From track to wind tunnel: Ferrari’s challenge involves enhancing certain concepts. F1 is becoming increasingly technological and focused on simulation testing to reduce on-track testing costs.

The world of Formula 1 is becoming increasingly technological and focused on simulation testing to reduce on-track testing costs. For this reason, teams and drivers spend much more time in simulators to prepare the cars. In addition to simulation tools, teams use wind tunnels to verify the aerodynamics of the cars, with Ferrari set to introduce a version 2.0.

In recent weeks, there has been a lot of talk about Ferrari’s behind-the-scenes work to update the wind tunnel. This is a crucial facility for validating the CAD designs of the teams and has been a benchmark for technological level over the years. We are talking about the futuristic ring structure located outside the gates of the “new” Ferrari entrance. This closed-loop configuration allows the Scuderia to enjoy various advantages, including improved air flow quality and consequently a greater capacity for simulations. Indeed, in these facilities, it is easier to implement the famous moving belts and other elements to make the simulation as realistic as possible.

This is a fundamental requirement given the continuous reduction in available tests to try the cars in real conditions. For this reason, Ferrari, McLaren, Aston Martin, and many other teams are investing in their wind tunnels, despite the Budget Cap. It is an extremely powerful simulation tool, despite some speed limits imposed by regulations.

In recent weeks, Ferrari has been diligently working on its wind tunnel to try to refine certain concepts and introduce new ones. One of the most important is that of the moving belt, which, like McLaren, has been optimized to best replicate the conditions of the track, whether smooth or uneven. This intervention, if confirmed, would allow Ferrari to better simulate setups even on bumpy circuits like the 5.513-kilometre Circuit of The Americas in Austin through meticulous mapping.

The moving belt allows all teams to replicate “rolling road” conditions along with the wind movement impacting the car. The car model itself can move around its yaw axis (vertical). The belt, like the wind generated by the fan, can reach a maximum speed of 180 km/h and a maximum acceleration of 4.5 m/s². This speed fits within a series of restrictions related to the model’s movements, as specified in the sporting regulations.

The model’s wheels can rotate around their own axes.
The ground clearance and roll angle can vary relative to the ground plane.
The steering of the front wheels and the yaw angle relative to the airflow can be adjusted.
Changes in ground clearance at the front or rear axle must not exceed the equivalent of 0.033 m/s for a full-size car.
Rotation around the yaw or roll axes is limited to a maximum speed of 1.0 degree/second.

Among the other interventions completed by Ferrari, there may be new walls and a new ceiling to try to replicate as many conditions as possible. Additionally, as a closed-loop wind tunnel, the Scuderia may have implemented new management of the airflows entering the test chamber. All interventions aimed at managing and improving the cleanliness of the airflows impacting the car. However, air streams cannot be conditioned before impacting the car to avoid creating recirculating flows related to the ground or model.

Source: f1ingenerale