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The Influence of Aerodynamics on the Design of

High-Performance Road Vehicles

Guido Buresti
Department of Aerospace Engineering
University of Pisa (Italy)

KTH Stockholm, 19/3/2004 1

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CONTENTS DI INGEGNERIA
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ELEMENTS OF AERODYNAMICS

AERODYNAMICS OF CARS

AERODYNAMICS OF HIGH-PERFORMANCE CARS

DESIGN TOOLS

AERODYNAMICS AT FERRARI AUTO

CONCLUSIONS AND FUTURE DEVELOPMENTS

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Elements of Aerodynamics DI INGEGNERIA
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AERODYNAMIC FORCES

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Elements of Aerodynamics DI INGEGNERIA
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THE AERODYNAMIC FORCES ACTING ON A BODY

IN MOTION IN A FLUID DEPEND ON:
SHAPE
• GEOMETRY OF THE BODY
DIMENSIONS
DIRECTION
• MOTION OF THE BODY
VELOCITY
• CHARACTERISTICS OF THE FLUID

• INTERFERENCE WITH OTHER BODIES

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Origin of the forces: • Friction over the body surface

• Pressures on the body surface
FL = Lift
V

FD = Drag
FD = 1 ρV 2 ⋅ S ⋅ C D FL = 1 ρV 2 ⋅ S ⋅ C L
2 2
Drag Coefficient Lift Coefficient
FD FL
CD = CL =
1 ρV 2 ⋅ S 1 ρV 2 ⋅ S
2 2
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Boundary layers
At the wall the relative velocity But if the Reynolds number Re is
between fluid and body is zero high the thickness of the boundary
and a boundary layer develops layer may be very small

ρVL
Re =
µ

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Boundary layer separation

If the curvature of the wall is excessive separation may occur

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Aerodynamic classification of bodies

Aerodynamic bodies:
Boundary layer attached over all their surface
Thin and generally steady wakes

Bluff bodies:
Boundary layer separates from their surface
Wide and generally unsteady wakes

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Elements of Aerodynamics DI INGEGNERIA
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Examples of Aerodynamic bodies

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Elements of Aerodynamics DI INGEGNERIA
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Examples of Bluff bodies

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Elements of Aerodynamics DI INGEGNERIA
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The complete equations of motion (Navier-Stokes equations)

are non-linear and very complex

However, Prandtl showed that

p( x , δ ) ≅ p( x , 0 )
δ
and that outside the boundary layer
a simple equation of motion applies
(“potential flow” equation)
r
∇ φ = 0 with
2 V = ∇φ

Inside the boundary layer the equations of motion

may be simplified, even if they remain non-linear
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For aerodynamic bodies a simplified procedure may then

be devised for the evaluation of the aerodynamic loads

This is not possible for bluff bodies!

Solution of Navier-Stokes equations or experimental data

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Elements of Aerodynamics DI INGEGNERIA
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Drag forces on aerodynamic and bluff bodies

FD
1 2ρV 2 L

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Flow around an aerodynamic body

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Elements of Aerodynamics DI INGEGNERIA
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Flow around a bluff body

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Pressures on bluff bodies

CD = 2 CD = 1.2

Wake flow of two-dimensional bluff body

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The aerodynamics of bluff bodies is often not obvious…

CD = 1.8 CD = 0.9
It is important to understand physics in order to control it!
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 DIPARTIMENTO
Aerodynamics of cars DI INGEGNERIA
AEROSPAZIALE

All cars are bluff bodies…but not all with the same bluffness!

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Aerodynamics of cars DI INGEGNERIA
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For all road vehicles:

The spent power is linked to the aerodynamic drag
and depends on the cube of velocity

P = FD ⋅ V = 1 ρV 3 ⋅ S ⋅ C D
2

To decrease the aerodynamic drag implies

Decreasing the frontal area

Decreasing the drag coefficient
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 DIPARTIMENTO
Aerodynamics of cars DI INGEGNERIA
AEROSPAZIALE

Influence of Drag Coefficient on velocity

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Aerodynamic Drag Force

and necessary power with increasing velocity
S = 2.1 m2 CD = 0.35

V (km/h) FD (Kg) P (HP)

50 8.9 1.6
100 35.5 12.9
130 59.9 28.3
200 141.8 102.9
300 319.0 347.4
350 434.2 551.6

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Aerodynamics of cars DI INGEGNERIA
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Influence of Drag Coefficient on acceleration

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Aerodynamics of cars DI INGEGNERIA
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Brief historical overview…

Jamais Contente of Alfa Romeo of

Camille Jenatzy (1899) Count Ricotti (1913)

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Brief historical overview…

The combined aerodynamic shapes of Paul Jaray (1921)

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Aerodynamics of cars DI INGEGNERIA
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Brief historical overview…

Adler-Trumpf
1.5 liter (1934)

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Aerodynamics of cars DI INGEGNERIA
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Brief historical overview…

The ideal automobile shape of Schlör (1938)

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Brief historical overview…

K5 of Kamm (1938)

CD = 0.37
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Aerodynamics of cars DI INGEGNERIA
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Brief historical overview…

Mercedes-Benz SSK
of Baron
König-Fachsenfeld (1932)

The record car

MG/EX181 (1957)

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Evolution of CD of cars

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Aerodynamics of cars DI INGEGNERIA
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Evolution of CD of cars

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Aerodynamics of cars DI INGEGNERIA
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The Morel bodies

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The Morel bodies DI INGEGNERIA
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Base flow with concentrated vortices

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The Morel bodies DI INGEGNERIA
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Aerodynamics of cars DI INGEGNERIA
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The same phenomenon may

occur also for cars

CD = 0.55!

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Aerodynamics of cars DI INGEGNERIA
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In the ‘70s several cars were Morel bodies…

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Aerodynamics of cars DI INGEGNERIA
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But then the lesson was learned…

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Aerodynamics of cars DI INGEGNERIA
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Evolution of CD of cars

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Aerodynamics of cars DI INGEGNERIA
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Anyway…
Certain cars were found to have a higher CD than expected

Investigation to understand the reason

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Effect of afterbody rounding DI INGEGNERIA
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Analysed problem: Axisymmetrical body ending

with different radius of curvature, r/D

- Measurement of forces and pressures

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Effect of afterbody rounding DI INGEGNERIA
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C
D
0.14

0.12

0.1
Natural trans.
Forced trans. 20 m/s U = 50 m/s
0.08
0 0.1 0.2 0.3 0 0.1 0.2 0.3
r/D r/D

A maximum of drag exists for a certain value of r/D

The phenomenon depends on geometrical and flow parameters

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 DIPARTIMENTO
Aerodynamics of cars DI INGEGNERIA
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Also in this case the lesson has been learned…

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Aerodynamics of cars DI INGEGNERIA
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One of the present cars

with lower CD

CD = 0.25

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Aerodynamics of cars DI INGEGNERIA
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Prototypes of cars with CD < 0.2

C.N.R.
Prototype

Fioravanti Flair
Prototype

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Aerodynamics of cars DI INGEGNERIA
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Several present production cars have CD ≤ 0.3

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High engine power

Vmax > 300 km/h

Necessity of assuring high and safe global performance

For high-performance cars it is essential that the vertical

aerodynamic force be not directed upwards
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Indeed:

The grip of the tyres is proportional to the downward force

acting on them (weight ± aerodynamic force )
If the grip decreases:

- The breaking space increases

- The maximum admissible turning velocity decreases

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 DIPARTIMENTO
Aerodynamics of high-performance cars DI INGEGNERIA
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Effect on breaking space

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Aerodynamics of high-performance cars DI INGEGNERIA
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Effect on maximum admissible turning velocity

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In general cars tend to be lifting bodies

(upward vertical aerodynamic force)

This may cause even beautiful cars

to become potentially dangerous

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Aerodynamic Design Goals:

High downward aerodynamic forces (negative lift)
High efficiency (low drag)

Negative Cz
Balance between front and rear wheels
Cx as small as possible

The increase of the vertical download generally

causes an increase in drag

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Generation of Aerodynamic Download

Added devices: wings, spoilers, etc.

High and concentrated load

Interference with the style and increased drag
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Aerodynamics of high-performance cars DI INGEGNERIA
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Wing wake drag

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Generation of Aerodynamic Download

The whole car may be used to generate the download
Body
The design of the upper part of the car may be used to generate
the required download producing the minimum amount of drag
Underbody
An appropriate design of the underbody allows high aerodynamic
performance to be obtained without interfering with the style
- A “rough” uncovered underbody slows the airflow and does not allow the
lower part of the car to be used to generate a download.
- A smooth faired underbody improves the airflow, increases the download
and reduces the drag.
- A smooth faired underbody “modelled” with a diffuser accelerates the airflow
below the vehicle and further improves the aerodynamic performance.

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Aerodynamics of high-performance cars DI INGEGNERIA
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SCHEME OF AERODYNAMIC DESIGN

Aerod. Specifications Style

Definition
of the Body Shape

Aerodynamic Development
of the Underbody

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DI INGEGNERIA
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HAVE A PAUSE!
SEE YOU SOON!

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