Road Car Aerodynamics

DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
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
CONTENTS
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
ELEMENTS OF AERODYNAMICS
AERODYNAMICS OF CARS
AERODYNAMICS OF HIGH-PERFORMANCE CARS
DESIGN TOOLS
AERODYNAMICS AT FERRARI AUTO
CONCLUSIONS AND FUTURE DEVELOPMENTS
Elements of Aerodynamics
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
AERODYNAMIC FORCES
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
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
DIPARTIMENTO
DI INGEGNERIA
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Origin of the forces: Friction over the body surface

Pressures on the body surface
FL = Lift
FD = Drag
FD = 1 V 2 S C D
FL = 1 V 2 S C L
Drag Coefficient
FD
CD =
1 V 2 S
Lift Coefficient
FL
CL =
1 V 2 S
DIPARTIMENTO
DI INGEGNERIA
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Boundary layers
At the wall the relative velocity
between fluid and body is zero
and a boundary layer develops
But if the Reynolds number Re is

high the thickness of the boundary
layer may be very small
VL
Re =
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Boundary layer separation

If the curvature of the wall is excessive separation may occur
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
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
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Examples of Aerodynamic bodies
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Examples of Bluff bodies
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DIPARTIMENTO
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 , ) p( x , 0 )
and that outside the boundary layer
a simple equation of motion applies
(potential flow equation)
r
2
V =
= 0 with
Inside the boundary layer the equations of motion
may be simplified, even if they remain non-linear
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DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
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
12
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Drag forces on aerodynamic and bluff bodies
FD
1 2V 2 L
13
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Flow around an aerodynamic body
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DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Flow around a bluff body
15
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Pressures on bluff bodies
CD = 2
CD = 1.2
Wake flow of two-dimensional bluff body
16
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
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!

17
Aerodynamics of cars
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
All cars are bluff bodiesbut not all with the same bluffness!
18
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
For all road vehicles:

The spent power is linked to the aerodynamic drag
and depends on the cube of velocity
P = FD V = 1 V 3 S C D
2
To decrease the aerodynamic drag implies

Decreasing the frontal area
Decreasing the drag coefficient
19
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Influence of Drag Coefficient on velocity
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DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
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
21
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Influence of Drag Coefficient on acceleration
22
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Brief historical overview
Jamais Contente of
Camille Jenatzy (1899)
Alfa Romeo of
Count Ricotti (1913)
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DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
The combined aerodynamic shapes of Paul Jaray (1921)
24
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Adler-Trumpf
1.5 liter (1934)
25
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
The ideal automobile shape of Schlr (1938)

26
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
K5 of Kamm (1938)
CD = 0.37
27
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Mercedes-Benz SSK
of Baron
Knig-Fachsenfeld (1932)
The record car

MG/EX181 (1957)
28
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Evolution of CD of cars
29
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
30
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
The Morel bodies
31
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
The Morel bodies
Base flow with concentrated vortices
32
The Morel bodies
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
33
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
The same phenomenon may

occur also for cars
CD = 0.55!
34
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
In the 70s several cars were Morel bodies
35
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
But then the lesson was learned
36
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
37
DIPARTIMENTO
DI INGEGNERIA
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Anyway
Certain cars were found to have a higher CD than expected
Investigation to understand the reason

38
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Effect of afterbody rounding
Analysed problem: Axisymmetrical body ending

with different radius of curvature, r/D
- Measurement of forces and pressures

39
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Effect of afterbody rounding
0.14
0.12
0.1
0.08
0
Natural trans.
Forced trans.
0.1
r/D
20 m/s
0.2
0.3
U = 50 m/s
0
0.1
r/D
0.2
0.3
A maximum of drag exists for a certain value of r/D

