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Aerodynamics secrets 2015: The problem of the new noses

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Aerodynamic secrets 2015
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E Actually, the noses of Formula 1 cars should only get nicer . This year the rules divide the cross section of the nose into three segments. It must grow continuously from 9,000 to 20,000 and 60,000 square millimeters five centimeters behind its tip. This should make unaesthetic forms impossible. The long beaks that were reminiscent of anteaters will be history.

The engineers don't care whether the noses are beautiful or ugly. For them only output values ​​count. And they fell deep in the basement, as Force India Technical Director Andy Green reports: 'When we put our first model of the new nose in the wind tunnel, we thought that the measurement had to be wrong. We suddenly got it 30 points lost. ' To explain: That is around ten percent of the total downforce.

Nose shifts the Y250 vertebra

It quickly became clear: the new nose is to blame. That surprised even an experienced engineer like Green. After all, he's been in Formula 1 since 1991. On paper, the rule change looked more like cosmetics than a revolution. But the rule here is: Small cause, big effect. And why? Green explains: 'The deeper and wider nose shifts the position of the Y250 vortices. The rest of the car is affected.' 25 centimeters to the left and right of the center line of the car can be generated. And precisely where the standardized middle part of the front wing merges into the freely configurable outer area. You can't run away from these eddies. Every car produces them. Some a little more, some a little less. The art is what you make of it.

The air wakes are caught by baffles under the nose and in front of the side pods and directed to where they are needed. The gurus among the aerodynamicists use the Y250 vortices to deflect other turbulence.

'If these wake vortices suddenly hit somewhere else due to the changed shape of the nose, everything else behind the front wing is in the wrong place. That The problem arose where the vertebrae hit the broad part of the nose for the first time. The air now flows around the nose, not just below it, 'explains Green -A_-headline__article - beta '> Are tall noses with thin trunksPast

That is why the new noses involve a whole lot of changes. Deflectors, the skid of the underbody and the slats in front of the side pods are given a new shape to capture the vortices again.

'It took a while to get back to the old downforce,' reveals Green . The teams are not all equally affected. 'Those who, like us or Toro Rosso, had a high nose with a long, thin finger, are most affected by the change. Because the air blockage occurs much earlier because of the shorter nose tip.'

Force India is testing currently five different nose concepts in the wind tunnel. The aim of all solutions is that the air can flow over the front wing without being disturbed by the nose. 'You have to put the moment when the Y250 vortices are disturbed as far away from the wing as possible.'

Green therefore expects very different concepts this year. The Force India model from the previous year will no longer appear due to the regulations. Green also gives last year's Red Bull nose shape little chance. The Mercedes principle is theoretically possible, albeit difficult to implement.

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