Diffuser Design For PACE Global Formula One Racer

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SAE TECHNICAL
PAPER SERIES
2008-01-1835
Diffuser Design for PACE Global

Formula One Racer
Zhen Zhang and Zhengyuan Yang and Zhigang Yang
Tongji University, China
2008 SAE International Powertrains,

Fuels and Lubricants Congress
Shanghai, China
June 23-25, 2008
400 Commonwealth Drive, Warrendale, PA 15096-0001 U.S.A. Tel: (724) 776-4841 Fax: (724) 776-0790 Web: www.sae.org
Author:Gilligan-SID:13235-GUID:29563742-131.151.244.7

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2008-01-1835
Diffuser Design for PACE Global Formula One Racer

Zhen Zhang and Zhengyuan Yang and Zhigang Yang
Tongji University, China
Copyright 2008 SAE International
ABSTRACT
DISCRIPTION OF THE FORMULA ONE DIFFUSER
The detailed design process of the diffuser for a Formula

one racer is described. It begins with the study of overall
aerodynamic performance and follows the basic function
of the diffuser. And then forms the strategy for such a
diffuser which should perform the maximum downforce.
Then is the detailed analysis of diffuser by two different
methods of development. The small-scaled wind tunnel
data is presented, together with the CFD analysis,
describing the major consideration in using these two
developing methods and demonstrating the major
influence for the diffuser design.
The Formula One diffuser [2] is located on each side of

the central engine and gearbox fairing and behind the
rear axle line. As seen in Figure 1, the diffuser and skid
board (blue part) consists of many tunnels and splitters.
It is designed to carefully guide and control airflow
underneath the racecar.
INTRODUCTION
This paper is based on the Tongji University PACE
(Partners for the Advancement of Collaborative
Engineering Education) Centers 2007-2008 Project
Formula
One
Racers
Diffuser
Design
and
Manufacturing in PACE Global Vehicle Collaboration. 20
different universities all around the world design the
racer referring to the F.I.A 2009 regulation [1].
REVIEW OF AERODYNAMIC
FORMULA ONE RACING
PROGRESS
IN
Formula one racing is one of the most popular racing in

the world. And its technology is ever-changing since its
beginning. The winning factor is also changing
accordingly. In the past, the Formula one racer is
designed inside-out, the winning factor is the engine.
The team who designs the most powerful engine is the
winner. Ever since Louts added some aerodynamic
parts in the racer, the formula of winning has been
changing. It is rather an outside-in designing method,
which means now the most important thing is to achieve
a good aerodynamic performance. Even the engine
should be thinner to suit the need for that aerodynamic
performance [2].
Figure 1: Design space model for PACE Formula One racer
PRINCIPLE OF A DIFFUSER
Diffuser is an act of Venturi Effect [3], when an
incompressible flow through a restriction in a tube, the
flow will be accelerated and have a lower pressure. The
following CFD experiment will show this effect.
Figure 2: Velocity of flow in Venturi Effect, red is flow with faster

velocity and blue with lower. Flow enters from the left and leaves to the
right.

Figure 3: Pressure of flow in Venturi Effect, red is flow with higher

pressure and blue with lower
This is the reason a Formula Ones diffuser is designed

to accumulate the underneath air and accelerate it. This
process will cause a huge low pressure area under the
racer compared with the upper part of the racer. That will
provide a total negative lift force on the Formula Racer
to keep it stick to the ground, especially is needed when
the racer is cornering with an enormous speed.
Figure 5: The Formula One course in Shanghai (picture taken from the
website of www.17uc.com)
As shown in Figure 5, different from the NASCAR

course, which is only an eclipse, there are lots of
turnings and straight lines with different combination in
Formula One course, such as U-shape corner (T14),
Corner after a long acceleration (T13), continuous
corner (T1-4), corner before a long acceleration (T16 ).
So, without considering the height change during
cornering, the course could be conveniently abstracted
to two circles with different width between two straight
straps, shown in Figure 6.
Figure 4: The Bernoullis principle at the diffuser
DESIGN GOAL STUDY

COURSE STUDY
Each racer should be designed for a specific racing. And
the purpose for Formula One racing is not the top speed
or anything else, but only the minimum time of reaching
the finishing line [7]. And as Peter G. Wright, the
technical director of team Lotus, put it: Driving a car as
fast as possible is all about the maintaining the highest
possible acceleration level in the appropriate direction
[4], it is necessary to analysis at the first place in what
condition is the Formula One racer running in.
Here take Shanghai Formula One Course as an
example to analysis the design goal for the Formula One
diffuser.
Figure 6: A course model study
CORNERING ANALYSIS
By observing Formula One racing, we can find that there
are several different ways to turn the corner. One is to
go the shortest path by driving along the inner side of
the corner. Another is the out-in-out style, which takes
fully advantage of the width of the course by following
the red track line in Figure 6. These two are the most
common turning methods. And as long as the course is
wide enough, it is always recommended to take the
second method [7, 8].

