Front wing is one of the most important aerodynamic parts of a formula one car. It does not only generate down force to the front tyres, it also conditions the airflow over to the rest of the car.
Although the controversies in the recent years of Formula One have been on the rear diffuser, any aerodynamic part that is placed in front of the diffuser is vital to its efficiency.
The basic front wing of a formula one car consists of a main plane, a pair of aero flaps and a pair of end plates.
The main plane lies horizontally and across the width of the car, the aero flaps tilt at an angle to generate down force. The end plates functions the same way as the winglets on aircrafts – to separate the negative pressure on the bottom of the wing flowing to the positive pressure on the top of the wing on the edge, this eliminates the induced drag.
The other function of the end plates is to increase the aerodynamic efficiency around the wheels. The end plates direct airflow around the wheels, minimise the drag around the wheels and hence improve the overall aerodynamic efficiency.
FIGURE 1
Aerodynamic down force on Formula One cars is not only generated by the differences in the air pressures on the two sides of the main plane.
Unlike an aircraft, a Formula One car can also use the ground to generate down force.
VENTURI EFFECT
By placing the main plane close to the ground, the so-called “ground effect” produces negative pressures on the bottom of the main plate. This further produces down force.
The ground effect of the car is based on the aerodynamic theory of Venturi.
The Venturi theory shows that by reducing the height of the main plate to the ground, the velocity of air flowing through is increased and low air pressure is created, which results in further down force.
FIGURE 2
The evidence of this is in the aerodynamic regulation introduced in 2005. One of the major changes is to increase of the height of the main plate. The aim is to reduce the down force on the cars hence slow the pace on the development of Formula One cars.
This results in the increase of lap times by about 2 seconds per lap.
The front wing designs have been evolutionary ever since 2005. The introduction of Computational Fluid Dynamics technology allows teams to research the aerodynamics of cars in detail.
The regulation change in 2005 allows the design of front wings to peak in the 2008 F1 Championship season.
The following are some of the solutions discovered by the teams to gain more efficient down force since the introduction of new aerodynamic regulations in 2005.
- Bi-Plane Wing
The nose design of Ferrari’s 2008 season racing car has the bi-plane wing. As shown on FIGURE 3, the wings are heavily sculpted.
The front wing improves the airflow underneath the nose cone, and hence this maximises the effect of rear diffuser.
FIGURE 3
- Tri-Plane (bridge) Wing
In the 2007 season, McLaren further extends the concept of the bi-plane front wing. A tri-plane (also called bridge wing) front wing is developed. The bridge is unsupported and spans over the end plates of the front wing. This results in additional down force created. By 2008 most cars have tri-plane front wing.
FIGURE 4
McLaren made further development with the bridge front wing in 2008. The chord of the upper wing is increased and slits are added. The change provides slighty more downforce without having to alter the angle of the bridge wing. (see FIGURE 6).
The new regulations in 2010 championship bring an end to the development of tri-plane front wings.
Wider main planes are allowed in 2010, and the increment in the surface area of main plane allows more down force to be produced.
FIGURE 5
FLEXIBLE WING
As mentioned above, the Venturi effect shows the lower the height of the front wing, the more down force is generated.
This topic once again becomes controversial in the 2010 F1 World Championship.
When Red Bull cars are caught on photographs to have flexible front wings. The photographs clearly show the edges of the main plane are touching the ground due to the down force created at high speed corners. However the Red Bull front wings passes the scrutineering tests.
FIA has further increased the strictness of scrutineering tests in 2011 F1 Championship. Although Red Bull has yet to fail a test, there is still photographic evidence suggesting their front wings flex.
The aerodynamics of Formula One cars improves dramatically, even with the less powerful V8 engines today. The cars are still setting the fastest lap records on tracks.
Although the changes in regulations may have brought the aerodynamic developments back to the very basics, the developments of aerodynamics on Formula One cars are ever progressing.
It does not matter how the regulations have changed, the development always begins with the components, and gradually evolve into sophisticated little parts that sneak through the loopholes of regulations.
It seems sky is the limit for the aerodynamics of Formula One cars.
