Racecar Engineering – September 2019

(Joyce) #1
SEPTEMBER 2019 http://www.racecar-engineering.com 17

‘The wind tunnel hardware development
was ongoing anyway ahead of 2019, but we
changed some methodologies,’ says Egginton.
‘Without giving too many details away there
are a number of metrics you look at when
developing the Formula 1 car, for example you
might look at the amount of load you have,
and that has a set of metrics which quantify
whether a new part is working. It lets you see
what parts of the aero map are influenced in
terms of load and drag. Well we totally revised
all of that, asking ourselves how do we want to
change the way we look at things in the wind
tunnel so that those metrics better reflect what
we are seeing on the race track.
‘We developed a number of new metrics
which allow specific areas of the car’s
aerodynamic performance to be tracked and
evaluated,’ Egginton adds. ‘Doing this has meant
that we have lost our direct comparison with
last year. That reference was gone because the

way you are capturing the numbers is different,
and so not directly comparable.
‘Despite this we felt that this approach
gave us a better opportunity to develop the
car,’ Egginton says. ‘It is specifically effective on
certain circuits, so rather than just aiming at just
putting more load on the car we would be able
to focus on a specific scenario, like low speed
and high yaw, for example, and we made a lot
of changes in the background to do that.’

Metric measures
Like every major racing team in the current
era Toro Rosso is not solely reliant on its wind
tunnel for its aerodynamic testing, and it also
utilises a very advanced CFD cluster, as well
as full scale track testing, and these areas
have both also been influenced by this new
development methodology.
‘From the changes we made to how we
work in the tunnel, we came up with a new

set of metrics on the way we look at CFD, and
in turn we can use those metrics to develop
certain parts of the aero map,’ Egginton says.
‘Aligned to that, in testing we have done a lot
more running of pressure tap rakes on the car
and that is feeding back a lot more into the
aero development process. This all allows us
to identify an issue and then get something
on the car to resolve it as opposed to building
up a package of parts and introducing them
all at once. Doing it this way means that we
know where we are the whole time. It’s great
if you can bring a big update package, but if it
does not work it can be quite challenging to
work out what the issue is. This sort of rolling
update philosophy avoids that and allows our
aerodynamic updates to be better targeted
against specific identified needs. The belief
is that these changes will have reduced the
probability of any updates not delivering what
we expect. But, of course, that is the target of

‘We have to avoid the

peaks and troughs in

performance that we had

with the STR13, especially

with the midfield battle

so tight this season’

The rear wing on the STR14. Toro Rosso has changed its aerodynamic development methodology this year

The STR14 chassis is all Toro Rosso but
there are a number of other parts that have
been bought in from sister team Red Bull
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