Here is a basic analysis based on the abstracted course

model shown in Figure 4. As for the first corner, with a
wide track width, the racer could take fully advantage of
the width, so what the driver wants is maximum
deceleration to acquire the cornering speed as fast as
possible. And now slight under steering is preferred to
keep stability. When driving out of the corner, a slight
over steering is recommended to put the head straight
as fast as possible [8].
However, deceleration would cause the force increase
on front wheels and force decrease on rear wheels,
which is inclined to over-steering, and vice versa. F.I.A
[1] doesnt allow variable aerodynamic parts, so one way
is to use the position change of the body to the ground.
Obviously, the body will pitch forward while braking and
pitch backward while accelerating, so Tongji engineers
decide to analyze this kind of change.
spin. However, if the CofP is behind CofG (Figure 8-(b)),

then it would serve as a negative feedback which could
increase the ride stability. However, it doesnt mean that
CofP is the after the better, only a little behind is enough,
or it will cause too much under steering.
(a)
(a)
CofP is in front of CofG
(b)
CofP is behind CofG
(b)
Figure 8: Schematic of moment analogy of the relative position of CofP

and CofG
So CofP should be slightly behind CofG. So according to

the CofG of this years PACE Formula one racer and the
down force provided by other two major aerodynamic
parts, the diffuser should provide about 40% of the total
down force.
Figure 7: Schematic of force analogy when decelerating
As for the second corner, most drivers would choose to

turn it in a steady speed along the inner circle. No matter
what kind of corner, increasing the cornering speed is
always being sought; this requires the racer to acquire
high downforce with the change of ground clearance.
STRAIGHT LINE ANALYSIS
Straight lines are mainly about top speed, acceleration,
deceleration and stability.
From the formation
Fj = FZ j we can see that the
more downforce (Fz) the more torque engine could

provide ( Ft = Fj r , r is the tyre radius) which means
faster
speed.
However,
another
With the increasing of speed, the downforce of every

aerodynamic part increases and their acceleration rate is
not the same, which will cause the CofP to change.
Since the diffuser has higher efficiency than front and
rear wings, CofP will slide a little backward as the
increasing of speed. Thus one job is improving the
efficiency of diffuser at lower speed.
CAE ANALYSIS
The CAE analysis in Adams validates the requirements
above.
formation
of Ft = F f + Fw + Fi + F j , in which Fw = 1/ 2Cd A r ur
tells us that the increasing speed of drag force is far

more quickly than that of torture, or more precisely, not
in the same scale. So, the purpose is not maximum
downforce, rather the proper ratio of downforce to drag.
As for stability, one important thing is the place of CofP
(center of pressure) related to CofG (center of gravity).
Lets now make an analysis according to the situation
shown in Figure 8. If CofP is in front of CofG (Figure 8(a)), then if the some slip occurs and form some angle
between AB, which is the line of CofP and CofG, and the
direction of velocity, than the drag force would cause the
increasing of AC and serve as a positive feedback,
which would cause over steering or even make the racer
Figure 9: Course analysis in Adams

MAJOR INFLUENCES STUDY

Having had the requirement, or criteria, the next job is to
find out the design factors influencing the performance.
Two methods are taken here, start from a CFD
preliminary analysis for a basic idea and followed by a
wind tunnel experiment for a practical idea.
CFD PRELIMINARY ANALYSIS
This step explains with CFD results the importance of
the diffuser with a Formula One racer.
Figure 12: Pressure distribution along the length of a racer with diffuser
The pressure distribution indicates the negative life force

created by the diffuser is mainly acted on the 2.2 m to 4
m area from the nose point.
WIND TUNNEL TEST
Figure 10: Pressure on racer with diffuser, blue is low pressure area.
This is a diffuser with 900 mm length, 25 angle and a 50 mm ground
clearance.
From the CFD simulation, weve got an idea of the role

of diffuser. Then, here is a wind tunnel test to analyze
the outer field of one model Ferrari 248F1 racer (The
1:18 model is an official licensed product by Ferrari
whose license number is AN2737PS.) in an
experimental way; to systematically describe its unstable
variation characteristic by test and collect the transient
data, which provides the statistical ground for
understanding and designing the diffuser.
Facility and testing method
1. Small scaled wind tunnel
Figure 11: Pressure on racer without diffuser with a 50 mm ground

clearance.
The models are based on a PACE racer model

according to the 2009 Formula One Technical
Regulations.
It is showed in the above 2 plots that a racer with
diffuser has lower pressure underneath compared to one
without diffuser.
The CFD experiment result shows the lift force on racer
in Figure 3 is -1790N while racer in Figure 4 only is -401.
That the previous negative lift force is 4 times more than
the later one.
Figure 13: Small scaled wind tunnel

