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AE_2019Advert_versions2.indd 1 13/12/2018 11:19:51 CONTENTS

5 Reverse thinking Ricardo Divila asks why racecars still have mirrored glass? 7 Complicated matter Pirelli’s tyre structure under Mike Blanchet’s microscope 8 Aero gain in Spain One quarter of the way through 2019 F1 has upgrades aplenty 14 S-Duct We uncover the real reasoning behind this clever aerodynamic trick 18 Skirting the issue Simon McBeath applies CFD to skirts in Formula 1 to see what happens 26 Pirelli We look at the challenges faced by Pirelli for 2020, and for 2021 32 The India formula The CFD model that shows future thinking for F1 2021 Produced by Racecar Engineering team

Danger zone s we near ever closer to the ‘revolutionary’ 2021 season, details are constructors limited to just four in number. Your average F1 fan may not get emerging of the proposed regulations which are steering F1 into excited about today’s intricate wheel rims which utilise the hot air coming uncharted waters. In addition to the controversial budget caps, from the brakes to heat the tyres to go a tenth of a lap quicker, but the DNA tenders are now out for single supply transmissions, wheel rims of F1 is the ‘pinnacle of technology’ and the move towards single suppliers is Aand brake systems too. In the battle between controlling the cost and using threatening this philosophy, and taking the concept of innovation with it. the sport to develop technology, it seems that the former is favoured. Currently, there are four manufacturers of brake caliper in F1, each pushing Having previously worked at Manor Racing, I fully appreciate the eff orts to the limits of their capability and driving innovation to develop a better try and reduce costs to make the F1 championship more sustainable for the product than their competition in a battle to supply more teams. If you cut smaller teams. With the collapse of Manor at the beginning of the 2017 season that down to one manufacturer, not only do you adversely aff ect the other and the likes of Sauber, Racing Point (previously Force India) and Williams three in terms of their business, but that drive for pushing the boundaries either saved by title sponsors, buy outs, or clinging on to a sponsorship deal, evaporates. Look at the result of the decision to select a single tyre supplier for the era of the small F1 team is on life support. This is sub-optimal. Formula 1. I agree, a tyre war is an expensive initiative, but the Japanese cope Without such teams, there is nowhere for young engineers, mechanics in GT500, and what motivation do Pirelli have to keep developing their F1 or drivers to develop their Formula 1 experience. Formula 2 teams are products when their business is secured for the next three years? having to expand and become small F1 teams themselves in an attempt to Also, how much of a performance diff erentiator are brake calipers? Andrew soak up young engineers who want to make that jump into the top tier, a Green, Technical Director at Racing Point says that on the list of performance jump which is getting ever bigger. Of course, companies such as Williams diff erentiators, calipers are pretty low down. Furthermore, he reckons that the Advanced Engineering, McLaren Applied Technologies and Red Bull Advanced tender will struggle to produce calipers cheaper than Racing Point already Technologies are an excellent development area for engineers, but with the does. So, if the tender for brake calipers won’t signifi cantly aff ect on-track upcoming resource restriction in F1, we will undoubtedly see these companies action or reduce costs then the only thing it is achieving is putting engineering increase in number. However, these off er little trackside experience. companies out of business and sacrifi cing innovation. The FIA and FOM have In an attempt to encourage more teams to remain sustainable in Formula a diffi cult task ahead of them, and their decisions will please only some. But 1, and equalise the performance and therefore competition between the this relentless drive towards standardisation could put the top tier of teams, the FIA are aiming to slash costs through limiting access to the sport motorsport in jeopardy, along with many companies within its supply chain. via a tender process to supply all teams. However, these cost cutting measures are going to signifi cantly aff ect innovation and opportunity; you don’t need GEMMA HATTON to look far to fi nd just that in Le Mans Prototypes with the LMP2 chassis Deputy Editor

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RCE_F1 DigiSupp May 2019.indb 3 20/05/2019 11:45

STRAIGHT TALK – RICARDO DIVILA

Don’t look back in anger

Why do racecars still use such old fashioned technology to provide a rear view?

ay Harroun, an engineer born in 1879 The knee-jerk reaction from the organisers was It proved so useful and practical that it turned who was nicknamed the ‘Little Professor’, to specify that the LMP2s had to have moveable into a no-brainer for all racecars built by Nismo Rmaintained he only really raced so as to mirrors to shift the focus from the overtaking and since then. The added bonus was the auto-dim observe his designs being tested in the field. blinding LMP1s, but it only made things worse; the feature for the Suzuka 1000km race, which ended In 1911, for the inaugural Indianapolis 500-mile vibration moved on to new heights of blur. Okay, in darkness. Audi brought its version out to much race, of the entire 40-car field his yellow Marmon part of it was inadequate mountings to damp or fanfare in 2012, much to my amusement, as we – AKA the Wasp – was the only car to have just restrain the housings, plus they were mandated to had used that solution for 14 years by then. one person on board. All the others had a riding be bigger; so more aero turbulence and drag. It was also a primary item on the Deltawing for mechanic, a bit of a tradition from the previous Despite changing the mounts, shapes and Le Mans in 2012, a clean, mirror-less design with a years of racing on open roads where the early actuating mechanisms after the test day they still camera mounted high on the rear fin relaying an racing machinery, pretty much all prototypes, were vibrated, so they eventually solved the problem unobstructed rear view to the cockpit screens. We prone to mechanical failure or punctures a long laterally by presenting the cars at scrutineering, were definitely annoyed when not only did the way from any assistance. Incidentally, ACO insist on having the old style in 1912 the riding mechanics were mirrors but, adding insult to injury, required by the rules and were then demanded that the car run LMP2 mandatory until 1922, and then size mirrors even when running in returned again in 1930 until 1937. the Garage 56, with supposedly unlimited rules. This added eight Time to reflect per cent more drag, considerably For that first Indy 500 the Wasp also slowing the car in a straight line. featured a rear-view mirror, one of the first times such a device had Looking ahead been used – this was inspired by There is now software that has a solution to traffic management motion sensors that can put a Harroun had seen on a horse-drawn coloured arrow pointing to the side taxi some years earlier when he had of the car an opponent is coming worked as a chauffeur in Chicago. up to pass. It flashes faster if the In winning that first Indianapolis overtaker is closing up fast and

500, Harroun actually had a secret, XPB changes colour from green to red. It which he related over 50 years later, The trick mirrors on the 2018 Ferrari were as hi-tech as these parts can be, wouldn’t pick up vampires, for as we in 1967. His innovative mirror had but should reflective glass really have a place on a modern Formula 1 car? all know, they cast no reflection, even reassured his rivals that the racing electronic, but all else is signalled. would still be safe, despite him being alone in then siliconing the mirrors in for practice and the So, when these days we can have cameras the car. But the race track at the speedway was race. No more adjustable mirrors but no more guiding us into our parking slot, why not have a jarring, bumpy ride; it was, after all, made of vibration either, or at least back to the usual. the same sensing and warning about traffic and bricks. ‘To tell you the truth, on the brick surface, I Now, over a century after Harroun’s innovation, dispense entirely with 1911 technology; those couldn’t see a damn thing in it,’ Harroun said of the we still use mirrors to see behind racing cars. Why? draggy, vibrating, limited mirrors? mirror. ‘And no one knew it but me.’ Or why not go the whole hog and throw away This is actually similar to what we still have Mirror finish the dodgy mirrors and affix a full width OLED today. Some rear view mirrors vibrate so much In 1998 I was involved in running a Nissan GT500 screen to the Halo, electronically enhanced to that the driver can only see something moving car in Japan, and one of the corollaries of having a highlight approaching racecars. It can even solve behind him, but not very clearly. And then there firewall blocking off the 100 litre fuel tanks behind arguments when cars clash, just by recording all is night racing and the problems that that can the driver was having a small Perspex aperture that is seen on the screens. present. The ultimate was Audi’s new laser lights for the central mirror that didn’t give us a wide If you don’t like the Halos there’s another with an estimated zillion candlepower fitted to the enough field of view out the back of the car. alternative, go further and have the view projected R18. It was so bright that drivers being overtaken The solution was to fit a rear view camera directly on the driver’s retina from a projector were complaining about being blinded. They lost to replace the mirror, and a screen on the dash, on the helmet. Or what about having enough perception of the depth of field, their cockpits easily done as one of the team sponsors, which cheap smartphone derived cameras and having a filled with such light from the frantically flashing was a Nissan subsidiary, was a pioneer in the 360-degree view around the racecar? following Audis. Even the trackside marshals were manufacture of rear cameras for parking, now a We have the technology, software and getting suntanned in the night stints! standard fixture on medium range cars. hardware. But maybe not the will. When these days we can have cameras guiding us into parking slots, why not have the same sort of thing instead of mirrors on racecars?

