September 10, 2003. Copyright, 2003, Graphic News. All rights reserved

Aerodynamics key to F1 success
By Joanna Griffin

LONDON, September 10, Graphic News:  Aerodynamics give a racing car its edge, and todayÕs designers have two main goals: to maximise the downforce that pull a carÕs tyres onto the track, and minimise the drag caused by airflow that reduces speeds. As ever with Formula 1, the challenge is to get closer to perfection than rival competitors while cutting no corners as far as safety is concerned.

Given that an aerodynamic feature such as an air duct panel between front wheel and side panel can add more speed than an engine with two or three more horsepower, itÕs no surprise that millions are spent on researching this area each year. All such features, including wings, wing deflectors and the diffuser on the carÕs rear underbody must conform to strict standards.

The importance of aerodynamics has long been appreciated: one of the first cars to adopt aerodynamic features was the 1954 Mercedes-Benz W196R Formula 1 car. Its streamlined body was much admired, but imprecise aerodynamics led to permanent steering problems and its life on the racing circuits was shortlived, though not without passing on important lessons.

The modern concept of aerodynamics really dates back to 1968, when teams began applying the principles on which aircraft wings are based to racing cars. However, it was some time before calculations were precise enough to stop the cars generating ÒliftÓ. Front and rear spoilers broke off, and several spectacular accidents led to FIA safety regulations still in place today.

A crucial breakthrough came in 1972, when Lotus engineers designed a car with a pointed shovel nose and nose cone in the form of a wedge, and stored radiators in the sidepods. As a result, the centre of gravity moved towards the rear and Lotus was soon rewarded with victory on the track: its new car drove 15kph faster than its predecessor with the same engine power.

By the mid 1970s Òground effectÓ downforce had been discovered: Lotus found that the creation of a giant wing on the underside of the car would help suck the car onto the road.The Brabham BT46B went further, adding a cooling fan to extract air from the skirted area, creating tremendous downforce, but this was outlawed by Formula 1Õs governing body, the FIA. In 1983 the FIA prohibited all aerodynamic aids that generated downforce for safety reasons.

Despite such developments, it was in the 1990s that aerodynamics really became the key issue in Formula 1. In 1987 Lotus had introduced active suspension to improve the airflow, and in 1990 Tyrrell added a front trim for the same purposes. But the FIA banned all electronic aids and active suspension following the death of Ayrton Senna at the 1994 San Marino Grand Prix.

Engineers turned to new variants of wing: for example, Tyrrell used the ÒX-wingsÓ (winglets mounted on stilts on the sidepods) and many teams introduced winglets (small extra wings fitted to the outsides of the rearÊwings). These came amid new FIA laws on narrower cars and grooved tyres that left teams searching for new ways to counter wind turbulence.

TodayÕs teams are assisted by working in wind tunnels, where the airflows are made visible by laser, but the high-tech nature of modern racing car design is based on the same unchanged principles of aerodynamics. The challenge for designers is to find ways to edge forward by tenths of a second to give their drivers the best chance of winning the race.

While makers of passenger cars donÕt face the same issues, aerodynamics are still crucial because they influence fuel consumption, acceleration and speed. Accessories such as front and rear spoilers enhance driving ability by reducing air resistance. Super sports cars routinely have wings fitted, but manufacturers of ordinary cars often offer special equipment such as front and rear aprons, side sills or rear spoilers. 
/ENDS