Basic parameters for the small scaled wind tunnel:

Scale
1:15
Testing room dimensionmm
1515x1185x820
(a)
Injection area (m )
0.12
Maximum wind speed (km/h)
170
Injection flow length (mm)
1160
Fan power (kw)
7.5
(b)
(c)
(d)
2. CPS-3303/C Multi Output DC Power Supply

CPS-3303/C (Figure 14) is an adjustable and portable
multi functional work station, which has two independent
output channels and one stable 5V DC voltage output. It
also has 3 modes of power output which are
independent, series and parallel connection. In this
experiment, positive/negative series connection power
output is chosen.
(e)
(a) mechanical scanner, (b) pressure sensor, (c) pitot tube, (d) channel
switcher, (e) code displayer
Figure 16: Main parts of the mechanical pressure scanner system.
In this experiment, a scanner with 49 pressure channels,

in which 48 channels are for pressure testing and one is
for output, and one pressure sensor is chosen. As driven
by the channel switcher, the scanner rotor sequentially
connects the testing point pressure with the pressure
sensor to switch the pressure channel. Meanwhile, the
code displayer will display the current pressure channel.
The digital signal which is converted by D/A converter
from amplified output signal is then transmitted to the
computer by USB2.0 interface and is saved. The
detailed mechanical pressure scanner system is shown
in Figure 17.
Figure 14: DC Power Supply
Figure 15: positive/negative series connection power output mode

1. Scanner
2. Pressure channels
3. Pressure sensor
Figure 17: Mechanical pressure scanner system
3. Mechanical pressure scanner system

4. Data collecting system
The mechanical pressure scanner system is major
consisted of mechanical scanner, pressure sensor, pitot
tube, channel switcher and code displayer (Figure 16).
The data collecting system is mainly consisted of

PAMP726-8/200 preamplifier, PMD-1608FS data

collector and PMD-1608FS data collecting system

program.
Figure 19: PMD-1608FS program interface of data collecting system
Experiment Process
Figure 18: PMD-1608FS data collector
PMD-1608FS data collector (Figure 18) is a data

collecting device compatible to both USB 2.0 and USB
1.1. It provides 8- channel 16-digit simultaneous analogy
input. The collecting rate of each channel is 50kS/s
(single channel), the full capacity is 100KS/s, the 32K
byte collecting rate could reach 200KS/s. In addition, it
also provides a 32-digit counter and a 8-channel digital
I/O.
Here is specification for PMD-1608FS data collector:
Dimension
3.1(L)3.2(W)1(H)
Input
Configuration
One A/D converter each channel
Channel
8 channels one end input
Convert
Accuracy
16-digit 1/65536 15-digit (no

miscode)
Input Range
10V5V2V1V
10 V
5.66 mV
Absolute
Accuracy mV
5 V
2.98 mV
2 V
1.31 mV
1 V
0.68 mV
PMD-1608FS system program (Figure 19) is specifically

written for the PMD-1608FS data collector. Its purpose is
to selectively collect and display the data according to
the demand of one experiment. While running, it
displays the real-time graph and save the data for data
processing.
This experiment is mainly consisted by three parts.

Former two are shown by data and the third part should
be observed by eyes.
1. The Cd, CL, and pitch moment
These three parameters, which are tested under the
wind speed of 0Km/h, 100km/h, 130km/h and 150km/h
(the speeds are controlled by the fan control software
shown in Figure 20) in the yaw degree of 0, show the
main statistics one need to know about the overall
aerodynamic performance of an Formula One racer.
The method is to test 100 values after the wind speed is
stable for 10 seconds.
Figure 20: interface of fan control software
2. The pressure distribution behind the racer

Take a square of 140mmX140mmX140mm behind the
racer to observe the pressure distribution of the flow
when leave the diffuser.
For the wind angle is zero and the distribution of left and
right is theoretically symmetric. Only half of the square is
tested. This method can also minimize the influence by
the mechanical pressure scanner system to the flow field.

Though we want continuous filed value, the scanner can

only test discrete points. Our method is to test one point
every 20mm the three directions, totally 256 points in the
square.
2. Results for the pressure distribution behind the racer

Through the experiment, we got the value for these 128
points.
3. Streamline around the body

Meanwhile, streamlines around the body should also be
shown so as to observe the characteristic to time of this
unstable filed.
The method is adhere some light colored strings on the
body and observe its behavior under wind flow. Figure
21 shows one instance of the observation.
(a) Pressure distribution on Plane of Y=0
Figure 21: 248F1 under test in small scaled wind tunnel
Experiment Results and data process

1. Results for Cd, CL, and pitch moment
After the experiment, three sets of data under the wind
speed of 100km/h, 130km/h and 150km/h (0Km/h is for
adjusting of the equipment) are taken; each data has
100 points respectively for three parameters.
(b) Pressure distribution on Plane of Y=20
So the data processing method is the average of the

100 values, which are shown below:
Cd
CL
pitch moment
100km/h
0.04857
-0.18205
-0.01161
130km/h
0.08877
-0.222
-0.01449
150km/h
0.15762
-0.33614
-0.01532
(Unit: N)
(c) Pressure distribution on Plane of Y=40

VISCOUS MODEL
Viscous Model: k-epsilon
Model Constants:
CMU: 0.09
C1-epsilon: 1.44
C2-epsilon: 1.92
TKE Prandtl Number: 1
TDR Prandtl Number: 1.3
(d) Pressure distribution on Plane of Y=70

Figure 22: Pressure distribution of the flow field behind the racer.
(Plane XZ is the symmetric plane and the coordination is right-handed.)
K-epsilon Model: Realizable

Near Wall Treatment: Enhanced Wall Treatment
Materials: Air
Density (kg/m3): 1.225
Viscosity(kg/m-s): 1.7894e-05
Boundary Conditions:
Inlet (m/s): 80
Temperature(K): 300
Ground (Moving Wall, m/s): 80
3. Results for streamlines around the body

The observation shows that the streamlines of the side
of the body is rather stable while those behind the racer
have obvious fluctuation, which the frequency about half
5 times a second.
DIFFUSER LENGTH
RESULTS VALIDATION
Length is calculated with reference to the nose point.
From the CFD simulation we can see that the situation is

quite different with and without a diffuser. The results
from wind tunnel test is not quite accuracy, due to some
reasons in which one major factor is the ground
clearance is to high and weakens the ground effect.
However, we can still get the general effect from this
experiment.
L (MM)
1400
1150
900
700
450
LF (N)
-439
-793
-1789
-343
-518
When length is a variable, angle is set to 25 and ground

clearance is set to 50 mm.
LF stands for lift force.

DIFFUSER ANGLE
From both CFD analysis and wind tunnel test, the design
factors are chosen. They are: diffuser length, diffuser
angle, and ground clearance.
When angle is a variable, length is set to 900 and

ground clearance is set to 50 mm.
DESIGN
Angle is calculated with the reference plane.
Then shall make clear what is the main factors that

influence the performance of the diffuser. Three major
variables are considered.
A()
35
30
25
20
10
LF (N)
+2030
-1257
-1789
-610
-2535
All of the below results are based on CFD experiment on

models with variables.
The results show that downforce increasing is not lineal
to the increasing of angle. This is because the vacuum
effect is not clear when the angle is too small, while if
the angle is too large, the air would split from the surface
which will weaken the effect. Thus one job of the diffuser
design is to find its limit angle.

GROUND CLEARANCE
When ground clearance is a variable, angle is set to 25
and length is set to 900 mm.
Ground clearance is calculated from the ground to the
undertray part of diffuser.
GC()
100
75
50
25
15
LF (N)
-1924
-2865
-1789
-1343
-82
Figure 25: Diffuser is very close to the ground, in order to get a precise
result; a good mesh shall be made.
Type
General
Base
Outskirt
LF(N)
-1556
-2023
-2478
RESULTS
To getting the parameters, the best way is to make them
change in the Fluent, and since you can write some
program in this software, it is easy to achieve that.
With a goal of achieving maximized negative lift force
and under the current model, each variable shall have its
optimized number, diffuser length is best near 900 mm,
diffuser angle is best near 10 and ground clearance is
best near 75 mm (in 2D analysis).
The CFD results shows with a correct structure of

diffuser, more air will be accumulated into a narrow
space for providing negative lift force.
The outskirt set is most suitable for getting the
maximized down force purpose.
REAR WINGS EFFECT ON DIFFUSER
ANALYSIS ON DIFFERENT CONFIGURATIONS