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RCE_F1 DigiSupp May 2019.indb 5 20/05/2019 11:45 FAST IS OUR DNA

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AZ_FormulaE_102017_190x135mm_03ap.indd 1 18.10.17 08:33 SIDETRACK – MIKE BLANCHET KISS it better

Why the FIA’s list of requirements for F1 tyres is a masterpiece of over-complication

ISS – Keep It Simple, Stupid – is a useful still permitted to do). The heaviness of the hybrid- 2018 US GP, given the effect this has on today’s acronym. It is seldom applied, however, engined cars and the torque being produced, ultra-sensitive F1 cars, is really unacceptable. Kin F1. The FIA’s 2020 through 2023 F1 plus the increasing downforce also added to their Coming back to the geek in the darkened tyre supply tender document is as far away from problems. However, similar issues confront other room, the FIA’s tender document was littered that desire for simplicity as one could imagine. tyre manufacturers in IndyCar and especially LMP1 with extraordinarily precise requirements such It comprises 19 pages, of which only six and and such problems have not been evident. as peak cornering force per degrees of slip angle a bit cover contractual matters. The new tyre for different types of corner; tyre stiffness versus requirements that comprise the remainder appear Slick and tyred temperature working range; deviation of grip as if some analytical geek in a darkened room, Being the one-make supplier, one would think that under a particular condition of surface macro and hunched over an array of books and downloads Pirelli’s job should be a little easier, but its approach micro roughness; glass transition temperature; on every aspect of tyre design, materials, chemical – not always with a free hand, it has to be said – has degradation to 10ths/sec at 10, 18 and 22 per cent properties and molecular structures, drew these up, varied dramatically. Ranging from tyres that ‘fell of race distance; cross linking of the compound and they have no relevance to real-world racing. off the cliff’ partway through the race (early days) polymers, and much more. Pity there wasn’t one Of course, this is surely not true. I that decreed attainment of much greater have no doubt that the FIA has gone to slip angles without losing forward speed. great pains to ensure that input from And then what amounts to a twitch of race tyre manufacturers and teams steering correction in qualifying would combined with loads of its own data not always be irritatingly described by has played a large part in drawing commentators as a mistake, and a quality up the specifications mandated. It is driver’s lurid opposite-lock corner exits certainly long overdue that F1 has could be a delight to us all. the tyres it deserves, to do justice to the qualities of the chassis, PUs, drivers Tread carefully and engineers now involved. Running Realistically, I don’t see how all these at six seconds/lap below qualifying characteristics can be reliably and regularly pace in the early stages of a race to met, let alone how this can be accurately protect the rubber, even allowing for measured. Which are to be the benchmark

fuel load, is hardly proper racing. XPB cars and drivers, for example? The fastest, Pirelli, of course, has again won the Pirelli has retained its Formula 1 tyre contract but its race rubber will or the slowest? Maybe this could be one of supply contract. This is a near 150-year- have to meet a long list of performance criteria to keep the FIA happy the reasons, apart from money and politics, old company with an illustrious tyre why Michelin and Bridgestone apparently manufacturing and competition record, supporting or barely managed one flat-out lap in qualifying, didn’t bid for the contract? Even in the 2018 many different forms of contemporary racing. In to over-hard compounds described by drivers as season, with all the experience and knowledge of the early 1950s it was dominant in grands prix, giving ‘no grip’. Perhaps being Chinese part-owned, the previous seven years, Pirelli frequently failed and has been sporadically successful since. It managed by Italians, with race tyres made in Turkey to deliver tyres that provided the key elements in currently produces superb high-performance road could be something to do with this? race strategy and tactics that were wanted. It’s very products and is among the top five in the industry But I mentioned lack of a free hand above. difficult therefore to see how it will meet these worldwide – which makes it a global giant. Certainly Pirelli’s task has been complicated stringent new demands. Most likely, it will result in by confusing calls first from Bernie Ecclestone, a fudge. Should the tyres not be delivering during Under pressure subsequently the FIA, concerning what was needed 2020, whichever way this is judged, it won’t be At face value then, it’s surprising that Pirelli has to enhance the show. Pretty unfair pressure, really, possible to change supplier quickly anyway. struggled so much since its re-entry to F1 in 2011. from people who don’t fully understand what is Being bolt-on items, tyres are the quickest and Early issues with chunking, overheating and involved in meeting these demands. But it does easiest go-faster solutions, thus their importance. delamination, fragility over kerbs and wheel-to- appear to me that the Italian supplier hasn’t (a) They are also capable of contributing hugely to wheel contact etc caused much controversy and resisted such knee-jerk actions more strongly and an exciting race, or to a boring one. Therefore, led to the introduction of regulations concerning (b) is lacking in its simulation tools and skills. it is correct to make stipulations as to their minimum tyre pressures. Pirelli had a fair argument The latter shortcomings, combined with the performance. The question is whether these are for some of this when pointing out that teams were near-disasters at Silverstone and Spa in 2013, practicable and measurable and also if Pirelli can acting recklessly in applying low pressures to gain have doubtless spooked the company and it has deliver. It is to be hoped so, because as already a performance advantage and drivers were over- been over-conservative since. To insist that teams mentioned it is a great company and should be abusing the track limits (as they are, unfathomably, increase tyre pressures, virtually on the grid of the doing better. F1 needs Pirelli to up its game. I don’t see how all these characteristics can be reliably and regularly met, let alone how this can be accurately measured

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RCE_F1 DigiSupp May 2019.indb 7 20/05/2019 11:45 FORMULA 1 – BARCELONA AERO UPGRADES

Quarter Masters F1 teams have been updating their cars since the start of the season, but the fi fth round in Spain saw the biggest aero changes of the year By GEMMA HATTON

The Spanish Grand Prix is easily accessible for both team members and parts suppliers, which makes step changes in packages a little easier than at the fl y-away races

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RCE_F1 DigiSupp May 2019.indb 8 20/05/2019 11:45 he Spanish Grand Prix marks an incorporating at least something new onto the a change to your schedule you need to do it a important stage in the technical car each race weekend. Take the example of few weeks in advance and we’ve only achieved development of a Formula 1 car. After this year’s pre-season testing where Mercedes this because we have intensifi ed our activities. teams have punched out the fi rst race popped out a new car for the second test alone! It’s only down to a big team eff ort with everyone Tversion in time for Australia, teams transition Apart from Mercedes, these race upgrades are pushing hard to make up ground that we have their eff orts to developing the fi rst major usually one or two parts, such as a new front been able to bring these developments forward.’ upgrade package which is usually scheduled for wing, whereas in Spain, teams can arrive with The power unit upgrade was accompanied by Barcelona. Falling roughly a quarter of the way upgrade packages which can consist of new a new formulation of race lubricant from team through the season, by early May teams have front and rear wings, bargeboards, radiators, technical partner Shell to further the PU gains. had four races to understand the behaviour of fl oors, suspension and engine upgrades. Haas on the other hand, will likely introduce their car and establish areas of improvement. their Ferrari PU upgrade at either the Monaco or This usually leads to teams arriving in Spain Second wind Canada races. ‘I think doing it at the same time with a signifi cant aero upgrade package which The latter was a key talking point at the Spanish [introducing PU upgrades] is logistically very they can test during the practice sessions and Grand Prix, with Ferrari and all four Honda- diffi cult for Ferrari,’ highlights Guenther Steiner, decide on Friday night if they should run with powered cars running their second specifi cation Team Principal at Haas. ‘Ferrari asked us if we are them for the race. If not, they have time to revert of power unit. Ferrari has been pushing hard to ok with introducing it [the upgrade] one race the changes before Saturday. Furthermore, it is close the gap to Mercedes by bringing updates or the other and as they need to manage the also cheaper to send additional aero and vehicle to the car earlier than scheduled. In Baku, they engine mileage and all that stuff . There is no dynamicists to Spain, who can help monitor the introduced signifi cant aerodynamic upgrades point in us interfering and we are happy with performance of these additional upgrades, and one race early and arrived in Barcelona with a what they have suggested.’ in the worst case scenario, spares can be sent new power unit, two races ahead of schedule, as out overnight, in time for qualifying. this upgrade was originally planned for Canada. Tunnel vision Traditionally, teams would bring major ‘Having started the season in Melbourne Teams are also targeting their resources at upgrades to Barcelona, Canada, Silverstone and we recognised that somehow we may have making performance gains through vehicle Monza, so a quarter, halfway and then three been late on our performance compared to our dynamic and aerodynamic upgrades. ‘We’re quarters of the way through the season. But competitors and we tried simply to push on all constantly developing the current car and as teams continue their rapid development the main items where we were already planning we’re aiming to produce upgrades as soon as processes, technical upgrades are becoming developments,’ highlights Mattia Binotto, Team we’ve found gains in the wind tunnel,’ says Pete an increasing occurrence with most teams Principal at Ferrari. ‘When you are planning such Machin, Head of Aerodynamics at Renault F1.

Teams still arrive with signifi cant upgrade packages which can consist of new front and rear wings, bargeboards, radiators, fl oors, suspension and engine upgrades

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Barcelona aero-ACGH.indd 9 20/05/2019 11:54 FORMULA 1 – BARCELONA AERO UPGRADES

The Mercedes W10 had modified bargeboards, consisting of three turning vanes instead of two as well as changes to the elements attached to the chassis, ahead of the sidepod The car at the end of the year will be a couple of seconds quicker than the one that started the season

‘We issue parts to the drawing office and they see just how quickly they can get them to the circuit. Obviously, it depends on Under the skin of the SF90. Ferrari brought their 2nd specification of PU to Spain as well as an upgraded the complexity of the parts and how long it lubricant from Shell two races ahead of schedule in an attempt to close the gap to the two Mercedes takes to design and manufacture. Certainly in terms of the aero there is a lot of evolution through the season and the car at the end of the year will be a couple of seconds quicker than the one that started the season as aerodynamically things get a lot more developed and tuned as the year progresses and you improve your understanding.’ Renault arrived in Spain with new parts on their front wing, bargeboard and floor. ‘As the first European round, Barcelona does offer a good opportunity to bring a number of updates to the car,’ highlights Nick Chester, Chassis Technical Director at Renault F1. ‘Most other teams will do the same, but we have a number of reasonable upgrades that are positive. At this stage there is a development race going on between the teams, but we will keep pushing hard to get the best from it each weekend.’ In addition to the new aero parts, Renault have also incorporated a few mechanical tweaks in an attempt to improve the balance of the car. Car balance and tyres are a particular challenge for the teams as they transition from Baku, which has the lowest energy input into the tyres, The 2019 rules restrict the front brake duct inlet size and teams are now converging towards a teardrop shape to Barcelona, which has the highest. This as shown by the upgraded spec on the Racing Point RP19 (left) compared to an older version (right)

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RCE_F1 DigiSupp May 2019.indb 10 20/05/2019 11:45 Untitled-61 1 30/06/2016 13:22 FORMULA 1 – BARCELONA AERO UPGRADES

The parts we have are all out of date because we are updating the car so quickly now, we don’t have all the spares we want

is mostly down to turns three and nine which subject the tyres to huge lateral forces, particularly for the front left which is why teams often see high levels of graining. Furthermore, turn three is at the beginning of the lap, and so often the tyres are not up to temperature and if the driver pushes too hard, the surface of the tyre can be destroyed resulting in a significant lack of grip by the third sector of the track. The trick to Barcelona is managing the tyres through turn three and although this might sacrifice a tenth in sector one, drivers can gain more time in sector three by having their tyres in a much better condition. ‘Depending on the tyre temperature, track The Mercedes mirrors were mounted from the chassis swooping over the top of the mirror, forming an aerofoil shaped ‘hat’ temperature and other conditions there is a case of managing the tyres around the lap,’ highlights Dave Robson, Senior Race Engineer at Williams. ‘I think that’s always the case here. Sector three is so sensitive to rear grip that there has to be some amount of preparing the tyres because there is so much lap time to be gained or lost there. Preparing the tyres is a constant battle. Look at everyone’s garages just before the drivers go out everyone is doing different things, whether that means nobody truly understands or whether teams are just doing what suits their car, their driver and their plan for the out lap.’ Back to back To analyse the performance gains of all these new parts, teams usually only fit these updates to one of their two cars so that they can conduct a back to back test between the new and the old specification. They can then analyse the data on Friday night after second practice and establish if they should run with the updated package for the remainder of the weekend. ‘If we put two cars with the new spec and then we have an issue - is it the tyres or is it the new spec?’ says Steiner. ‘We will consciously have a back to back comparison not to confuse us more with the tyre issue, and then if all goes to plan we will convert the second car to the new package on Friday night, as we cannot change it over in the time between FP1 and FP2.’ The tyre issue that has been jeopardising Haas’ Just when you thought you couldn’t possibly incorporate any more winglets into an area, Haas has proved that you can! season so far is the fact that they cannot seem to get the tyres into the working window. of Spain meant that spares could be sent out so we don’t have all the spares we want, but it’s However, sometimes teams opt for the and fitted in time for Saturday, which is one of for a completely different reason than last year.’ opposite strategy; running both drivers with the the reasons why teams prefer to introduce these With the first stage in each car’s technical new updates. This was Racing Point’s plan for packages when the series returns to Europe. evolution now complete, teams will begin the first two practice sessions in Spain, although ‘Last year, [this situation] would have been the next challenge of finding even more this didn’t quite pay off as the team had initially much easier, because there wouldn’t have been performance gains, ready to implement into the intended. With only a set of spares for the an upgrade on the car to start with,’ smiles next major upgrade package which will come upgraded suspension, the damage caused by Andrew Green, Technical Director at Racing around the mid-point of the Formula 1 season. Lance Stroll’s crash in FP1 meant that he couldn’t Point. ‘Do we have more spares now? Probably As this development battle continues, we will run with the new bodywork in FP2, losing the not but for a completely different reason than start to see the grid converge and only then will opportunity to gain invaluable data on the new last year. The parts we have are all out of date we get an indication of the optimum design package. Luckily for Racing Point, the proximity because we are updating the car so quickly now, for these new 2019 regulations.

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RCE_F1 DigiSupp May 2019.indb 12 20/05/2019 11:45 High Tech | High Speed | High Quality

Pankl Systems Austria GmbH Engine Systems

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Pankl FP RC MAR19_X1A.indd 1 23/01/2019 11:16 FORMULA 1 PREVIEW – F1 S-DUCT

Seductive aero The F1 S-duct is a clever aerodynamic trick that has been on Formula 1 cars since 2012. However, the details of how it works can be easily misinterpreted so we spoke to F1 aerodynamicists to find out the real reason behind the S-duct. By GEMMA HATTON

ormula 1 is embroiled in a battle to Whenever air flows over a surface, it loses underneath, and overall, the airflow under the reduce the impact of aerodynamic energy, which causes the flow to slow down nose can become extremely turbulent. This Fdevices, but the introduction of and become turbulent. Therefore, once the flow not only feeds the main turning vanes the S-duct in 2012 by Sauber, and now flow has travelled over the elements in the but also the leading edge of the underfloor. widely adopted, goes to show how far the front wing, it becomes ‘dirty’. In particular the Therefore, the cleaner the teams can get this understanding of aerodynamics has come gap between the underside of the nose, the airflow, the more performance they can extract since. Much of the reasoning behind the device upper surface of the front wing and the inner from the other aero devices rearwards of the has been misrepresented, so at pre-season faces of the front wing pillars can cause an nose such as the turning vanes, bargeboards, Formula 1 testing, Racecar Engineering asked expanding tube of turbulent air. Add to this underfloor and the diffuser. the question of the leading engineers; what is the fact that the air hitting the top corners of ‘The airflow under the nose is ‘dirty’ which the S-duct for, and what does it achieve? the nose can also accelerate round and roll means it is a slower speed flow that has been

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RCE_F1 DigiSupp May 2019.indb 14 20/05/2019 11:45 The S-duct ingests ‘dirty’ airflow from under the nose via small NACA inlets (blue arrows) and distributes this flow into the cockpit via an outlet at the bridge of the nose Seductive aero (green arrows). Here, the turbulent airflow has less of a negative effect on the overall aerodynamics, compared to flowing onto the turning vanes and the underfloor. The F1 S-duct is a clever aerodynamic trick that has been on Formula 1 cars since 2012. However, the details of how it works can be easily misinterpreted so we spoke to F1 aerodynamicists to find out the real reason behind the S-duct. By GEMMA HATTON Sciencedirect.com The geometry of the NACA duct is essential in order to achieve the necessary vortices which help to ingest air, even disrupted flow, efficiently

worked by the presence of the nose and the them to slow down also. As the air moves away dirty flow from under the nose through two front wing,’ explains Arron Melvin, Principal from the surface, the molecules gradually pairs of NACA ducts and then release this flow Aerodynamicist at Haas F1 Team. ‘To be legal, it increase in speed up to the speed of the main on top of the chassis, rather than letting it is necessary to have certain nose volumes and flow. This thin layer of fluid where the velocity travel underneath the car,’ says Melvin. ‘If we let inevitably there is a boundary layer growth due increases from zero at the surface to the free it go underneath the car, the lower speed flow to the front wing and nose expansions. You can stream velocity is called the boundary layer, would arrive at the main turning vane, whereas also get acceleration around the shoulder of and its thickness depends on the viscosity now it goes through the inlets, into the cockpit the nose which leads to a high curvature flow.’ of the fluid and the characteristics of the and over the sidepod and does less harm. It is When air flows over an object, the surface that it is travelling over. very much about where to place loss.’ molecules closest to the surface slow down, ‘We have introduced an S-duct for the first A NACA duct is a type of inlet which allows which then causes the molecules just above time this year and essentially we ingest this the air to be drawn in with high efficiency and

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RCE_F1 DigiSupp May 2019.indb 15 20/05/2019 11:45 FORMULA 1 PREVIEW – F1 S-DUCT

minimal drag. To achieve this, NACA ducts are usually placed parallel to the local airflow and in locations where the boundary layer is relatively thin. The theory is that the shape of these ducts encourage vortices to form, reducing static pressure and enhancing the efficiency of the flow through the inlet. As air flows towards the narrow end of the duct, it flows down the gentle slope and into the inlet. But the air that approaches from outside the inlet has to flow over the edges which causes a vortex. This results in the formation of two counter-rotating longitudinal vortices which then induce more air to flow down the duct. S-duct outlet

Simon McBeath & ANSYS Quite often the S-duct outlet at the bridge of An area of low static pressure can be seen at the edges of the duct (blue) as the rolling vortex is formed. the nose is misinterpreted as a device to help avoid flow separation due to the angle change from the steep nose to the flatter monocoque. However, this outlet is simply about extracting the dirty airflow to a place where it will do the least damage to the car’s aero performance. ‘It’s a clear but ultimately relatively subtle technology and for a small team such as Haas, we had to be sure of the benefit to justify the additional costs,’ says Melvin. ‘The nose is more complicated to design and slightly heavier – it is an aerodynamic vs structural trade-off.’ This design relates to the fact that the air has to be channelled through the nose, up to the outlet. But these channels have to be incorporated in such a way that the nose retains its structural requirements to pass the FIA crash tests. This is the most likely reason behind why not all teams have adopted this

Simon McBeath & ANSYS technology. As mentioned above, this is the The two longitudinal vortices along the edges of the NACA duct induce more air into the inlet, as first year that Haas are running with an S-duct, demonstrated by the yellow sections of the streamlines as they decrease in velocity. and from pre-season testing, McLaren, Sauber and Racing Point opted to run without it. However, its effectiveness may prove to be alluring for the teams this season. The shape of these ducts enhances the efficiency of the airflow

There are a variety of designs for the S-duct outlet as shown here on the Mercedes W10 (left) and the Haas VF-19 (right) seen in pre-season testing in Barcelona

16 www.racecar-engineering.com RACECAR ENGINEERING FORMULA 1 SUPPLEMENT

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The Lotus 79 kick-started the ground effect revolution in Formula 1 following its dominant performance in 1978. It was also a very nice looking racecar

Modern Formula 1 aerodynamics are notoriously complicated but was it really far simpler 40 years ago? We take the CFD time machine back to the age of ground effects to find out By SIMON MCBEATH

hey say that all race fans have It might also be argued that the appearance JPS-liveried Lotus 79, or one that had cleaner favourite periods of racecar design. of ground effect and its successful application to lines than the Williams FW07? This may have something to do with racecars in the late ‘70s and early ‘80s produced The chance, then, to do some CFD on a CAD the cars one grew up watching. It another pure concept. Thanks largely to the model of a 1982 ground effect F1 car (which for Tmay be down to aesthetics. Or it may be work of a small group working for Peter Wright, now must remain anonymous in deference to because of fascination with the engineering. this magazine’s technical consultant who was the owner’s wishes) was a great opportunity not But one thing is certain, racecars are a lot more then in charge of the wind tunnel programme at only to examine how the aerodynamics on cars complicated now than they once were. Team Lotus, beautifully integrated aerodynamic of that era functioned, but also to study what Pre-aerodynamic aids (effectively pre-1967 packages that exploited a large proportion happened when things went wrong. for single seaters) F1 cars were perhaps as of the plan area of the cars with an elegantly Sliding skirts along the outer, bottom edge simple as they could be – you might use the simple yet highly potent principle became the of the sidepods (which had downforce-inducing word pure instead of simple. However, once F1 norm for a few years. But the reader would be profiled undersides) were originally the key engineers got a grip (no pun intended) on the correct if they were sensing writer bias here, so to maximising the underbody’s downforce benefits that aerodynamics and specifically to be totally upfront about this, was there contribution. The objective was obviously to downforce could bring there was no going back. ever a more beautiful Formula 1 car than the keep the spring-loaded skirts in full contact

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RCE_F1 DigiSupp May 2019.indb 18 20/05/2019 11:45 Lifting the skirts on ground effect

Above and right: Wind tunnel models of the Lotus 79 with the skirt visible at the lower edge of the sidepod

Sliding skirts along the outer, bottom edge of the sidepods were originally the key to maximising The Lotus 79 kick-started the ground effect revolution in Formula 1 following its dominant performance in 1978. It was also a very nice looking racecar the underbody’s downforce contribution

with the ground at all times, but as history First, let’s take a look at the aerodynamic Table 1: The coefficients on our ground effect F1 relates they didn’t always slide up and down performance of ground effect F1 cars from that model compared to Team Lotus-based data as designed. Sometimes a jammed skirt would period (they were banned at the end of 1982 see a car leave the race track at a tangent to the and flat bottoms between the axle lines on CD -CL -L/D intended curve, on occasion with disastrous Formula 1 cars became the norm). Our model 1982 CFD model 1.197 3.821 3.192 results. The high loads generated also brought looks to be representative for this purpose Lotus F1 ¼ scale 1.111 3.710 3.340 related engineering challenges, such as the thanks to some in-period supporting data. need for improved brakes and beefed up Table 1 highlights the key parameters the data from different cars using different chassis and suspension. So there were major derived from our baseline CFD run as simulation methods, both of which had or issues surrounding these skirted cars. coefficients, with comparison with some figures have their individual shortcomings, provides However, when the skirts were in full and from a 1983 technical paper by Peter Wright confidence that the qualitative effects we’re consistent ground contact the cornering and at the same ride height and with skirts also going to focus on here have a sound basis. braking power of these Formula 1 cars was in full contact (the data has been adjusted to CFD can do so much more than just enable impressive, and the step forward in lap time represent notionally similar frontal areas). As the calculation of forces and trends though. performance was very significant. can be seen the coefficients agree quite well Not only does it enable us to break down the between those derived in CFD for this article total forces into the respective contributions The questions and the typical data published by Wright, which of each major part of the car, it also allows us So how did skirted ground effect work? What was obtained in the 5ft x 4ft Donald Campbell to visualise the pressures and flows around the happened when the skirts jammed? And tunnel at Imperial College, London, on 25 per model, and easily to examine a few ‘what if’ what happened (aerodynamically) when the cent scale models of unspecified Lotus cars scenarios, such as ‘what if the skirts jam?’ regulators attempted to enforce a minimum between 1978 and 1982 (Types 78, 79 and 91 Once our model had achieved a satisfactory skirt to ground gap in Formula1 in 1981? were mentioned). Such agreement between front to rear downforce balance, this then

