To become the fastest team in F1, you need to think more creatively than everyone else.
That’s exactly what helped the Red Bull team clinch the Constructors’ and Drivers’ championship in 2010.
We’ll explore the exhaust diffuser, an invention that, like many other brilliant ones, was short-lived but had a significant impact on the world of F1.
The era from 2009 to 2012 was an exciting one for all engineers in the F1 industry. In 2009, the dual diffusers were noticed for the first time, which have since improved even further in the aerodynamic aspect, especially thanks to Red Bull.
The 2010 RB6, in addition to the dual diffuser, had interestingly located exhausts. Adrian Newey, one of the brightest minds in motorsport, worked on this car. However, he faced significant demanding situations to solve some of the biggest aerodynamic problems.
Specifically, the unresolved aerodynamic factor was the dirty air that was created in the front wheels. This turbulent air adversely affects all the aerodynamic parts over which it flows. Keeping this dirty air away from the car is still an absolutely unsolvable problem.
As discussed above, the invention of the dual diffuser shifted the engineers’ attention to the rear of the car. They wanted to make the most of the use of a loophole discovered last year. However, the challenge posed wonderful difficulties for them that did not allow them to realize all the prospects of the dual broadcaster.
In addition, a turbulent air flow would enter the diffuser area, thus altering its efficiency. This occurs because the area where the car forces the air to move faster, creating a low pressure field. However, Red Bull engineers came up with a return to the designs from the 80s and 90s to solve this problem.
In the 90s, McLaren-Honda tested some attractive exhaust models. They placed exhaust outlets on the rear surface of the diffuser, “feeding” it with additional air. Note that the exhaust air is at the maximum temperature and velocity it carries. A lot of energy. From an aerodynamic point of view, this air makes the aerodynamic parts very efficient.
– Images from Formulers (@formulersimages) January 13, 2016
Red Bull’s engineering team has reinvented and implemented this formula in the RB6. Initially, Red Bull used the old RB5 exhaust formula, until the final day when they tried other exhaust positions. They even used stickers on the old exhaust pipe to hide their secret from other teams.
However, they were soon discovered and became a major topic among F1 engineers.
The last generation of cars had swing arms in the high position that allowed the exhaust to be underneath. This formula had several aerodynamic advantages, expanding its functionality that year.
– Box Box Box Gaming (@BoxBoxGaming) February 23, 2017
The hot air exiting the pipes at high speeds served as a boundary between the dirty air and the diffuser, preventing turbulent air from disrupting the diffuser’s airflow. Therefore, the diffuser functioned much more efficiently, generating more downforce.
One of the myths of the time was that the new exhaust position served to increase the temperature of the rear tires. While this would have arguably had a small impact, it wasn’t actually enough to drastically adjust the functionality of the sides. .
The problem with this formula is that it only works when the driving force is at maximum throttle, i. e. when the exhaust airflow is at its maximum. Renault and Red Bull had to find a solution to this problem.
Engineers from the powertrain segment came up with brilliant solutions, which were temporarily followed by other teams. There were two solutions: bloodless blowing and hot blowing.
Both answers concerned the maximum and continuous operation of the propulsion system. This means that it runs at maximum revs even when the engine presses the accelerator.
The first idea was for the engine to continue at maximum revolutions even when not under full throttle, essentially turning the motor into an air pump and pushing air through it, known as cold blowing.
Hot blowing was operated in similar situations but kept the fuel burning, giving even more power to the exhaust air. Engineers created a quick map of the engine that required it to stop air injection when the engine doesn’t press the throttle, resulting in delayed reactions. and the combustion of fuel in the exhaust branches out the engine.
Of course, this solution had a significant effect on fuel consumption and posed new challenges.
First of all, the temperatures and the engine were much higher, so Red Bull was unable to use this race strategy throughout the race. The most important thing for them is the merit they created in the standings.
For us enthusiasts watching from the scenes, the hot-blowing formula produced an incredibly loud sound coming from the cars, which we now miss.
Other teams quickly saw the positive aspects of the exhaust-blown diffuser and developed their versions.
Before the start of the 2011 season, the FIA replaced the regulations and explained the position of the exhaust formula differently. However, this has encouraged inventive minds to modify the regulations.
The most attractive concept came from the McLaren team, which placed the exhaust pipe right at the edge of the car’s floor.
The goal of this design was to create a barrier between the airflow passing under the car and the external air, isolating the floor and diffuser and making them work more efficiently by creating a lower pressure area.
– Gordon McCabe (@DrGordonMcCabe) November 17, 2021
However, this project never made it to testing due to significant temperature management problems.
Meanwhile, Red Bull has created another edition of its inventive system. This time, the wide, low exhaust pipe, located on the most sensitive surface of the floor. Like last year, its main function is to prevent dirty air from entering. the diffuser.
– Giorgio_piola (@Giorgio_Piola) June 6, 2018
Red Bull dominated that year, winning 12 races out of 17. Sebastian Vettel won his second championship and the RB7 car went down in history as one of the most dominant.
Of course, the exhaust formula wasn’t the only explanation for his championship win, but it contributed just as much as other components.
Stories like these are true examples of how creativity in high-tech like F1 can pay off.
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