Research

Graph showing lap time as downforce increases, assuming drag stays the same

Optimum lap trends, shows that graph is almost linear, meaning big gain in drag for small
downforce can work for lap time. Not seen are consequences such as efficiency loss and so forth

Vehicle

CPP 2012

CPP 2012 Aero

Change

Lap Time
(seconds)

64.46

58.12

-10%

Percent
Accelerating

42.09

48.17

14%

Percent Braking

13.94

12.41

-11%

Average Speed
(KPH)

69.37

77.72

12%

Highest Speed
(KPH)

114.53

120.94

6%

37.12

33.75

-9%

Max Lateral
Acceleration (G)

1.73

2.8

62%

Max Longitudinal
Acceleration (G)

1.27

1.39

9%

Max Longitudinal
Deceleration (G)

-2.12

-3.86

82%

Lowest
Speed(KPH)

Optimum Lap simulation of car with aero. Good for trends, not for hard numbers. Trends
are noteworthy

Top Line is S1223, second is S1223-RTL then S1221 then E387 and FX 63-137

Selig S1223 airfoil shown with top surface highlighted

Design

Aspect ratio change for 2014. Increases downforce from 20% from 80 lbs to 100 lbs.

Endplate gurney/leading edge gurney of various lengths. Longer endplate gurney helped but not
as much as full wing

Pressure contours. Smaller endplate. Higher to account for dive and scraping

Downforce/Drag velocity sweep.

Compares force of horsepower to drag

Maximum horsepower is 85, so theoretical top speed is 87 mph. brings up ideas of adjustability

Over half of Accel event is run at speeds where drag takes considerable horsepower (At least 10% of 85)

Equation for the Horsepower Force vs Drag Force graph

Horsepower = (Force) (Speed))/ (375))
Horsepower = 85 hp
Force = ((375) (85))/ (Speed)
Force = 31,875 / (Speed)

Equation for Horsepower lost to drag

Total drag=.5(rho) (V^2) (Cd) (S)
Hpdrag = Total Drag (V^3)/ (375)

Adjustability
Front wing mounts

Adjustability for 0, 15, 20, 25 AoA

Stock is 20
25 is pushing AoA

Rear wing mounts

Tie rods
Can adjust up to three degrees (Mainly makes wing straight)
Tension Cables
Adjustment Tabs on Endplates
-Adjusts AoA to 13 degrees, gaining 5 horsepower
- Lowers Cd from 1.17 to 1.00, a change of 15%
- Cl change is 2.38 to 2.56, a change of 7% HOWEVER, downforce does not
help during accel because max tractive force is required at launch, where there is no
downforce from wings.

Total Adjustment
0 AoA in front with 13 AoA in rear, car gains 13 horsepower at 60 mph,
important during accel.

2013 concept CFD with both flat wings. Would gain 20 total horsepower
at 60, but does NOT comply with rules. Wing elements are highlighted

Five million cell polyhedron mesh. Tires and ground capable of

representative movement.

2013 nosecone compromises

-Compromise of Three Features
1. Visibility/Drivability
Positive

Negative

A low, short, and sloping nose gives

the highest visibility directly in front
of the car
A shorter nose is less likely to collide
into cones

Sloping creates upwards lift

A short nose tends to have abrupt
transitions from front to sides which
creates more drag

2. Aerodynamic Downforce
Positive
Negative

A high nose allows for air to be

funneled underneath the car and into
a diffuser
A high nose creates less to no lift

A high nose blocks the driver's

frontal view

3. Aerodynamic Drag
Positive

Negative
A long, streamline nose creates less
drag

Cone

A long, streamlined nose can be

heavier or less rigid
A long, streamlined nose gives low
visibility directly in front of the car

Lift[lb]

Drag[lb]

Flat Nose

1.6

6.3

High Nose

1.9

6.8

Low Nose

2.9

6.5

Velocity for all runs were at 40 mph.

Reasons for 2014 Development

-Smaller Frontal Area
- Slimmer chassis allows for slimmer bodywork
- Smoother transition from minimum front nosecone radius
-Various Aero Benefits
- Larger wing area generates more downforce

5% improvement, increasing downforce by 5 lbf in CFD.

- Original design encourages diffusers,

-Cooling integration
- Uninhibited, directed flow leading to the cooling duct

Manufacturing

Three pictures that represent the life cycle of a carbon part. Foam plug, fiberglass mold, then final carbon
Part. Carbon structure is structured 0-45-HONEYCOMB-45-0. Uses Nomex honeycomb core.
BODYWORK: 2x2 Twill to conform to curves

Testing

Tufts on a wing in straight line

Tufts on a wing mid-corner. Shows how giant endplates can cause adverse effects on flow

Straight line run with aero

Straight line run without aero

Linear Potentiometer raw data and filtered data. Note: Messed up motion ratio at first and moment from
drag.

Aerodynamics and
Bodywork

Danny Jierian
Caleb Duescher