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The technical regulations for Formula 1 are changing, the aerodynamics are to become more overtaking-friendly. The changes explained in detail.
Motorsport-Magazin.com – The wind, the wind, the heavenly child. When the Brothers Grimm wrote the famous sentence, they did not know that 200 years later an entire branch of science would be concerned with the teaching of the winds. What would Formula 1 be today without aerodynamics? Aerodynamics is what makes cars what they are today – as quick as an arrow. In the history of the premier class, there have been cars with more power, less weight and a more sophisticated chassis. But the 2018 cars are the fastest cars ever to race on this planet.
Responsible for this is the aerodynamics. Besides the tyres, it is the number one performance driver. Not only the top teams employ a whole armada of aerodynamic engineers, aerodynamics is also the top priority for smaller racing teams. Despite test and calculation restrictions, most of the performance is still found in the wind tunnel and on CFD computers. But aerodynamics is a double-edged sword.
Engineers develop a vehicle that functions perfectly under standard conditions. The car should move as little as possible around its own axles to ensure a stable platform. The impact of the freestanding front wheels alone represents a medium catastrophe for aerodynamic stability.
But the Super GAU is when another vehicle drives in front of you. Then the own vehicle is no longer correctly flowed on and loses suddenly at downforce. This causes the car to slip, the surfaces of the tyres begin to overheat and you get into a vicious circle. The grey theory becomes visible in every Formula 1 race. Overtaking in similarly fast cars is almost impossible.
The problem was made worse in 2017. The cars should look more spectacular again and above all be faster. After decades of increasingly reduced aerodynamics, the teams suddenly went the other way and were given more freedom. At the same time the cars became wider, are now 2.00 meters instead of 1.80 meters wide. In fact, the plan worked: The cars look much more aggressive and pleasing and gradually pulverise lap records. But the other side of the coin is the racing action. Due to the wider cars there is simply less room to overtake and the aerodynamics are even more fragile.
Afterflow becomes an overtaking problem
The main problem is called wake by the experts. Wake – or wake current – is more than just a simple slipstream. It is easy to imagine a moving body dragging a slipstream behind it. If you move in this slipstream, you have to spend less energy on the same movement because you don’t have to displace so much air. But Formula 1 is more complicated. There is not only a simple slipstream, but turbulence.
Essentially, however, this only changes the complexity of the problem. On the straight lines, turbulence is not a problem, it functions like a slipstream. The person behind benefits because he has to use less energy to displace the air. In the curves, however, the problems begin. There, as much air as possible should hit each aerodynamic element in order to generate downforce. But this is very uneven due to the wake. Behind a car areas of different energetic air are created.
The main reason for this is the complex aerodynamics of the cars. The engineers now understand their subject so well that they deliberately create countless turbulences in order to direct the air flow in their own cars in the desired direction. The front tires create a lot of unwanted turbulence. To steer them away from their own aerodynamics, they use the front wings and brake ventilation. The problem is that the air behind the car is swirled all the more. The wake, colloquially known as dirty air, is becoming more and more unfavourable for the driver behind.
Front tires cause severe turbulence
The better the engineers can control the turbulence of the front tyres, the more downforce their cars generate, but the worse the overtaking problem will be. Because development never stands still, overtaking becomes more and more difficult. A major leap was already visible here from 2017 to 2018. The new Formula 1 bosses didn’t want to accept this and set up their own team to solve the problem. Unlike in the past, they no longer rely exclusively on the teams’ expertise.
In return, Liberty Media engaged no less than Pat Symonds, who now functions as chief technician of the commercial rights owner. Symonds was already working intensively on the overtaking problem. Primarily with a view to 2021. In the period after the current Concorde Agreement, when commercial contracts and technical regulations expire, the great revolution is to come. But they did not want to wait that long to make sport better. That’s why they tried hard to make changes for 2019.
Not an easy undertaking in Formula 1. At the end of March, Symonds presented the changes he had worked out with his team and the FIA to the teams. Time was short because after April 30 changes are only possible unanimously. The proposals were roughly outlined: A simpler but larger front wing. In addition a simplification of the brake ventilation and slight changes at the rear wing. All teams were given additional computing capacity to simulate the proposals without having to sacrifice terraflops for their own development. Eight of the ten teams accepted the offer and simulated diligently. Although it didn’t look as if the teams would support the changes shortly before the vote, there was a little Formula 1 miracle. The majority could actually get themselves to vote for the adjustments in 2019.
Front wings will be simpler in 2019, but bigger
The basic framework for the new rules was thus in place. However, the exact elaboration still took weeks and months. The rules guardians wanted to minimize the risk of loopholes. Therefore, even after the vote, there were numerous meetings in which the exact wording of the regulations was worked out. The only important thing was that the basic framework was in place by the end of the deadline. Race director Charlie Whiting can also clarify the subtleties, the interpretation of the rules, with technical directives if the teams are not able to reach a unanimous decision. Of course, this is not possible with dimensions – they are clearly defined by the regulations.
