As each race goes on, teams accumulate more data and have a better understanding of how to maximize performance while combating the harmful effects of porpoise.
The phenomenon, which took most of the grid by surprise when their cars first entered the track, has been the main focus of the teams, as reducing its breadth will unlock more performance. All teams suffered from porpoise to one degree or another, due to a number of factors leading to its onset.
A simplistic approach to calming the problem is to increase the height of the car, but this would not only compromise aerodynamic performance, but also drastically reduce the available configuration options. For many, this means looking for a more root and branch approach, and some teams need to be more pragmatic about how long it will take to find the right solution.
Meanwhile, the development battle continues and teams have been busy using new floor designs, not only as a means to improve aerodynamic output, but also to save weight. The latter is exceptionally important if we consider that a large part of the grid has not been able to reach the minimum weight, even with a rise just before the season to 698 kg.
Due to the increase in loads now borne by the ground, the teams had to build an additional margin. Although some of this will have been eliminated with a better understanding of the real-world loads that are imparted to different areas of the ground, the late change in regulations to include a metal support in front of the rear tire as well. has been significant. This not only reduces porpoise, but also compensates for the stiffness it offers with any weight reduction plan.
Given the runtime to make the floor, which is by far the largest component installed in the car, the teams have opted for a patchwork-coder-style approach, which allows them to swap sections of the floor. , instead of having to manufacture. a whole new floor every time.
While this adds a bit of weight, it makes them extremely agile in terms of development and reduces costs, which is an extremely important factor when we consider the ramifications of the cost cap for teams this season.
Comparison of Ferrari F1-75 and McLaren MCL36 floors
Photo by: Giorgio Piola
Comparison of the new floor of the Mercedes W13
Photo by: Giorgio Piola
One of the most obvious areas of development, up and down the grid, is on the ground edge, with teams not only able to decide whether to use a “edge wing” but also the geometry of the ground edge. and its discontinuity. in front of the rear tire.
McLaren created a kerfuffle during pre-season testing when his edge wing performance was first seen. However, any misconduct was quickly dismissed and several teams, including Ferrari, have copied the design since then, having seen clearly promising when they conducted their own analysis on the CFD design and tunneling. wind.
Although Mercedes has not been on the McLaren route, its floor had an edge wing as part of the last overhaul. The W13 is more of a slab shape and has allowed the team to alter the geometry of the flanking ground. Gurney-like flaps have been added to the ground periphery just in front of the rim wing and the raised section in front of the rear tire has also been optimized.
Red Bull Racing RB18 Keel Splitter Comparison
Photo by: Giorgio Piola
Another area where teams have been monitoring the progress of rival designs is the keel, with Aston Martin putting the wheels in motion in a solution that has found its way into several other cars. Ferrari was the fastest to respond in this regard, as it had a version of the “pocket wing” ready for the launch of F1-75 just one week after being seen on the AMR22.
Red Bull followed quickly, with the Alpine A522 and Mercedes W13 now also sporting versions of the winglet, along with keel shape optimizations to take advantage of the new flow conditions.
Red Bull has forged its own path in many ways, with the RB18 having one of the most refined ground designs on the grid. Not surprisingly, some of these design features are also finding their way into rival designs, so let’s delve into what Red Bull is doing …
Red Bull Racing RB18 plant
Photo by: Giorgio Piola
The contour level seen at the bottom of the RB18 is considerably different from what is seen elsewhere. While most teams appear to have a slight curvature in the boat-shaped center section, Red Bull has a sharp twist. [2] approximately in line with the point where the wires at the outer angle end at the edge of the ground.
To smooth out this sudden transition there is also a series of prints on the side wall of the tunnel [1], which seems to have much more of a domed roof than many of the other solutions used by its rivals. While this means that the maximum allowable space allowed by regulations is not used, it is likely to reduce flow instability across a wider range of travel heights.
Red Bull has also employed a multi-step keel design as the floor is tuned to the diffuser section at the rear of the car. [3] and it’s a feature that Ferrari has incorporated into its latest redesign and something we’ve also seen from McLaren.
Ferrari F1-75 floor comparison
Photo by: Giorgio Piola
McLaren MCL36 plant
Photo by: Giorgio Piola
This region is not a unique solution, with each team with its own interpretation. For example, the Red Bull and McLaren floors have three steps, the Ferrari one has only one.
Another interesting design feature of Red Bull that has made headlines recently is its “ice skating.” At first, there were question marks about how it is possible to have this feature here, but since then it has become clear that it is Red Bull’s interpretation of the edge wing, housed underground, rather than in the top.
The ice skate consists of a line hanging from the bottom of the floor of the six permitted mounting brackets.
Detail of the Red Bull Racing RB18 miniskirt
Photo by: Giorgio Piola
The supports are made of metal, and so is the layout, as the equipment has been misplaced on the side of caution because it could come in contact with the surface of the track when the ground bends to the ground.
While this is not their main function, the choice of material can also result in the skate also offering some rigidity to the ground, although it may not be necessary, as Red Bull may have the permanence strategy. more complete internal of the grid (see below).
The main function of the skate is the aerodynamics, with a layout in this location, although not what the regulations of the edge wing intended, supporting the different flow structures that surround it.
This will not only help improve the performance of the ground tunnel, but will also reduce the entry of the tire squirt into the diffuser section by altering the course of airflow and vortices that are already in motion.
Detail of the ground Red Bull RB18
Photo by: Uncredited
Returning to the top, the team made an interesting change to the plant as part of the upgrade package introduced in Spain. Now you can find a large teardrop-shaped bottle embedded in the ground next to the sidepod that seems to open a path for the airflow to expand from inside the sidepod to the channel that passes next to it (red arrows).
Then, the air flowing through this channel seems to come out of a nozzle-shaped outlet below (upper right insert), with the topography of the panel in which it is housed optimized to adapt to both the outlet flow and external flow conditions.
The blister also appears to offer clean flow adjustment features as the airflow also moves around the undercut sides (smaller and lower insert).
Apartment comparison Red Bull RB18
Photo by: Uncredited
Further changes were made to the ground for Azerbaijan, as the team not only optimized the ground layout and the transition of the ground boundary (blue arrows, old insertion), but also the height and geometry of the entrance edge of the ground.
Previously, the leading edge had been lowered to find the chassis below the equator line, resulting in the outer part of the ground being higher than the inner end (red arrow, old insert).
The leading edge has now risen in this region and is next to the chassis, giving rise to different flow characteristics not only for the ground but also for the flow of air moving through the side cut. .
Finally, Red Bull also found the need for the outside stay introduced by the FIA before the season to help teams mitigate the effects of porpoise.
The short stay of the cable required a small change in the ground to accommodate its anchorage, and is much shorter than many of its rivals, as it cuts the side wall of the ground next to it, instead of having to travel the full width to the engine cover.
Red Bull Racing RB18 floor comparison
Photo by: Giorgio Piola
Also read: