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SAE TECHNICAL
PAPER SERIES 2008-01-1835

Diffuser Design for PACE Global

Formula One Racer
Zhen Zhang and Zhengyuan Yang and Zhigang Yang
Tongji University, China

2008 SAE International Powertrains,

Fuels and Lubricants Congress
Shanghai, China
June 23-25, 2008

400 Commonwealth Drive, Warrendale, PA 15096-0001 U.S.A. Tel: (724) 776-4841 Fax: (724) 776-0790 Web: www.sae.org
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2008-01-1835

Diffuser Design for PACE Global Formula One Racer

Zhen Zhang and Zhengyuan Yang and Zhigang Yang
Tongji University, China

Copyright © 2008 SAE International

ABSTRACT DISCRIPTION OF THE FORMULA ONE DIFFUSER

The detailed design process of the diffuser for a Formula The Formula One diffuser [2] is located on each side of
one racer is described. It begins with the study of overall the central engine and gearbox fairing and behind the
aerodynamic performance and follows the basic function rear axle line. As seen in Figure 1, the diffuser and skid
of the diffuser. And then forms the strategy for such a board (blue part) consists of many tunnels and splitters.
diffuser which should perform the maximum downforce. It is designed to carefully guide and control airflow
Then is the detailed analysis of diffuser by two different underneath the racecar.
methods of development. The small-scaled wind tunnel
data is presented, together with the CFD analysis,
describing the major consideration in using these two
developing methods and demonstrating the major
influence for the diffuser design.

INTRODUCTION

This paper is based on the Tongji University PACE

(Partners for the Advancement of Collaborative
Engineering Education) Center’s 2007-2008 Project –
Formula One Racer’s Diffuser Design and
Manufacturing in PACE Global Vehicle Collaboration. 20 Figure 1: Design space model for PACE Formula One racer
different universities all around the world design the
racer referring to the F.I.A 2009 regulation [1]. PRINCIPLE OF A DIFFUSER

REVIEW OF AERODYNAMIC PROGRESS IN Diffuser is an act of Venturi Effect [3], when an

FORMULA ONE RACING incompressible flow through a restriction in a tube, the
flow will be accelerated and have a lower pressure. The
Formula one racing is one of the most popular racing in following CFD experiment will show this effect.
the world. And its technology is ever-changing since its
beginning. The winning factor is also changing
accordingly. In the past, the Formula one racer is
designed inside-out, the winning factor is the engine.
The team who designs the most powerful engine is the
winner. Ever since Louts added some aerodynamic
parts in the racer, the formula of winning has been
changing. It is rather an outside-in designing method,
which means now the most important thing is to achieve
a good aerodynamic performance. Even the engine Figure 2: Velocity of flow in Venturi Effect, red is flow with faster
velocity and blue with lower. Flow enters from the left and leaves to the
should be thinner to suit the need for that aerodynamic
right.
performance [2].
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Figure 3: Pressure of flow in Venturi Effect, red is flow with higher

pressure and blue with lower

This is the reason a Formula One’s diffuser is designed

to accumulate the underneath air and accelerate it. This
process will cause a huge low pressure area under the
racer compared with the upper part of the racer. That will
provide a total negative lift force on the Formula Racer
to keep it stick to the ground, especially is needed when Figure 5: The Formula One course in Shanghai (picture taken from the
the racer is cornering with an enormous speed. website of www.17uc.com)

As shown in Figure 5, different from the NASCAR

course, which is only an eclipse, there are lots of
turnings and straight lines with different combination in
Formula One course, such as U-shape corner (T14),
Corner after a long acceleration (T13), continuous
corner (T1-4), corner before a long acceleration (T16 ).

So, without considering the height change during

cornering, the course could be conveniently abstracted
to two circles with different width between two straight
straps, shown in Figure 6.

Figure 4: The Bernoulli’s principle at the diffuser

DESIGN GOAL STUDY

COURSE STUDY

Each racer should be designed for a specific racing. And

the purpose for Formula One racing is not the top speed
or anything else, but only the minimum time of reaching
the finishing line [7]. And as Peter G. Wright, the
technical director of team Lotus, put it: “Driving a car as
fast as possible is all about the maintaining the highest
possible acceleration level in the appropriate direction”
[4], it is necessary to analysis at the first place in what
condition is the Formula One racer running in.
Here take Shanghai Formula One Course as an
example to analysis the design goal for the Formula One
diffuser.
Figure 6: A course model study
CORNERING ANALYSIS
By observing Formula One racing, we can find that there
are several different ways to turn the corner. One is to
go the shortest path by driving along the inner side of
the corner. Another is the “out-in-out” style, which takes
fully advantage of the width of the course by following
the red track line in Figure 6. These two are the most
common turning methods. And as long as the course is
wide enough, it is always recommended to take the
second method [7, 8].
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Here is a basic analysis based on the abstracted course spin. However, if the CofP is behind CofG (Figure 8-(b)),
model shown in Figure 4. As for the first corner, with a then it would serve as a negative feedback which could
wide track width, the racer could take fully advantage of increase the ride stability. However, it doesn’t mean that
the width, so what the driver wants is maximum CofP is the after the better, only a little behind is enough,
deceleration to acquire the cornering speed as fast as or it will cause too much under steering.
possible. And now slight under steering is preferred to
keep stability. When driving out of the corner, a slight
over steering is recommended to put the head straight
as fast as possible [8].

However, deceleration would cause the force increase

on front wheels and force decrease on rear wheels,
which is inclined to over-steering, and vice versa. F.I.A
[1] doesn’t allow variable aerodynamic parts, so one way
is to use the position change of the body to the ground.
Obviously, the body will pitch forward while braking and (a) (b)
pitch backward while accelerating, so Tongji engineers
decide to analyze this kind of change. (a) CofP is in front of CofG

(b) CofP is behind CofG

Figure 8: Schematic of moment analogy of the relative position of CofP

and CofG

So CofP should be slightly behind CofG. So according to

Figure 7: Schematic of force analogy when decelerating
As for the second corner, most drivers would choose to
turn it in a steady speed along the inner circle. No matter
what kind of corner, increasing the cornering speed is
always being sought; this requires the racer to acquire
high downforce with the change of ground clearance.
STRAIGHT LINE ANALYSIS
Straight lines are mainly about top speed, acceleration,
deceleration and stability.
the CofG of this year’s PACE Formula one racer and the
down force provided by other two major aerodynamic
parts, the diffuser should provide about 40% of the total
down force.
With the increasing of speed, the downforce of every
aerodynamic part increases and their acceleration rate is
not the same, which will cause the CofP to change.
Since the diffuser has higher efficiency than front and
rear wings, CofP will slide a little backward as the
increasing of speed. Thus one job is improving the
efficiency of diffuser at lower speed.
CAE ANALYSIS

From the formation Fj = FZ j we can see that the The CAE analysis in Adams validates the requirements
above.
more downforce (Fz) the more torque engine could
provide ( Ft = Fj ´ r , r is the tyre radius) which means
faster speed. However, another formation
2
of Ft = F f + Fw + Fi + F j , in which Fw = 1/ 2Cd A r ur
tells us that the increasing speed of drag force is far
more quickly than that of torture, or more precisely, not
in the same scale. So, the purpose is not maximum
downforce, rather the proper ratio of downforce to drag.

As for stability, one important thing is the place of CofP

(center of pressure) related to CofG (center of gravity).
Let’s now make an analysis according to the situation
shown in Figure 8. If CofP is in front of CofG (Figure 8- Figure 9: Course analysis in Adams
(a)), then if the some slip occurs and form some angle
between AB, which is the line of CofP and CofG, and the
direction of velocity, than the drag force would cause the
increasing of AC and serve as a positive feedback,
which would cause over steering or even make the racer
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MAJOR INFLUENCES STUDY

Having had the requirement, or criteria, the next job is to

find out the design factors influencing the performance.
Two methods are taken here, start from a CFD
preliminary analysis for a basic idea and followed by a
wind tunnel experiment for a practical idea.

CFD PRELIMINARY ANALYSIS

This step explains with CFD results the importance of

the diffuser with a Formula One racer.

Figure 12: Pressure distribution along the length of a racer with diffuser

The pressure distribution indicates the negative life force

created by the diffuser is mainly acted on the 2.2 m to 4
m area from the nose point.

WIND TUNNEL TEST

From the CFD simulation, we’ve got an idea of the role

Figure 10: Pressure on racer with diffuser, blue is low pressure area.
This is a diffuser with 900 mm length, 25° angle and a 50 mm ground
clearance.
of diffuser. Then, here is a wind tunnel test to analyze
the outer field of one model Ferrari 248F1 racer (The
1:18 model is an official licensed product by Ferrari
whose license number is AN2737PS.) in an
experimental way; to systematically describe its unstable
variation characteristic by test and collect the transient
data, which provides the statistical ground for
understanding and designing the diffuser.

Facility and testing method

1. Small scaled wind tunnel

Figure 11: Pressure on racer without diffuser with a 50 mm ground

clearance.

The models are based on a PACE racer model

according to the 2009 Formula One Technical
Regulations.

It is showed in the above 2 plots that a racer with

diffuser has lower pressure underneath compared to one
without diffuser.

The CFD experiment result shows the lift force on racer

in Figure 3 is -1790N while racer in Figure 4 only is -401.
That the previous negative lift force is 4 times more than
the later one. Figure 13: Small scaled wind tunnel
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Basic parameters for the small scaled wind tunnel:

Scale 1:15

Testing room dimension（mm） 1515x1185x820

(a) (b)
2
Injection area (m ) 0.12

Maximum wind speed (km/h) 170

Injection flow length (mm) 1160

Fan power (kw) 7.5 (c) (d)

2. CPS-3303/C Multi Output DC Power Supply

CPS-3303/C (Figure 14) is an adjustable and portable (e)

multi functional work station, which has two independent
output channels and one stable 5V DC voltage output. It
also has 3 modes of power output which are
independent, series and parallel connection. In this
experiment, positive/negative series connection power
output is chosen.
Figure 14: DC Power Supply
(a) mechanical scanner, (b) pressure sensor, (c) pitot tube, (d) channel
switcher, (e) code displayer
Figure 16: Main parts of the mechanical pressure scanner system.
In this experiment, a scanner with 49 pressure channels,
in which 48 channels are for pressure testing and one is
for output, and one pressure sensor is chosen. As driven
by the channel switcher, the scanner rotor sequentially
connects the testing point pressure with the pressure
sensor to switch the pressure channel. Meanwhile, the
code displayer will display the current pressure channel.
The digital signal which is converted by D/A converter
from amplified output signal is then transmitted to the
computer by USB2.0 interface and is saved. The
detailed mechanical pressure scanner system is shown
in Figure 17.

Figure 15: positive/negative series connection power output mode

1. Scanner 2. Pressure channels 3. Pressure sensor

Figure 17: Mechanical pressure scanner system

3. Mechanical pressure scanner system
4. Data collecting system
The mechanical pressure scanner system is major
consisted of mechanical scanner, pressure sensor, pitot The data collecting system is mainly consisted of
tube, channel switcher and code displayer (Figure 16). PAMP726-8/200 preamplifier, PMD-1608FS data
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collector and PMD-1608FS data collecting system

program.

Figure 19: PMD-1608FS program interface of data collecting system

Experiment Process

Figure 18: PMD-1608FS data collector

PMD-1608FS data collector (Figure 18) is a data
collecting device compatible to both USB 2.0 and USB
1.1. It provides 8- channel 16-digit simultaneous analogy
input. The collecting rate of each channel is 50kS/s
(single channel), the full capacity is 100KS/s, the 32K
byte collecting rate could reach 200KS/s. In addition, it
also provides a 32-digit counter and a 8-channel digital
I/O.
Here is specification for PMD-1608FS data collector:
This experiment is mainly consisted by three parts.
Former two are shown by data and the third part should
be observed by eyes.
1. The Cd, CL, and pitch moment
These three parameters, which are tested under the
wind speed of 0Km/h, 100km/h, 130km/h and 150km/h
(the speeds are controlled by the fan control software
shown in Figure 20) in the yaw degree of 0°, show the
main statistics one need to know about the overall
aerodynamic performance of an Formula One racer.

Dimension 3.1”(L)×3.2”(W)×1”(H) The method is to test 100 values after the wind speed is
stable for 10 seconds.
Input
One A/D converter each channel
Configuration

Channel 8 channels one end input

Convert 16-digit （ 1/65536 ） ， 15-digit (no

Accuracy miscode)

Input Range ±10V、±5V、±2V、±1V

±10 V ±5.66 mV
Absolute
±5 V ±2.98 mV
Accuracy （ mV
Figure 20: interface of fan control software
） ±2 V ±1.31 mV
2. The pressure distribution behind the racer
±1 V ±0.68 mV
Take a square of 140mmX140mmX140mm behind the
racer to observe the pressure distribution of the flow
when leave the diffuser.
PMD-1608FS system program (Figure 19) is specifically
written for the PMD-1608FS data collector. Its purpose is
For the wind angle is zero and the distribution of left and
to selectively collect and display the data according to
right is theoretically symmetric. Only half of the square is
the demand of one experiment. While running, it
tested. This method can also minimize the influence by
displays the real-time graph and save the data for data
the mechanical pressure scanner system to the flow field.
processing.
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Though we want continuous filed value, the scanner can 2. Results for the pressure distribution behind the racer
only test discrete points. Our method is to test one point
every 20mm the three directions, totally 256 points in the Through the experiment, we got the value for these 128
square. points.