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enabled the distribution of the forces to be calculated. The dual-element rear wing featured a fairly flat, modestly cambered main element and a medium-steep flap angle, while the front wing was run at a shallow angle. This was common practice in period if front wings were needed. Sometimes cars would be run with no front wing, although one suspects this would probably be in circumstances that required lower drag, hence lower rear wing angles, hence the front wing could be dispensed with to maintain the aerodynamic balance. Illustrations (S. McBeath/ANSYS unless otherwiseIllustrations (S. McBeath/ANSYS stated) Then and now Figure 1 shows the drag contributions of the major components of our model alongside similar data from our article in V26N12, which (along with V27N1) featured a model created to the 2017 F1 regulations by Miqdad Ali of Figure 1: Drag contributions of the major components of our 1982 ground effect model compared to 2017 rules F1 model Dynamic Flow Solutions, used here as indicative of the numbers on recent Formula 1 cars. The 1982 car’s body created a much greater proportion of the drag than was the case with the 2017 model, and given that the body width behind the front wheels has remained constant at 1400mm since then, this in part shows significant progress on drag reduction of the main body (which includes the upper and lower surfaces in this context), although it must also be related to the lower proportion of total downforce generated by the body. The 1982 car’s bigger wheels, unsurprisingly, were also bigger drag contributors, but its wings made smaller contributions, especially the front but even the rear wing made proportionately less drag than that of the 2017 car. Figure 2 shows the downforce contributions of the same component groups, and the Figure 2: This shows the contributions to downforce and lift from all the major car components for our two F1 models contrasts between the 1982 and 2017 models were even starker. The bigger wheels on the older car generated more lift, partly because of their greater width but also in the case of the rear wheels because the long sidepod and the presence of the side skirt forced more flow over the rear tyres. The wings generated less downforce on the older car, commensurate with the lower wing drag contributions highlighted above. But the biggest contrast was in the downforce contributions of the car body; when its skirts were in full contact over 95 per cent of the 1982 car’s total downforce came from the body compared to around 47 per cent on the 2017 car. In passing it ought to be said that the 2017 model (with no skirts of course) achieved somewhat higher total downforce than our baseline 1982 model for a not dissimilar drag level, highlighting 37 years of steady evolution in racecar aerodynamics to Figure 3: Pressure distribution on the underside shows where most of the downforce accrued on the 1982 skirted car where we are today, for better or worse. In order to maintain our test subject’s anonymity we are restricted to non-identifying When the skirts were in full and consistent views such as the underside, but no matter because this is where most of the interest ground contact the cornering and braking occurred. Figure 3 shows the pressure distribution on our 1982 model’s lower power of these cars was very impressive

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RCE_F1 DigiSupp May 2019.indb 20 20/05/2019 11:45 surfaces and it is immediately clear where the low pressure areas were generated. The front wing, which featured an end-plate reaching the ground to simulate a fixed skirt, exhibited relatively mild suction. The rear wing generated moderate suction, with variations across its span thanks to the wake of the driver, cockpit and roll hoop as well as those interesting flows coming up and over the rear tyres. But it’s easy to see how the main underbody generated the vast majority of the car’s downforce, since this is where the biggest pressure reduction was, and it was spread over a large plan area. The suction was concentrated in the forward underbody, hence only a small front wing (at most) was needed to balance the car. It’s also interesting to note that although it was the tunnels either side of the chassis that did the work, the pressure Figure 4: The streamlines show a fast, clean flow through the underbody, with the front wheel wakes entirely outboard reduction they induced extended right across the underside of the central chassis too. In Figure 4 streamlines have been initiated on a horizontal plane 50mm above ground level to show the flow velocities below the car. Note first that the ‘low power’ front wing created no apparent inwash or outwash component. The positioning of the tunnel entrances was such that only clean flow converged between the front wheels and entered the underbody while the dirty front wheel wake remained entirely outboard. The side skirts then ensured that no influx from the sides into the underbody was possible, and the accelerated flow in the forward underbody was virtually two-dimensional, remaining at high velocity (and therefore at low pressure) right along the flat throat region before then slowing down in the tunnel diffusers. Because of the side skirts, sideways Figure 5: The effect of skirt gap on the downforce, as reported by Peter Wright on quarter-scale Lotus models in 1983 influx only started at the rear of the sidepods, in line with the front of the rear tyres, and aft of this some of the rear wheel wake was drawn into the flow, issues which would have greater significance on subsequent skirt-less flat bottom Formula 1 layouts with aft-mounted diffusers, such as those we see today. Skirting issues Two different scenarios of skirt malfunction could be envisaged; firstly, the simple case of a horizontal gap beneath the skirt, as if it jammed up but remained parallel to the ground; and secondly, the case of the skirt being jammed at an angle, either front-up or rear-up. Taking the horizontal skirt gap first, Figure 5 shows the reduction in downforce that Wright reported on the quarter-scale Lotus models in 1983. Our 1982 model also showed rapidly declining downforce in this same scenario, although drag Figure 6: Having no skirt (lower half) drastically altered pressure distribution on the underside. Full skirt is upper half altered very little with skirt gap, aspects verified in real-world straightline track testing. Visualising how these big downforce losses Not only had the suction in the underbody occurred is very revealing. Figure 6 shows the surface pressures on the CFD model’s underside throat been all but lost, but there was also slight with no skirt at all in the lower half of image compared to the fully skirted case. Not only positive pressure about halfway along the tunnels had the suction in the underbody throat been

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RCE_F1 DigiSupp May 2019.indb 21 20/05/2019 11:45 TECHNOLOGY – AERODYNAMICS

all but lost, but there was also slight positive pressure about halfway along the tunnels. Over such a large plan area this increase in pressure represents a huge loss of downforce. Recall that in 1981 the FIA temporarily banned side skirts and mandated a 6cm minimum ground clearance; it is perhaps no wonder that the teams responded with some frankly ridiculous ways of lowering the cars after their static ride height checks in order to bridge the gap along the bottom outer edge of the sidepods. Figure 7 shows the streamlines again projected on a horizontal plane level with the underside, and by comparing with Figure 4 the very different flow regime is apparent. Not only did the removal of the skirt enable large scale inflow from the sides that now preferentially filled the tunnels, but it can also be seen that in the first third of the tunnel the streamlines Figure 7: Removing the skirts significantly altered the flows under the racecar too. Compare this image with Figure 4 actually flowed outboard of the edge of the sidepod. This was, no doubt, in response to the tunnels filling from the sides further downstream and to the obviously related slight positive pressure halfway along the tunnels mentioned above that all contributed to a much reduced mean velocity through the throat. The tunnels did still generate some downforce, at the inlet and also where the vortex that spun off the bottom edge of the sidepod created a drop in pressure in the diffuser. Wing effects The keen-eyed reader will have also noticed in Figure 6 that the rear wing appeared to show increased suction on its underside in the model with no skirt compared to the fully skirted case. Indeed, there was a trend in the results that saw increasing rear wing downforce with increasing Figure 8: With full skirt the front wheel wake couldn’t enter the underbody but it had a negative effect on the rear wing skirt gap, and the wing generated 35 per cent more downforce with no skirt than with the full skirt. What caused this effect? Contrast the predominant paths of the front wheel wake in Figures 8 and 9. In Figure 8 it is clear that the full skirt prevented the front wheel wake from getting under the car, which in turn saw it turn upwards and over the rear upper edge of the sidepod ahead of the rear wheel. From here it entered and adversely affected the flow field of the rear wing, reducing the wing’s downforce. In Figure 9, the absence of the skirt allowed most of the front wheel wake to pass into the underbody and much less (though still some) of it went upwards to affect the rear wing. So increasing the skirt gap or removing the skirt entirely not only drastically reduced the forward-biased downforce of the underbody but it also increased the downforce of the rear wing. This contributed to further rearwards Figure 9: With the skirt removed the front wheel wake entered the underbody, not encountering the rear wing so much shifting of the overall centre of pressure that the massive loss of forward underbody downforce had already created. As a related It seems very clear then that any gap under side note, some of the cars around this time had a raised fence along the upper, rear edge the car’s skirt was quite a bad thing because of the sidepod and from what we have seen from this study this fence must have been to so much of the downforce was then lost

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Figure 10: This is the underside pressure distribution resulting from a front-up skirt jam Figure 11: The underside pressure distribution that is the result of a rear-up skirt jam Skirts had their issues, but whether they could have ever been made reliable became academic when flat undersides were mandated in 1983

steer the front wheel wake away from the rear the effect of a skirt jamming up at the front or rear, a ‘rear-up jam’. Again there was minimal wing when full skirts were deployed. the rear? Two cases were run, one with the gap effect on drag but the downforce losses were It seems very clear then that any gap under ranging from 45mm at the front to 10mm at the substantial in both cases. The more likely to the skirt was a bad thing because so much rear, which we shall call a ‘front-up jam’, the other occur front-up jam saw very slightly less overall downforce was lost. What then would have been ranging from 10mm at the front to 45mm at the downforce lost than the rear-up case, the latter showing losses not far short of the no skirt case. The visualisation of the front-up jam in Figure 10 shows that the surface pressures on the car’s underbody were generally lower than in the no skirt case as shown in the lower half of Figure 6, with an intensification of the vortex- induced suction ahead of the narrowing skirt gap. Hence the downforce loss in this instance, while still drastic, was not as much as in the no skirt case. Figure 11, showing the underbody pressures in the rear-up jam case was more akin to the no skirt case, although the presence of the tilted skirt did cause some intensification of the vortex that added a little more suction to the forward diffuser region. In essence then these jammed skirt scenarios were really just variations of the no skirt case given the large downforce losses and balance shifts. Figure 12: Streamlines show the wake of our 1982 skirted ground effect Formula 1 model; note inwash near ground level Future ground effect Skirts certainly had their issues then, but whether they could ever have been made reliable became academic when flat undersides were mandated in 1983, ultimately leading to the rules we have now in 2019. It has been said that ground effect cars were able to run close enough to allow drivers to be able to race each other, and Figures 12 and 13 show the wake in two different ways, revealing central upwash that seemed to entrain much of the rear wheel wake, and relatively clean inwash behind the car. Figure 13 implies that at just one to two car lengths behind the car the wake at underbody level was not too badly disturbed, possibly explaining how the cars could run close. Maybe these, more than the 37-year- old qualities of ground effect cars, are among the current objectives of the FIA’s research Figure 13: Wake on a plane 50mm above ground level narrowed significantly at just one or two car lengths behind model highlighted in the April issue of Racecar?

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RCE_F1 DigiSupp May 2019.indb 24 20/05/2019 11:45 Skirts on a Group C sportscar

Table 2: The effects of fitting skirts on a Group C Mazda 787B model CD -CL -L/D No skirt 0.426 1.909 4.478 Outer skirt 0.384 1.150 2.990 Inner skirt 0.368 0.995 2.704

Figure 14: Mazda 787B Group C model with skirt fitted. The car, which famously won Le Mans in 1991, never raced with skirts in period as these had been banned

kirts had long been banned when Group C produced probably the highest downforce Figure 15: With no skirt the tunnels were partly filled by flow from sides, improving the underbody suction Slevels seen on mainstream racecars. But would they have enabled Group C prototypes to have generated even more downforce? Readers may recall that in V28N10 (October 2018) we examined a model of a Mazda 787B replica in 1991 Le Mans-winning trim. By kind permission of project owner Mark Peters the model has been used again to examine the effects of skirts. Skirts were first attached along the outer edges of the car’s floor (Figure 14), then moved inboard by 350mm. The results are compared in Table 2 to the best run from our previous article, which featured no skirt. It is immediately apparent that this simplistic approach has caused very significant reductions in aerodynamic performance. Drag may have reduced (by 10 per cent and 14 per cent respectively) but downforce reduced by 40 Figure 16: This shows how the outer skirt cut off all the lateral influx which meant the diffusers stalled per cent and 48 per cent compared to the skirt- less model. Why was this? Figure 15 shows streamlines under the car in the no skirt case. The diffuser tunnels were being filled partly by flow from the front and partly by flow from the sides. The latter not only created suction under the outer flat underside, it was also being spun into large vortices in the tunnels helping to maintain attached flow, which in turn helped to pull high mass flow through the entire system, resulting in high underbody downforce. As soon as either skirt was attached the lateral influx was cut off and the diffusers stalled, leading to the reductions in downforce. This is yet another example of how a device that works on one type of racecar does not necessarily work on another. Figure 17: Inner skirt also cut off most of flow from sides, causing even greater downforce reduction

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McBeathCFD-acGHAC.indd 25 20/05/2019 12:34 FORMULA 1 – 2021 TYRE DEVELOPMENT Size matters Pirelli won the tender to supply F1 through its next regulation phase, but how will the Italian firm develop this new 18 inch rubber for 2021? By GEMMA HATTON

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RCE_F1 DigiSupp May 2019.indb 26 20/05/2019 11:45 As well as potentially introducing new materials to improve the current range of compounds for next year, Pirelli also has the Size matters monumental challenge of developing the 2021 tyre range ith the 2019 season not quite living up to everyone’s hopes of ‘shaking up the F1 grid’, there is The 2021 season will see a dramatic switch a whiff of despair in Formula 1 from the current 13 inch tyres to 18 inch withW the realisation that the next set of rule low profile tyres and larger wheels, with a changes are still two years away. However, in potential ban on tyre blankets too preparation for the 2021 rules that are really set to be revolutionary, you’ll be pleased to know that there is plenty of fascinating engineering going on in the meantime. One of the major changes for 2021 is the rims and tyres which will go from their current 13 inch diameter to 18 inch diameter. This will require a complete overhaul of the current tyre concept used in Formula 1, and consequently significant testing and development time. It also has a knock-on effect for the teams, as they will have to redesign the suspension and aerodynamics whilst learning a whole new tyre behaviour in order to remain competitive. Two-step To help Pirelli prepare for this challenge, the FIA announced at the Spanish Grand Prix in 2019 that Formula 2 will switch to 18 inch tyres in 2020, a year earlier than F1. ‘The FIA Formula 2 Championship marks the final step in a young drivers’ careers as they strive to achieve a place in Formula 1,’ says Stefano Domenicali, President of the FIA Single-Seater Commission. ‘And with these plans to introduce, test and develop a new tyre profile next season ahead of its introduction into F1, we are showing that Formula 2 is not only the place to prove the top driving talent, but also the latest technologies.’ Pirelli already supply 18 inch tyres to several GT and Touring Car championships, but an 18 inch single seater tyre is a new challenge. ‘Formula 2 is the closest championship in terms of performance to F1 so we can for sure learn something and it is a good opportunity to get some experience form our side,’ highlights Mario Isola, Head of F1 and Car Racing at Pirelli. ‘We cannot compare the aero of an F2 car to the aero of an F1 car. The stress and energy acting on the tyres of an F2 car is much lower than in F1, and this delta has become a lot bigger. Before 2017, a very quick GP2 car was more or less in last position of the F1 grid, but in 2017 where F1 cars stepped up by five or six seconds per lap, we now have a delta that is sometimes up to 12 seconds, so the gap between F2 and F1 is bigger. Also, F2 is still on the narrower size. So, we will develop a bespoke F1 tyre with the mule cars that have representative performance [to F1]. The fact

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RCE_F1 DigiSupp May 2019.indb 27 20/05/2019 11:45 FORMULA 1 – 2021 TYRE DEVELOPMENT

Before 2017, a very quick GP2 car was more or less in last position of the F1 grid, but we now have a delta that is sometimes up to 12 seconds

