: races are won in the wind
tunnel and lost on the track.
A stroke of genius by Colin Chapman in 1972 showed the way ahead for
Formula 1. The legendary designer and team boss equipped his Lotus 72 with a
flat front end in the form of a closed wedge, and hid the bulky radiators in side
panels. Thanks to these revolutionary aerodynamics, supported by a rear wing,
Emerson Fittipaldi won the World Championship for Lotus.
The significance of aerodynamics can be seen primarily in the downforce. The
search for greater downforce has become the driving factor behind entire
Formula 1 teams. The shape of cars is grinded on the computer, in the wind
tunnel and on the track, and the wings and wind deflectors are styled just as
much as the diffuser on the rear underside of the car. The aim of this precision
work is to channel the airflows perfectly and so generate as much downforce as
possible, which presses the car down onto the road and permits shorter braking
distances and higher cornering speeds. Experts estimate 80% of the car’s grip
is generated by the downforce and only 20% by the tyres.
But downforce is not everything: the recipe for true success is to find the best
compromise between the greatest possible downforce and the lowest possible
air resistance. There is no ideal set-up to suit every racetrack, so the true art of
the designers is to get closer to the ideal than their competitors for every race.
This is not an easy task, with 20 different possible settings for a rear wing and
100 possible settings for a front wing.
The aerodynamics are the most important factor in the design of a Formula 1 car. An air
duct panel between the front wheel and the side panel, for instance, can add more speed
than two or three extra horsepower. Only those teams with their own wind tunnel can keep
up with the extremely fast development in this field. The engineers spend up to 15,000
hours every year at the wind tunnel, and each complex costs about 45 million euros.
Modern Formula 1 cars can withstand centrifugal forces of up to 4G without sliding off the
track. The art of aerodynamics allows far higher cornering speeds than would be possible
without downforce, and so not only ensures a better performance but also even more
safety. As a rule of thumb, 35% of the total downforce is generated by the rear wing.
However, as it also causes the greatest air resistance, it is the rear wing’s setting that is
changed most from race to race. For the Italian Grand Prix on the high-speed track in
Monza with its long straights and fast corners, the teams use flat wings to gain the highest
possible speeds. On city tracks like Monaco, or circuits with lots of narrow corners, wing
elements with a steep setting help generate as much downforce as possible so the cars can
drive through the corners faster. The front wings are responsible for 25% of the downforce
– a value which can quickly be reduced to just 10% by air turbulence if the car is travelling
directly behind another car. The remaining 40% of the downforce is provided by the diffuser
on the vehicle underbody, a type of air accelerator whose tunnels and ducts lead the
flowing air towards the rear so that it generates the strongest possible suction effect.
In contrast to Formula 1, passenger cars tend to create lift at medium and relatively high
speeds, because of their shape. As this relieves the load on the axle and reduces the
driving stability – and therefore also the safety – developers aim to keep the lift as low as
possible by creating minimal air resistance. “This takes a lot of detailed work in the
millimetre range. It ranges from smoothing down the underbody to optimising the airflow
through the wheels and even to working on integrated rear spoilers,” explains Dr. Christoph
Lauterwasser from the Allianz Center for Technology. “That is the only way to achieve drag
co-efficient values under 0.30 while at the same time minimising the lift on the rear axle.
However, anyone travelling with a roof box or a bike carrier will completely undermine all
that meticulous development work.”
In Formula 1, too, aerodynamics will always remain one of the most important factors in
spite of all the changes to the regulations. The developers are a long way from exhausting
all the possible options, so in the future, losing a hundredth of a second will still be a real
drag.
