F1, wet weather package: issues with flow field to produce Spray Guards

Formula 1 is undergoing continuous evolution. Changes have been the order of the day for a while now, even when they’re objectively unnecessary. Max Verstappen knows this well, being far from pleased with the direction the pinnacle of motorsport is taking. All in the name of the much-desired spectacle. Because, let’s be frank about it: at times, the Circus turns into a “Circus,” trying to create artificial situations to attract as much audience as possible.

Recalling the various measures to enhance the show is unnecessary; we know them well. These actions do everything but uphold the principles of Formula 1. Among the various novelties to be proposed in the near future, Pirelli is studying a new wet weather tire compound. We’re talking about the “Intermediate Plus.” Theoretically, this new tire will retain the characteristics of the green-banded tire and will be oriented more towards wet conditions.

The intention is to cover a significantly broader range. The aim is to offer drivers better visibility and, at the same time, widen the setup window for ground-effect single-seaters in heavy rain conditions. All of this with the support of the latest “wizardry” developed by the International Federation: the spray guards, aerodynamic appendages that should significantly mitigate the water spray lifted by the cars during their movement.

F1: Defining the Spray Guards
The project that the FIA is trying to optimize has proven to be more challenging. Much more than what initial simulations had indicated. The goal is crystal clear: to allow F1 cars to run a race normally (or almost) when adverse weather conditions dominate a race weekend. Nevertheless, a fact emerges: containing nature is not always feasible, especially when you’re steering engineering marvels that are highly susceptible to external factors.

About nine months ago, the Wet Weather Package (WWP) project was launched. Former Ferrari man Nikolas Tombazis didn’t cover himself in glory in Maranello, and it doesn’t seem like he’s doing much better now. Just consider the various regulatory failures in recent years which, while aiming to achieve a target, often ended up achieving the exact opposite. According to information gathered by us, creating these wheel covers is driving the federation’s engineers crazy.

However, despite the current procedural uncertainty in Formula 1, the work program has been progressing relentlessly for several months. The goal of reducing the water spray lifted by the cars in wet conditions by 50%: a milestone that would allow the cars to run freely during all sessions, not leaving the audience high and dry after spending hours in the stands without being able to witness what they’ve paid generously for.

All of this, of course, with the help of the Italian tire supplier, who will need to demonstrate their ability to provide tires capable of managing the tedious and crucial phenomenon of aquaplaning. The challenge is just beginning, and in a sense, it stands as an evolutionary step that could indeed change things. Surely, the issue of reliability must be properly addressed, avoiding dangerous scenarios that could jeopardize the safety of the drivers.

F1: Underestimated Technical Challenges
After studying a specific version of the spray guard using CFD (Computational Fluid Dynamics), the technical department of the International Federation decided to explore other solutions that, according to what has been reported by Formula One Technical Analysis, should be tested during the last races of the ongoing year. By doing so, the goal is to build “real” data collection directly on the track. Subsequently, after analyzing it thoroughly through the customary cross-comparisons with values obtained from calculations, the long-awaited aerodynamic appendage will be validated.

In this process, apparently, although the shape of fluids in such conditions is currently known, what’s still unclear and delaying the process is the quantity of water droplets inside the flow field generated by the cars. The principle is very complex, and as a result, its management is equally intricate. In this regard, a “curiosity”: the attempt to reduce turbulent wake to aid overtaking has, in practice, worsened the administration of the spray.

Resolving this issue is still far away for a very specific reason: attempting to restrain diffuser work to minimize the raised water plume would significantly compromise the aerodynamics of wing cars. This factor once again emphasizes how the new regulations that came into effect last season were not thought out well. On the contrary, several unexpected technical aspects emerged. Hiding behind statements like “not many engineering projects work perfectly on the first attempt” might be acceptable if these considerations had been taken into account in the regulation design phase.

Unfortunately, it didn’t happen that way, and the reason is quickly explained: there was too much feverish pursuit of themes that are important for entertainment but not as crucial. Or at least not as much as technical matters and all that follows. “We want to continue improving the sport,” says Nikolas Tombazis, the project supervisor. Undoubtedly, the desire is sincere. But perhaps, as mentioned, to do so, we should start considering arguments that are more relevant and factual.