The biggest change concerns the front wing. The complex structures of countless elements are a thing of the past. Between the neutral zone – which still ends 250 millimetres from the vehicle centre axis – and the front wing end plates, there will only be five individual segments from 2019. All superstructures mounted on the normal elements are prohibited. This is a serious cut because it was precisely this complexity of the front wing that fought the air turbulence around the front wheels. Even the simplest solutions of the current wings already show five main elements branching off into at least eight smaller elements. In addition, all teams have complex superstructures.
At the same time, the end plates are real works of art. This is where the new aerodynamics rules also apply the red pencil: they must be kept very simple and may point outwards at an angle of no more than 15 degrees. For this purpose, the vertical guide plates under the wing are limited to a maximum of two elements.
A 2019 front wing from below: Only two vertical deflectors left
For the same reason, brake ventilation is also simplified. In recent years, they have been used less and less for their actual purpose – namely to provide cooling air to the brake. Instead, they created turbulence to eliminate the aerodynamically negative effect of the front wheels. The blown wheel hubs were also on the cars – they are now also prohibited.
All these changes ensure that not so much swirled air is directed around the car, but at the same time it worsens the air directly behind the car. To cushion this effect, the rear wing dimensions are slightly adjusted. It becomes 100 millimeters wider, 70 millimeters higher and 100 millimeters lower.
The 2019 regulations are ready? Not quite. The purpose of the regulation revolution of 2017 was to make cars faster again. So now you’re restricting aerodynamics again and slowing down the cars again? Yes, the cars will lose performance due to the changes. A part of it is compensated however by the fact that the front wings become wider. In the future, they will span the entire width of the vehicle, which means they will be 20 centimetres wider than before. They will also be 2.5 centimetres higher and 2.5 centimetres lower. This increases the area with which downforce is generated.
Even though we’re going down the performance level. “We’ll lose about half to a third of the performance we gained with the 2017 rule change,” said Nikolas Tombazis, FIA Formula 1 Chief Technology Officer, Motorsport-Magazin.com. “We expect to lose about 1.5 seconds, but it’s difficult to predict exactly because we don’t know the development of the teams. But we’ll definitely lose performance.”
At least that’s what the first simulations said. In the meantime, the teams have already found performance again under the new regulations. “Our simulations show that we will start at least with the same downforce level as in Barcelona this year,” reveals Red Bull’s motorsport consultant Dr Helmut Marko. The Graz native doesn’t like the new rules at all: “That’s a cost factor of 15 million! And it’s not foreseeable that this will make overtaking easier.”
But Tombazis takes the wind out of the sails of the critics: “The probability that things will get better is high. There is also the probability that we will only do it a little better. But the probability that it will get worse is, in my opinion, close, if not zero.” Even though time was limited, apart from the aerodynamics revolution of 2009, according to the FIA, no rule change involved more research than this one.
Overtaking problem 20 percent better in 2019
Nevertheless, accurate forecasts are difficult. How can success be measured? The topic is complex here as well: time distance, spatial distance or overtaking manoeuvres? The simulations are about distance. Depending on the distance behind the car, the air is swirled differently. 20 meters behind it the effect is huge, 40 meters behind it it it gets a little better. The new rules should result in slight improvements in all areas. “If a car with a certain performance advantage can now drive one second behind the car in front, it will probably be 0.8 seconds behind in 2019,” Tombazis believes. “With a similar loss in performance, he’ll be able to follow a little closer.”
The new face of Formula 1: wider, but less complex
At the same time, the DRS effect increases. The upper flap may now fold up 8.5 instead of 6.5 as before. The artificial overtaking, of all things, should become even easier? No, there is only more room for manoeuvre. On routes like Melbourne, the DRS zones will become more effective and overtaking manoeuvres will become possible in the first place. On routes where the DRS effect was already large enough, the zones can also be reduced in size. For this reason, there are separate simulations for each route. “There are routes where overtaking is never easy. Barcelona, for example. It’s about making it possible there,” explains Tombazis.
Are the 2019 rules already an outlook for the time after 2020? The answer is no. Initially it was only a question of implementing the findings. However, the framework for implementation was extremely limited. After the rule change in 2017, the teams did not want the next revolution after two years. That’s why they only took on areas in which positive effects could be achieved with small changes. It is detailed work. For 2021, on the other hand, Formula 1 will be put to the test. There are no bans on thinking. Even if 2019 is not yet an outlook, the new rules will at least show whether research can be trusted in reality.