In F1 the bottom of a car is fundamental. Ferrari and Mercedes have chosen slightly dissimilar paths to obtain the same result: bottom loading. Let’s start by remembering that the input of the channels Venturi it conveys the fluid mass underneath the car by exploiting the pressure difference. We are talking about a duct whose section adopts a narrowing to accelerate the fluids directed towards the diffuser. In simple terms, a sort of aerodynamic suction is created which glues the single-seater to the reference plane, a phenomenon which consequently allows the car to travel through curves at high speed.
The inlet section, therefore, is quite large to “capture” a large portion of fluid. Thanks to several “stolen” shots directly in the pit lane Of Monkmoreover under the usual providential downpour, we can go and analyze the entrance sections of these channels Venturi which, as mentioned, develop below the floor. The aim is to make a direct comparison Ferrari SF-24 and the Mercedes W15. As anticipated we can say that indeed the entire design of these fences is completely different in this area of the single-seater, where the regulation only allows 4 vertical bulkheads.
F1: Ferrari and Mercedes generate outwash in dissimilar ways
In the case of the Italian car the innermost element is smaller in terms of the leading edge, even if it appears la fence with the greatest length. This aerodynamic appendage is directly responsible for the creation of a large vortex structure which travels across the entire bottom and then reaches the diffuser.. In the case of the German single-seater, however, the leading edge of this bulkhead shows a more elongated shape. In both components, however, it is noted that a different curvature is used in this appendage compared to the other three remaining bulkheads.
The reason is simple: increase the pressure difference which consequently increases the power of the vortex generated. As regards the second element we find a certain similarity between the two F1 taken into consideration. The leading edge features a design that extends forward from its anchor point. While in the Ferrari the third element adopts a similar shape to the secondhowever, in the case of Mercedes we notice a large three-dimensional surface that even extends above the floor connection.
In this way the technicians of the team of Brackely they aim to convey a greater quantity of fluid mass towards the lower part of the single-seater. In target also in this case it is easy to explain: increase the outwash generated by this component. Generally speaking, at Mercedes it is necessary to be able to produce a greater quantity of this effect, taking into consideration that very often, the W15has suffered quite a bit from problems related to the instability of the bottom which, in large part, can also be caused by poor management of the turbulent fluids that flow to the side of the bellies and which tend to be attracted into the floor.
In the case of Ferrari SF-24 EVOthe effect the outwash it is mainly generated with the most external fence of the four, the largest one which has a warping towards the outside. Finally, a clarification. The combination of the two fence central units contributes more to the power supply of the so-called “lateral extractor” which expands the air flow laterally and consequently generates an additional load on the F1. This fluid exiting the floor is also very important for the management of the fluid along the sharp edge of the macro component.
Authors: Alessandro Arcari – @berrageiz – Niccolo Arnerich – @niccoloarnerich – Stable Ferrari
Images: Alessandro Arcari – @berrageiz