The phenomenon depends on geometrical and flow parameters
40
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Also in this case the lesson has been learned
41
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
One of the present cars

with lower CD
CD = 0.25
42
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Prototypes of cars with CD < 0.2
C.N.R.
Prototype
Fioravanti Flair
Prototype
43
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Several present production cars have CD 0.3
44
Aerodynamics of high-performance cars
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
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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DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
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
46
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Effect on breaking space
47
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Effect on maximum admissible turning velocity
48
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
In general cars tend to be lifting bodies

(upward vertical aerodynamic force)
This may cause even beautiful cars
to become potentially dangerous
49
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
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
50
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Generation of Aerodynamic Download

Added devices: wings, spoilers, etc.
High and concentrated load

Interference with the style and increased drag
51
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Wing wake drag
52
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
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.
53
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
SCHEME OF AERODYNAMIC DESIGN
Aerod. Specifications
Style
Definition
of the Body Shape
Aerodynamic Development
of the Underbody
54
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
The Influence of Aerodynamics on the Design of

High-Performance Road Vehicles - Part 2
Guido Buresti
Department of Aerospace Engineering
University of Pisa (Italy)
CONTENTS
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
ELEMENTS OF AERODYNAMICS
AERODYNAMICS OF CARS
AERODYNAMICS OF HIGH-PERFORMANCE CARS
DESIGN TOOLS
AERODYNAMICS AT FERRARI AUTO
CONCLUSIONS AND FUTURE DEVELOPMENTS
Design Tools
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Experimental techniques
Specific wind tunnels for automotive research
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Experimental Techniques
The Ferrari Gestione Sportiva wind tunnel
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
The Ferrari Gestione Sportiva wind tunnel
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
The Ferrari Gestione Sportiva small wind tunnel
Design Tools
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Numerical techniques
Numerical solution of the equations of fluid dynamics
(Navier-Stokes equations)
Basic method : Direct Numerical Simulation (DNS)
For typical application conditions DNS is not possible!
Reynolds-averaged Navier-Stokes equations (RANS)
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Numerical Techniques
Reynolds-averaged Navier-Stokes equations (RANS)

Commercial codes are used (FLUENT, STAR-CD)
Computing times: from a few hours to several days according to
complexity of configuration and available computational resources
Good qualitative results, and even quantitative, if codes are

validated with experimental data for the analysed class of bodies
A good aerodynamic competence is necessary
Good for comparisons between different configurations
Good indications on physical phenomena
Examples of RANS numerical results
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
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DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
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DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Analysis of download of a front F1 airfoil with

varying distance from the ground
CL
-1.5
-2
-2.5
-3
-3.5
-4
0.05 0.1 0.15 0.2 0.25 0.3 0.35 0.4
h/c
12
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Discretization
of vehicle and
computational grid
13
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Velocity magnitude
14
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Pressures
Streamlines
15
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
16
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
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DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Aerodynamics at Ferrari Auto
Aerodynamic evolution of Ferrari production cars
1976
1984
Data
7
1989
1994
1999
0.44
0.3
0.42
0.2
Cz
0.4
0.1
Cx
0.38
0.36
-0.1
0.34
-0.2
0.32
-0.3
308
328
348
355
360
18

184
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Aerodynamic evolution of Ferrari cars
kg
144
142
328
348
Upload
Download
308
355
360
-37
Lift Kg @ 300Km/h
-179
19
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Underbody and aerodynamic coefficients of F360 Modena
Ant: - 0.11
CCZZ ==--0.240
0.240
Post: - 0.13
CCXX== 0.335
0.335
20
Cooperation between DIA and Ferrari Auto
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Since 1989
Characterization of new wind tunnel
Solution of specific design problems
Involvement of DIA in the development and utilization of
new design tools
Since 2000 - General agreement DIA - Ferrari:

DIA is reference for research and innovation in aerodynamics
DIA directly cooperates in the design of new cars
Working tools:
Graduation theses on research topics of interest for Ferrari
Research contracts on specific problems
21
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
DIA cooperated in the aerodynamic design of:
550
360
Enzo
612
22
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Some topics:
Particular measurement methods
Direct measurement of vorticity
Surface visualization
Basic investigations of common interest

