Ferrari, Red Bull, McLaren and Mercedes are the subject of this analysis. In F1 there are two speakers. In addition to that at the rear, in fact, in the modern ones wing car the lateral one also makes a presence. We are referring to the floor edge, area of the floor which is responsible for regulating the fluid mass. We are talking about a very important area of the single-seater, on which the technicians pay particular attention mainly to two factors: the generation of aerodynamic load and the management of turbulence. Each team interprets this part of the car differently, taking into account its own fluid structure.
Before analyzing each solution in detail, we must make a proper promise. The observations we make should be confirmed with an analysis CFDs which for obvious reasons we cannot have, unfortunately. Furthermore, the actual effectiveness of one solution rather than another depends on the precision with which they are used tools by the teams. The presence or absence of a solution that has a specific purpose, in fact, does not automatically lead to an actual profit. The entire structure of the fluid in the area in question is highly complex and in fact the one who manages to have the clearest situation ‘wins’.
The objective is always the same: to generate load. The fence below the bottom they carry the fluid towards this area, so that the floor is expanded by the extractor. These appendices (four by regulation) bring a significant gain to load generation. The initial area of the extractor is curved forward to align with the direction of the incoming fluid. The entire upper surface of this element, simplifying the concept, can be considered like a wing which therefore generates load.
F1, McLaren chooses a different solution from Ferrari
The lower surface, however, contributes to the expansion of the fluid coming from the floor and in this way generates downforce. In order to better extract the fluid, there are appendages on this surface, which, in the case of the Ferrari, do not have the purpose of generating load. The bottom of the McLaren It has a similar shape to the specification used by the historian Scuderia Ferraribut there are still some substantial differences.
We see that in the initial portion the extractor is curved, so as to align the appendage to the local direction of the current and thus generate some load. Furthermore, it can be seen that the element itself only has two profiles, unlike Red bull which deal with extraction and, at the same time, additional load generation. Compared to the version of FerrariFurthermore, they have a greater angle than the vertical. The fluid mass that emerges accelerated from the bottom is then directed towards these bulkheads. Elements with a shape similar to that of real aerodynamic profiles which actually generate useful load.
Even in the case of Red Bull these appendages have a dual role: extracting the fluid from the bottom more effectively and at the same time generating load, exactly as happens in the case of the McLaren. The dissimilar angle and the major chord serve precisely to align with the direction of the current lines in that area. There RB20 takes this newly introduced concept to extremes. The first appendix is even broken down into two sections necessary to increase the upwash of the fluid.
A greater local pressure difference generates a more powerful vortex which, if managed correctly, helps seal the pavement from turbulence generated by the front tire. However, the gains don’t end there. The side extractor of the Austrian car produces a local pressure increase. A measure that is responsible for creating a sort of “barrier” that shields the fluid that circumnavigates the bellies and the turbulent fluid that flows to the side. Ergo it is possible to bring a cleaner flow towards the upper part of the diffuser.
Ultimately let’s take a look at the Mercedes version. The team Of Brackley it does an even different job, presenting a dissimilar geometry compared to the direct ones competitor. The side extractor of the W15 it has 5 channels, where the various fences are not profiled in order to generate load, but have only the objective of extracting the fluid. Obviously, due to the size of the element, the vortex generated by the leading edge should be accordingly greater and the objective is to further limit the lateral and harmful entry of turbulent fluids into the diffuser.
Authors: Alessandro Arcari – @berrageiz – Niccolo Arnerich – @niccoloarnerich – Stable Ferrari Ferrari