To prove that F2 is not just a platform for developing F1 drivers, but also F1 technologies, it was announced at the Spanish Grand Prix that F2 will switch to 18 inch tyres in 2020. This will help Pirelli prepare for F1 2021

that we are supplying F2 with 18 inch next year they also have the monumental challenge of below optimum, it not only takes longer to will be helpful because it means we can analyse developing the 2021 tyre range. warm up, but in some cases it never reaches the tyre footprint, pressure distribution [across ‘With an 18 inch tyre you have less volume the working window at all. Therefore, designing the contact patch], heat generation and have of air inside it, so you have a different pressure a tyre that can cope with starting at 30degC some experience of 18 inch single seater tyres.’ increase which modifies the footprint, which without blankets, rather than 100degC (front) we have to consider,’ highlights Isola. ‘The tyre and 80degC (rear) with tyre blankets will likely Last tango is a lot more reactive, and more precise and require a completely new design of both the The additional benefit this brings to F2 drivers is teams will need to redesign the suspension compound and construction. that they will have an entire season’s experience because the sidewall of the tyre is a lot less on 18 inch rubber. Therefore, they can adapt compared to now. We are also increasing Test match their driving styles to suit the characteristics of the external diameter, so this will influence To manage this, Pirelli will also be completing these new larger tyres; setting them up nicely the aerodynamics and don’t forget that the an extensive F1 testing programme, starting in for a jump into F1 in 2021. With pure speed no interaction between the brake and the rim is September this year and continuing through longer the key performance differentiator in very important, not only for heat exchange but 2020. This year, three two-day test sessions will modern F1, being able to extract the maximum also for the airflows that are in this area.’ be run with mule cars which will be modified to performance out of the tyres whilst nurturing Weight also has to be taken into accommodate 18 inch rims and tyres. All teams them to the end of the race is now an essential consideration. The weight of the tyre will most were offered the opportunity to take part, but skill to be a successful driver. likely stay the same, or be slightly heavier as only Mercedes, McLaren and Renault accepted. This is proven by the pace of this year’s the majority of a tyre’s weight is within the Next year, Pirelli want to run another 25 days of rookies, with Franz Tost, Team Principal at tread. However, the rim will certainly be heavier, mule car testing and will once again open up Scuderia Toro Rosso attributing Alex Albon’s potentially around 2kg heavier according to the opportunity for the entire grid to take part. success this season so far to the fact that he Isola. That means 8kg of total weight added to ‘understands how to use the tyres in the best the car, which is a huge change. possible way…Alex could become the driver But it is not just the increased size that Pirelli surprise of the year.’ will have to cope with; there is also talk of a To be ready for next year’s F2 season, Pirelli potential ban on tyre blankets. Currently, the will have to turn around a tyre development rubber is so temperature sensitive that if drivers programme in a very short space of time. leave their pit with a tyre that is a few degrees However, development has already started as the first shake-down was completed in early May at the Autodromo del Mugello. Italy, with a modified F2 single seater. Pirelli will continue an intensive testing programme which could consist of up to 10 test sessions this year, in order to be ready for 2020. Rubber necking In parallel with the F2 testing programme, Pirelli also need to keep their eye on F1’s The baseline model used for developing the 2021 car. tyre development too. As well as potentially Pirelli say that because the 2021 rules are so different, introducing new materials to improve the teams that don’t participate in the mule car testing current range of compounds for next year, should not be disadvantaged. We’re not so sure!

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18 inch tyres are more reactive and precise in terms of handling compared to the current 13 inch tyres. There is also a smaller volume of air which changes the rate of pressure increase and therefore the contact patch

A mule car is an F1 car that has been modified to suit the specific requirements of To suit the 18 inch wheels, teams will have to the test tyres. ‘Current cars’ will be used for this programme which means cars from 2018 and redesign their suspension as there is less sidewall 2019. Similar testing was conducted in 2016, in preparation for the wider tyres introduced in believe that you cannot do everything and These mule car tests will be run under 2017, but for that ‘previous’ cars were used (two you need to meet your own priorities at some the same conditions as the current tyre tests. years or older) so as not to give the participating stage. Pirelli will share the data with all the Therefore, Pirelli will share the run plans, teams an advantage over the teams that teams and the output of the mule car testing results and relevant data in an attempt to weren’t involved. So, in an era with such heavily so we’re certainly counting on that.’ achieve sporting equity. However, to suit the restricted track running surely testing a current ‘If Mattia is short of resources to do the 18 inch wheels, teams will have to redesign spec-car, even though it has been modified, will test, you can imagine that for us it’s not easy,’ their suspension as there is less sidewall, and benefit those teams involved? concludes Frederic Vasseur, Team Principal therefore less opportunity to use the tyre as ‘Not really,’ concludes Isola. ‘I believe that at Alfa Romeo – which is a common theme part of the suspension system. the 2021 cars will change a lot so it’s not throughout the smaller teams. This change in spring effect, and the really an advantage. If you compare 2017 to other changes that teams will have to make 2018 and 2019, we have had quite a stable Cold turkeys to these mule cars to simulate the expected set of regulations. OK, they have changed the ‘I think it was a disadvantage last time not doing aerodynamic performance of 2021 will be wings [this year] but considering the changes it [the 2017 mule car testing],’ says Andrew crucial in helping Pirelli achieve representative scheduled for 2021, the changes over the last Green, Technical Director at Racing Point. ‘Is it results. Despite the big regulation changes, three years are very minor compared to what going to be a disadvantage next time doing it? which will essentially boil down to a different we can expect for 2021.’ I don’t know. I hope not and I hope that they’re set of input loads that the suspension system Resources and time have been the main going to try and mitigate for the teams that will have to cope with, it seems highly likely that reasons why most teams opted out of this year’s don’t participate. It is a significant programme the teams developing the mule cars will gain an mule car testing, as is the promise to share the given the change in architecture that is required. advantage running the 18 inch wheels, which gathered data. ‘It was our own choice not to It’s not just the change in geometry but the could prove invaluable. Unfortunately, we will participate, being short on time and resources change in characteristics with no blankets, it’s a have to wait to find out this answer. Only when for the programme, so we decided not to test big thing. The cost could be in the hundreds of the number of teams taking part in the 2020 in 2019 but are preparing ourselves to do it in thousands. We don’t have the capability to do mule car testing is revealed, will we start to get 2020,’ explains Mattia Binotto, Team Principal it, but we’re happy to do the learning when the an idea about how much of an advantage the at Ferrari. ‘Will this be a disadvantage? We specification of the tyres has been finalised.’ teams think this could be for 2021.

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The shape of Formula 1’s 2021 regulation package is beginning to emerge with all parties currently working on a base model codenamed ‘India’, a conventional open wheeler that will feature ground effect aerodynamics and a number of control parts. Racecar investigates By SAM COLLINS

ormula 1 is to adopt a completely Formula 1 will remain an open cockpit, open basic front wings (even compared to the 2019 new technical rulebook in 2021, but wheel, single seater category, with most of the package), low noses and an interesting double until now all that has offi cially been main elements of the current cars retained, element rear wing with no end-plates. Outer revealed are some vague concept albeit in modifi ed form. We know this because wheel covers will also feature front and rear, Fsketches and the announcement that 18 inch a base model of a generic 2021 car has been reducing the drag but perhaps also creating a wheels fi tted with low profi le tyres will be used. created and supplied to the teams, and the major challenge in terms of brake cooling. But there has been progress, and behind the latest iteration of it, called ‘India,’ off ers a clear In terms of the sidepods, the current trend scenes the FIA, the F1 Group and the teams insight into the direction of the new rules. of complex bargeboards and lowering the side have been collaboratively working to thrash out impact structure for aerodynamic gain is unlikely the details of the new technical regulations. At Passage to India to continue beyond 2020, with the India model the time of writing that work is ongoing, but The biggest change in terms of the aerodynamic not featuring bargeboards at all, and the low recent documentation has provided a lot more package is the introduction of a fully ground side impact structure approach seemingly ruled clarity on the overall shape of things to come. eff ect fl oor complete with substantial tunnels out with new, more sculpted, sidepod ducts. Despite rumours of fi ghter jet style canopies and a number of underbody aerodynamic Each team, if it wishes to, can get involved and Le Mans Prototype inspired bodywork, elements, while the cars will feature far more in the CFD development project using the India

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RCE_F1 DigiSupp May 2019.indb 32 20/05/2019 11:45 The baseline ‘India’ model used for developing the 2021 regs. The cars will feature low noses, simple wings, no bargeboards and full ground effect floors. Note the small elements above the front wheels and the large diffuser at the rear

Formula 1 will remain an open cockpit, open wheel, single seater formula, with most of the main elements of the current cars retained

RACECAR ENGINEERING FORMULA 1 SUPPLEMENT www.racecar-engineering.com 33

RCE_F1 DigiSupp May 2019.indb 33 20/05/2019 11:45 FORMULA 1 – 2021 REGULATIONS

The India concept aims to keep the front wheel wake as narrow as possible and inboard of the car

model and many have also already done work on the previous version codenamed ‘Hotel’. The teams can nominate a project to work on and a list of projects is circulated to all the teams, so that the work is spread and not repeated. Once the results have been processed they are shared with the FIA. CFD work on these projects is not covered by the current aerodynamic testing restrictions during two six week periods, the first Gearbox casings will remain the responsibility of the individual F1 teams but the transmission cassette will be a spec part of which concluded at the end of March 2019, with the second in May 2019. Wake up call The India concept aims to keep the front wheel wake as narrow as possible and inboard of the car, achieving this by relying on a balance of vorticity either side of the contact patch. However, reliance on this is not ideal as some conditions or minor design changes can result in an imbalance between the vortices and moving the wakes outboard, something that is known to be detrimental for any following car. In documents circulated to the teams just before pre-season testing got underway in Barcelona, they were challenged to look at changing the front wing concept, in terms of width, height and end-plate design, to ensure that the front wheel wake will be properly managed. Front wheel arches and wheel pods are also being considered and could be retained ‘as long as the car maintains an open wheeled appearance’. In the centre part of the car the India Drag reducing wheel covers, as seen here fitted to the 2006 Ferrari, could be a feature of Formula 1 cars from 2021 concept has a fully tunnelled floor with a single, large, locally generated vortex to provide In an attempt to reduce costs there is a plan to downforce, but documents show that this is far from a completed concept and the teams have been asked to investigate this area further, introduce an increasing number of control parts and to get a better understanding of what influence it has on the wake of the car. Ideas like upwashing cascade of the diffuser, low beam potentially could see the return of the blown underfloor turning vanes and adjustable canard wing and a number of other small elements. diffusers. Another task set for the teams to work wings have all been suggested. The diffuser is protected from undesirable on is to raise the mushroom higher to allow the Meanwhile, at the rear of the India concept flows entering from the side by end-plates cars to follow even more closely. model the Formula 1 R&D group, headed by on the rear brake duct winglets and other Nikolas Tombazis, Dominic Harlow and Jason components creating a downwash between the Transmission revamp Somerville, has developed a rear end system diffuser wall and the rear brake duct. However, Details about the mechanical elements of which could make it easier for Formula 1 cars the vortex coming off the rear wheel can still the 2021 cars are also beginning to emerge, to follow each other more closely. It is enter the diffuser and reduce its performance. including the transmission. In an attempt to designed to ensure that the rear tyre wake This is something that the blown diffusers of reduce costs there is a plan to introduce an is kept as narrow as possible and is drawn a few years ago, in both Formula 1 and LMP1, increasing number of control parts, which will into the so-called ‘mushroom’ wake structure. were designed to prevent. Here the teams be used by all cars. One of which is the gear This mushroom structure is created by the have been asked to counter this effect, and it cluster. Currently teams work with a range of

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RCE_F1 DigiSupp May 2019.indb 34 20/05/2019 11:45 BSc(Hons)

Untitled-98 1 06/02/2019 11:59 FORMULA 1 – 2021 REGULATIONS

The tender calls for a single spec cassette containing seven forward gears and one reverse, down one ratio from the current transmissions

companies such as Ricardo, Xtrac and others be expected to last around 5000km (roughly remain the domain of the teams. Currently on their clusters, but the FIA has now issued a the distance covered in the Le Mans 24 Hours McLaren, Red Bull, Mercedes, Ferrari, Renault tender for a single supplier for the 2021 season. by an LMP1 car). While the power unit and Williams all design and utilise bespoke The tender calls for a single spec cassette regulations remain unclear (see box out) the casings while the other four teams buy them in. containing seven forward gears and one tender states that the input shaft speed is The input and output set-ups of the reverse, down one ratio from the current expected to be around 14 per cent higher 2021 transmission are defined in the tender transmissions. Gear ratios will be fixed across the than at present and that there will be a power documents; ‘a team-specific input shaft will field, while the differential will be a multi-plate, increase over the current power units due to connect the engine-mounted clutch to the hydraulically controlled unit. natural development, but also an upgraded input of the gearbox cassette, which will provide ‘It is anticipated that the layout will be MGU-K (with around 30kW more power). the team with the ability to tune the torsional similar to current Formula 1 gearbox/final With cost reduction a major aim of the 2021 behaviour of their complete transmission drive assemblies,’ the tender documentation rulebook the tender makes it clear that the new system. The gearbox cassette end of the shaft states. ‘The exact layout definition will be part transmission internals will not need to utilise will be defined by the selected provider and of the selected provider’s responsibility but it as much advanced machining as is common will include an appropriate spline drive and a should be as close as practical to something all now. ‘Saving the last few grams can be replaced short portion of shaft used for the FIA-defined teams are happy with. It is believed that both with more cost effective machining as this is torque sensor. Forward of the torque sensor single barrel and dual barrel arrangements are a common part. As a guide, it is anticipated portion, the design of the input shaft will be currently in use but it will be for the selected that the gearbox cassette will be around 1.5kg free,’ states the document. In terms of output provider to select the layout they believe is best.’ heavier than an equivalent cassette-style F1 the driveshafts will remain free though it is In the tender it is recognised that the teams gearbox today,’ the tender explains. thought that the design of the inner end will be are likely to push the rear end packaging of prescribed in the technical regulations. The new their cars as hard as possible, and it calls for On the case transmissions will be used from 2021 through to applicants to apply ‘significant effort’ to making The perimeter of the spec transmission includes the end of the 2024 season. the cassette as small as they can and as light as the complete oil system for the unit comprising Further details of the 2021 cars are expected possible while meeting the required demands. tanks, pumps and scavenging systems in a self to be revealed in the summer, after the second Those demands are not all that clearly contained unit, with an outlet and inlet to and phase of the India concept CFD studies are defined, as in some areas the regulations are still from an oil cooler. However, the tender does completed in May, and the regs are likely to a work in progress, but the new gearbox would not cover the transmission casing and this will be approved towards the end of 2019.

Formula 1’s future power unit

or some time in Formula 1 a substantially new power unit rule book was It seems certain that, with the wider automotive industry moving towards expected to be introduced for the 2021 season. However, it now appears all new passenger cars becoming either fully or partially electrified within the Fthat this will now not happen after all, and that if there are any changes next 10 to 15 years, Formula 1 will remain a hybrid formula. But the detail of to be made then it seems likely they will be fairly minor. that hybrid system is likely to change with the rest of the power unit. ‘I think Formula 1 has a role to play in powertrain development, but I ‘On the hybrid side, we are probably going to quad voltage systems, think 2030 is where we should be looking,’ says F1’s chief technical officer Pat where we are using 400 volt, with 600 volt for traction, a 48 volt system for Symonds. ‘The current engine, may or may not have a mid-life facelift in 2021, ancillaries, a legacy 12 volt system and a 5 volt instrumentation system,’ and that will be with us until 2025. So the new engine will be mid-life by 2030.’ Symonds says. ‘The 48 volt system will allow the auxiliaries to be used on So 2025 is now the expected date for the introduction of the new power demand, and I think anything with a load of over about 500 watts is certainly units, and it looks like these will be fundamentally different to what is in better running on the 48 volt system; an electric valve train, for example, you use today. ‘We will be looking at novel mechanical and chemical solutions,’ need about 800 watts per cylinder to run it.’ Symonds says. ‘We might be looking at two stroke cycles, split cycles, variable valve phasing, variable valve timing and lift, and variable compression ratio as well. We need to improve gas exchange, that means better turbochargers with a lot of extension of the maps, perhaps two stage turbocharging, variable geometry, things like that. More waste heat recovery is likely to feature, we are obviously using turbo compounding at the moment, but perhaps we could look at fuel reforming or organic Rankine cycle. There are reports that say the latter could improve fuel consumption by about 4.2 per cent.’ Formula 1 restricted combustion development somewhat when it limited component weights and compression ratios in order to close up the field, but in this area it is clear that substantial change can be expected in 2025. ‘In terms of combustion we are already using pre-chamber ignition and perhaps things like simultaneous ignition could come in,’ Symonds says. ‘We will also be looking at high peak firing pressures, though they are already very high at the moment, [and] gasoline compression ignition is very much on the horizon. [Also], model based combustion control and multi mode control where we can use machine learning and AI to improve the timing.’ Small changes to the PUs are expected in 2021, and possibly a more powerful MGU-K

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