Wall effects in wind tunnels
Effects of afterbody rounding
Aerodynamics of wheelhouses
Common research project

Development of a numerical procedure for the optimized
preliminary aerodynamic design of new cars
23
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Type of Flow
Strong coupling
with underbody
24
DIPARTIMENTO
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AEROSPAZIALE
Nomenclature
Ceiling
Ceiling front fillet
Ceiling rear fillet
Back wall
Front ramp
Rear ramp
25
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Different types of wheelhouse were analysed for

different car attitudes relative to the ground
26
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Wind tunnel test campaign
27
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
RESULTS
Modifications to the geometry of wheelhouses were devised
which provided significant improvements
A strong correlation exists between wheelhouse geometry
and underbody aerodynamics
An improvement of the wheelhouses implies a careful

analysis of the flow on the car underbody,
specially of the outflow from the front wheelhouse
28
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Optimized aerodynamic design
Objective of an aerodynamic optimization procedure:

To devise a
NEW GEOMETRY OF THE CAR
MINIMIZING AN OBJECTIVE FUNCTION
linked to the car aerodynamic performance
TAKING A SERIES OF CONSTRAINTS INTO ACCOUNT:
Geometrical (style)
Aerodynamic
Technological
29
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Scheme of an optimization procedure

Final Geometry
and Loads
Geometric
Description
Output
Optimization code
Loads
Solver code
Grid
generator
Mesh
Optimization
Loop
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DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
The evaluation of the aerodynamic loads

must be repeated many times
The aerodynamic solver must be unexpensive
as regards computational time, but sufficiently accurate
It is impossible (for the moment) to use codes for the solution
of the Navier-Stokes equations (even RANS)
Modified potential methods

31
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Potential methods
Are much less expensive than RANS methods, but in
principle may be applied only to aerodynamic bodies
However
Investigations carried out by DIA showed that

they may be used also for car shapes
if the flow is attached until the body rear base and if the
effect of the separated wake is adequately taken into account
The wake is modelled as a suitable continuation of the body

(wake model)
32
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
33
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
The car surface

is divided in two parts
forebody
base
A fictitious afterbody
is evaluated, using the
wake model
Computational body
The computational body is:

the forebody +
the fictitious afterbody
34
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
A WIND TUNNEL EXPERIMENTAL CAMPAIGN

WAS CARRIED OUT TO VALIDATE THE PROPOSED
SIMPLIFIED LOAD EVALUATION PROCEDURE
The shape and dimensions of the model were such that it
could be considered a normal production car in 1:2.5 scale
35
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Validation of the computational code

Experimental
cp
yy
HIPEROAD
1000
800
0.5
600
0
400
-0.5
-1
200
-500
500
1000
x (mm)
The comparison is very good

The agreement extends to the end of the body, showing that
the wake model works adequately
36
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Validation of the optimization procedure

OBJECTIVE FUNCTION : VERTICAL LOAD
CONSTRAINTS:
Maximum aerodynamic drag

Maximum displacement
(3 cm in real scale)
The potential code with wake model was used

THE WHOLE OPTIMIZATION PROCEDURE
REQUIRED A ONE DAY WORK
37
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Comparison between original and optimized models
Original
Model
Optimized
Model
38
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Validation results
Wind tunnel experimental data
Basic Geometry
Cz
Cx
0.176
0.185
Optimized Geometry
0.141
0.181
Load variations @ 280 Km/h
Fz = - 28 kg
16 cm x 1.5 m
Wing
Fx = - 3.5 kg
3 HP
39
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
The aerodynamic optimization procedure has been introduced in

the standard design process of the new Ferrari production cars
Style proposal (Pininfarina)

