Due to the impact of Carlos Sainz against the obstacles at the corner of the swimming pools we managed to take pictures of the underside of the Ferrari SF23.
During the FP2 qualifying for the Monaco GP, Carlos Sainz crashed into the barriers at the pool side exit. Car recovery at the Monaco circuit is (almost) always done via the use of a tow truck. This allows, once the car returns to the pit lane, to have a short time and the lowest visible. Below is the area of the car that teams want to keep as private as possible. In fact, it is right under the car that a large aerodynamic load is created and, with the new regulations, Venturi channel profiling is important. Under Ferrari SF23 has simpler shapes than RB19, let’s know in detail.
Focus many heads the lower from the outside to the inside, it is possible to notice how in the communication of the sponsor vgw to play both have internal appeal. The purpose of this solution is twofold. There wake up caused by tires the front is coming removed more efficiently. In addition, the part just after the door is narrow, which accelerates the flow of air under the car. The following three headings are parallel to each other. The function is to direct the air flow towards the wing of the floor edge and then create a small aerodynamic skirt the lower sides itself.
Read also: F1 | Red Bull RB19: Here’s the first image of the car’s dominating underside
The central canal, on the other hand, widens as the multiple heads extend in a longitudinal direction. It is in this area of the car that (exactly) aerodynamic load generated essential for ensuring the speed of F1 cars through corners unmatched in other motorcycle categories. The next area is the diffuser, whose function is to reduce the speed of the flow and restore the pressure difference between the outside environment and the floor of the car. The method of transmitter work is base both for control of incoming air flow from bulkheads and all for amount of deficiency arising.
The bottom of SF23 presents, in its central part, the first rectangular dimension. Later this increases gradually and, unlike Red Bull, there is no rib on the face itself. This solution has been seen since last season on the RB18 and allows the generation of vortices necessary for enhancing the flow under the car.
Compared to Red Bull
In comparison with the RB19 bag, it can be seen that these two are completely different. Indeed, most of the headers used by Red Bull have an undefined outer curve. They first spread in a (nearly) rectangular direction, then have a final non-constant radius. There air mass below the car is coming handled separately and, in this, the vortices predicted by Red Bull engineers also cooperate. The dual T-tray, present on the F1-75 but not used on the SF23, is retained on the RB19. Additionally, the ribs on the lower surface are reproduced. Their goal is to strengthen the flow to avoid its separation.
To look floor edge wing used by two cars, once again we see completely different form. Ferrari once again favors more complex and linear shapes. Red Bull, on the other hand, uses different aerodynamic attachments. Perhaps, the idea of the engineers of Red Bull is to want to produce stronger vortices to interact with the wake of the rear tires.
Read also: F1 | Mercedes W14 – Photo gallery of all the updates brought to Monaco
Since last season Red Bull has been able to make a car protection against looting thanks to the effective suspension and thanks to the lower part of the car that delayed the matter at higher speeds. The updated car until the 2023 season is still the benchmark of the category and the many details below are certainly not accidental. RB19 offers the best inside competition and on tire managementareas where every element of the vehicle must interact perfectly to provide maximum performance.
It is necessary to remember how to flow management under the F1 car of both difficult interpretation without using CFD and/or simulation data. However, it is possible to make assumptions based on theoretical knowledge.
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