3. Streamline around the body

Meanwhile, streamlines around the body should also be

shown so as to observe the characteristic to time of this
unstable filed.

The method is adhere some light colored strings on the

body and observe its behavior under wind flow. Figure
21 shows one instance of the observation.

(a) Pressure distribution on Plane of Y=0

Figure 21: 248F1 under test in small scaled wind tunnel

Experiment Results and data process

1. Results for Cd, CL, and pitch moment

After the experiment, three sets of data under the wind

speed of 100km/h, 130km/h and 150km/h (0Km/h is for (b) Pressure distribution on Plane of Y=20
adjusting of the equipment) are taken; each data has
100 points respectively for three parameters.

So the data processing method is the average of the

100 values, which are shown below:

Cd CL pitch moment

100km/h 0.04857 -0.18205 -0.01161

130km/h 0.08877 -0.222 -0.01449

150km/h 0.15762 -0.33614 -0.01532

(Unit: N)
(c) Pressure distribution on Plane of Y=40
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VISCOUS MODEL

Viscous Model: k-epsilon

Model Constants:
CMU: 0.09
C1-epsilon: 1.44
C2-epsilon: 1.92
TKE Prandtl Number: 1
TDR Prandtl Number: 1.3
K-epsilon Model: Realizable
Near Wall Treatment: Enhanced Wall Treatment
Materials: Air
Density (kg/m3): 1.225
Viscosity(kg/m-s): 1.7894e-05
(d) Pressure distribution on Plane of Y=70
Boundary Conditions:
Figure 22: Pressure distribution of the flow field behind the racer. Inlet (m/s): 80
(Plane XZ is the symmetric plane and the coordination is right-handed.) Temperature(K): 300
Ground (Moving Wall, m/s): 80
3. Results for streamlines around the body

The observation shows that the streamlines of the side DIFFUSER LENGTH
of the body is rather stable while those behind the racer
have obvious fluctuation, which the frequency about half When length is a variable, angle is set to 25° and ground
5 times a second. clearance is set to 50 mm.

RESULTS VALIDATION Length is calculated with reference to the nose point.

From the CFD simulation we can see that the situation is L (MM) 1400 1150 900 700 450
quite different with and without a diffuser. The results
from wind tunnel test is not quite accuracy, due to some LF (N) -439 -793 -1789 -343 -518
reasons in which one major factor is the ground
clearance is to high and weakens the ground effect.
However, we can still get the general effect from this LF stands for lift force.
experiment.
DIFFUSER ANGLE
From both CFD analysis and wind tunnel test, the design
factors are chosen. They are: diffuser length, diffuser When angle is a variable, length is set to 900 and
angle, and ground clearance. ground clearance is set to 50 mm.

DESIGN Angle is calculated with the reference plane.

Then shall make clear what is the main factors that A(°) 35° 30° 25° 20° 10°
influence the performance of the diffuser. Three major
variables are considered. LF (N) +2030 -1257 -1789 -610 -2535

All of the below results are based on CFD experiment on

models with variables.
The results show that downforce increasing is not lineal
to the increasing of angle. This is because the vacuum
effect is not clear when the angle is too small, while if
the angle is too large, the air would split from the surface
which will weaken the effect. Thus one job of the diffuser
design is to find its limit angle.
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GROUND CLEARANCE

When ground clearance is a variable, angle is set to 25°

and length is set to 900 mm.

Ground clearance is calculated from the ground to the

undertray part of diffuser.

GC(°) 100 75 50 25 15

LF (N) -1924 -2865 -1789 -1343 -82 Figure 25: Diffuser is very close to the ground, in order to get a precise
result; a good mesh shall be made.

Type General Base Outskirt

RESULTS
LF(N) -1556 -2023 -2478
To getting the parameters, the best way is to make them
change in the Fluent, and since you can write some
program in this software, it is easy to achieve that. The CFD results shows with a correct structure of
diffuser, more air will be accumulated into a narrow
With a goal of achieving maximized negative lift force space for providing negative lift force.
and under the current model, each variable shall have its
optimized number, diffuser length is best near 900 mm, The outskirt set is most suitable for getting the
diffuser angle is best near 10° and ground clearance is maximized down force purpose.
best near 75 mm (in 2D analysis).
REAR WING’S EFFECT ON DIFFUSER
ANALYSIS ON DIFFERENT CONFIGURATIONS
A Formula One racer has 3 major aerodynamic
Here are three basic diffuser types: general, base and components: diffuser, front wing and rear wing.
outskirt, they are increasing complex models.
Following process analyzes the effect of rear wing on
the diffuser in 2 dimensional methods.

Figure 23 Diffuser base type.

Figure 26: Pressure analysis by diffuser with rear wing.

When a rear wing is incorporated, it will act with diffuser

to make a large area of low pressure not only
underneath the racer but at the back of the racer as well.

Figure 24: diffuser outskirt type.

All the three configurations are based on the 2

dimensional models same as these used in diffuser
variable analysis.
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CONCLUSION

This study shows some methods in designing a

maximized negative force generate diffuser for a
Formula One Racer.

• CFD is quite useful in quick making lots of 2D

models’ assessment to indicate a design direction.
• In 3 variables that major affects the aerodynamics,
diffuser length and ground clearance is quite
sensitive to changes, while diffuser angle with a
steady variation. That means a little adjustment in
length and ground clearance will get a sounding
result of enormous increased down force. This area
Figure 27: Pressure distribution on racer by diffuser with rear wing (in is worth deeper investigation.
2d). • A good three dimensional diffuser configuration shall
be well proposed as the 3D CFD analysis needs
The distribution of the negative lift force length does not quite a lot of time. This process needs a lot
change much with the rear wing. experience and related theories.
• As for the aerodynamic parts, you cannot deicide an
Rear Wing With Without influence of a part by its size; some small shape
changes will make a big difference.
LF(N) -4821 -1789 • One must view the part by a systematical way. In
this case, the front and rear wing and also the shape
will influence the performance of the diffuser a lot.
Under the same configuration, the total negative force
with a rear wing will increase about 2.7 times compared
with a set without rear wing. ACKNOWLEDGMENTS

FINAL RESULTS The authors would like to thank Youfu Wang, Wenjun
Gu, Yingqin Zhang, Junhui Yu, Ningjian Wang for their
Figure 14 shows the finished diffuser in this year’s PACE continuous support and effort on this project.
Global formula project.
The authors would like to thank all the universities
The major parameters chosen for 07-08 PACE Global involved in this project for their contribution and help,
Formula Racer are shown below: especially BYU for leading the project and Hongik
University, Queens University and West University for
Diffuser length: 900mm their collaboration.

Diffuser angle: 10° The authors would like to thank the entire PACE
sponsors, especially GM, for providing the equipments
Ground clearance: 75mm and arranging such an interesting project.

Flange type: outskirt The authors would like to also thank the substantial and
ongoing support of School of Automotive Studies, Tongji
University.

REFERENCES

1. F.I.A. Sport, 2009 Formula One Technical

Regulations.
2. David Tremayne, The Science of Formula 1
Design, Haynes Publishing
3. M. C. Potter and D.C. Wiggert, Mechanics of
Fluids,
4. William F. Milliken and Douglas L. Milliken, Race
Car Vehicle Dynamics, Society of Automotive
Figure 28: The diffuser of the PACE Global Formula
Engineers Inc.
5. , Fundamentals of Vehicle Dynamics,
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6. Paul Van Valkenburgh, Race Car Engineering & Zhengyuan Yang: youngzy@live.com
Mechanics,
7. Carroll Smith, Drive to Win, WEBSITE: www.pacetongji.com.cn
8. Carroll Smith, Tune to Win,
9. Anderson, Fundamentals of Aerodynamics, APPENDIX
10. J. Blazek, Computational Fluid Dynamics:
Principles and Applications, Elsevier Schematic of the Tongji small scaled wind tunnel:
11. O.C. Zienkiewics, R. L. Taylor, The Finite Element
Method Volume 3: Fluid Dynamics, Fifth Edition,
Butterworth Heinemann
12. Wordley, S.J., and Saunders, J.W., Aerodynamics
for Formula SAE: A CFD, Wind Tunnel and On-
Track Study, SAE Paper 2006-01-0808, 2006.
13. Wordley, S.J., and Saunders, J.W., Aerodynamics
for Formula SAE: Initial Design and Performance
Prediction, SAE Paper 2006-01-0806, 2006.

CONTACT

Zhen Zhang: jacksonzhang@live.com