Analysis with optimization procedure (Ferrari)
Modification proposals
New style proposal
Model construction and wind tunnel tests
Approval
40
Conclusions
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
The synthesis of all the Ferrari aerodynamic know-how
Ferrari Enzo
Cz -1.0
41
Conclusions
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
The cooperation between DIA and Ferrari has produced:

Increase in the Ferrari internal know-how and consequent
direct involvement of Ferrari in the styling process of the
new production cars
Introduction at DIA of new basic aerodynamic research
activities with applications in the automotive industry
Opening of new occupational perspectives for graduated students
The expected future:

Increased direct involvement of DIA in the design process of
new production cars
New interesting research topics
42
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Conclusions
A good aerodynamic design requires:

High basic and specific aerodynamic competence
Search for physical comprehension
Capitalization of acquired know-how
Integrated design (team work):
Clear and realistic definition of the aerodynamic specifications
and of the technological and style constraints
Strong interaction between aerodynamic, style and production
departments since the initial stages of the design process
43
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
Future developments
Some future research topics:

Increased know-how on the use of CFD (Navier-Stokes
solvers) and their introduction in the optimization process
Aerodynamics of cooling systems
Increased understanding of and development of methods for
the useful management of:
- base flows (base drag)
- locally-separated flows and vortical structures
- interference effects
to produce
know-how
to be used
when needed
for new styles
Study of non-conventional configurations

44
DIPARTIMENTO
DI INGEGNERIA
AEROSPAZIALE
THANK YOU FOR

YOUR ATTENTION!
45

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DIPARTIMENTO

The Influence of Aerodynamics on the Design of

KTH Stockholm, 19/3/2004

KTH Stockholm, 19/3/2004

THE AERODYNAMIC FORCES ACTING ON A BODY

GEOMETRY OF THE BODY

MOTION OF THE BODY

CHARACTERISTICS OF THE FLUID

Origin of the forces: Friction over the body surface

KTH Stockholm, 19/3/2004

But if the Reynolds number Re is

KTH Stockholm, 19/3/2004

Boundary layer separation

KTH Stockholm, 19/3/2004

Aerodynamic classification of bodies

KTH Stockholm, 19/3/2004

Examples of Aerodynamic bodies

KTH Stockholm, 19/3/2004

Examples of Bluff bodies

KTH Stockholm, 19/3/2004

The complete equations of motion (Navier-Stokes equations)

For aerodynamic bodies a simplified procedure may then

This is not possible for bluff bodies!

Drag forces on aerodynamic and bluff bodies

KTH Stockholm, 19/3/2004

Flow around an aerodynamic body

KTH Stockholm, 19/3/2004

Flow around a bluff body

KTH Stockholm, 19/3/2004

Pressures on bluff bodies

Wake flow of two-dimensional bluff body

KTH Stockholm, 19/3/2004

The aerodynamics of bluff bodies is often not obvious

It is important to understand physics in order to control it!

KTH Stockholm, 19/3/2004

For all road vehicles:

To decrease the aerodynamic drag implies

Influence of Drag Coefficient on velocity

KTH Stockholm, 19/3/2004

Aerodynamic Drag Force

Influence of Drag Coefficient on acceleration

KTH Stockholm, 19/3/2004

Brief historical overview

Brief historical overview

The combined aerodynamic shapes of Paul Jaray (1921)

KTH Stockholm, 19/3/2004

Brief historical overview

KTH Stockholm, 19/3/2004

Brief historical overview

The ideal automobile shape of Schlr (1938)

Brief historical overview

Brief historical overview

The record car

KTH Stockholm, 19/3/2004

KTH Stockholm, 19/3/2004

KTH Stockholm, 19/3/2004

The Morel bodies

KTH Stockholm, 19/3/2004

The Morel bodies

Base flow with concentrated vortices

KTH Stockholm, 19/3/2004

The Morel bodies

KTH Stockholm, 19/3/2004

The same phenomenon may