Here are three basic diffuser types: general, base and
outskirt, they are increasing complex models.
A Formula One racer has 3 major aerodynamic

components: diffuser, front wing and rear wing.
Following process analyzes the effect of rear wing on
the diffuser in 2 dimensional methods.
Figure 23 Diffuser base type.
Figure 26: Pressure analysis by diffuser with rear wing.
When a rear wing is incorporated, it will act with diffuser

to make a large area of low pressure not only
underneath the racer but at the back of the racer as well.
Figure 24: diffuser outskirt type.
All the three configurations are based on the 2

dimensional models same as these used in diffuser
variable analysis.

CONCLUSION
This study shows some methods in designing a
maximized negative force generate diffuser for a
Formula One Racer.
Figure 27: Pressure distribution on racer by diffuser with rear wing (in
2d).
The distribution of the negative lift force length does not

change much with the rear wing.
Rear Wing
With
Without
LF(N)
-4821
-1789
Under the same configuration, the total negative force

with a rear wing will increase about 2.7 times compared
with a set without rear wing.
FINAL RESULTS
Figure 14 shows the finished diffuser in this years PACE
Global formula project.
The major parameters chosen for 07-08 PACE Global
Formula Racer are shown below:
Diffuser length: 900mm
CFD is quite useful in quick making lots of 2D

models assessment to indicate a design direction.
In 3 variables that major affects the aerodynamics,
diffuser length and ground clearance is quite
sensitive to changes, while diffuser angle with a
steady variation. That means a little adjustment in
length and ground clearance will get a sounding
result of enormous increased down force. This area
is worth deeper investigation.
A good three dimensional diffuser configuration shall
be well proposed as the 3D CFD analysis needs
quite a lot of time. This process needs a lot
experience and related theories.
As for the aerodynamic parts, you cannot deicide an
influence of a part by its size; some small shape
changes will make a big difference.
One must view the part by a systematical way. In
this case, the front and rear wing and also the shape
will influence the performance of the diffuser a lot.
ACKNOWLEDGMENTS
The authors would like to thank Youfu Wang, Wenjun
Gu, Yingqin Zhang, Junhui Yu, Ningjian Wang for their
continuous support and effort on this project.
The authors would like to thank all the universities
involved in this project for their contribution and help,
especially BYU for leading the project and Hongik
University, Queens University and West University for
their collaboration.
The authors would like to thank the entire PACE
sponsors, especially GM, for providing the equipments
and arranging such an interesting project.
Diffuser angle: 10
Ground clearance: 75mm
The authors would like to also thank the substantial and

ongoing support of School of Automotive Studies, Tongji
University.
Flange type: outskirt
REFERENCES
Figure 28: The diffuser of the PACE Global Formula
1. F.I.A. Sport, 2009 Formula One Technical

Regulations.
2. David Tremayne, The Science of Formula 1
Design, Haynes Publishing
3. M. C. Potter and D.C. Wiggert, Mechanics of
Fluids,
4. William F. Milliken and Douglas L. Milliken, Race
Car Vehicle Dynamics, Society of Automotive
Engineers Inc.
5. , Fundamentals of Vehicle Dynamics,

6. Paul Van Valkenburgh, Race Car Engineering &

Mechanics,
7. Carroll Smith, Drive to Win,
8. Carroll Smith, Tune to Win,
9. Anderson, Fundamentals of Aerodynamics,
10. J. Blazek, Computational Fluid Dynamics:
Principles and Applications, Elsevier
11. O.C. Zienkiewics, R. L. Taylor, The Finite Element
Method Volume 3: Fluid Dynamics, Fifth Edition,
Butterworth Heinemann
12. Wordley, S.J., and Saunders, J.W., Aerodynamics
for Formula SAE: A CFD, Wind Tunnel and OnTrack Study, SAE Paper 2006-01-0808, 2006.
13. Wordley, S.J., and Saunders, J.W., Aerodynamics
for Formula SAE: Initial Design and Performance
Prediction, SAE Paper 2006-01-0806, 2006.
Zhengyuan Yang: youngzy@live.com

WEBSITE: www.pacetongji.com.cn
APPENDIX
Schematic of the Tongji small scaled wind tunnel:
CONTACT
Zhen Zhang: jacksonzhang@live.com

Diffuser Design For PACE Global Formula One Racer

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