Ferrari 499P, the development of the Maranello Hypercar’s aerodynamics

From the theoretical study and virtual simulations, from the wind tunnel through to the processing carried out in the Maranello simulator and the track tests, the design process of the aerodynamics of a racing car like the Ferrari 499P is a complex team effort. This commitment lasted for over 22 months and 3000 hours of testing, “including calculations, tunnel, full-scale and track tests,” explains Stefano Carmassi, Endurance Race Cars Programme and Technical Manager.

The physics. The path taken by the Ferrari technicians was fascinating and complex, revolving around three pivotal points. “The idea behind the aerodynamic concept of the 499P,” explains Carmassi, “was to create a car with consistent, attainable and versatile performance.” Three decisive factors make performance reproducible, predictable and adaptable to all types of World Endurance Championship circuit.

Mauro Barbieri, Endurance Race Cars Performance Simulation and Regulation Manager, considers aerodynamics one of the decisive factors in ensuring high performance in modern racing cars. It is a mysterious world for some, yet fascinating due to all its connected developments. “Aerodynamics is the science that studies the interaction between air and car,” Barbieri begins. “In practical terms, the air is used to generate forces that help give the car more grip and thus more speed when cornering.”

Given the limits imposed by the FIA World Endurance Championship’s technical regulations, the engineers have a twofold goal: to minimise the drag force and maximise the downforce. To achieve the best result, both the wind tunnel study and the study with CFD (Computational Fluid Dynamics) count. The data from these studies was used to identify the factor on which to work on track to optimise the car’s performance. Indeed, the regulations allow the use of what is known as an Adjustable Aerodynamic Device, which Barbieri explains in detail. “It is a component that can be adjusted to change the downforce and, consequently, to distribute it between front and rear. In our 499P, this lever is represented by the rear wing.”

Simulator. The development path exploits the potential of electronic instruments and the Maranello simulator, in particular. “The sim allows us to go into more detail than off-line simulations,” explains Barbieri. Driver feedback and opinions are also essential to understand the areas for improvement and how best to solve problems and boost the car’s performance. This work, which takes place in the simulator, is organised in parallel with the work in the wind tunnel. “The development in the sim,” says Barbieri, “was coordinated with the aerodynamics team so that each tunnel session was followed by one in the simulator.” This way of working makes it possible to check whether each evolutionary step produces the expected results.

Opposite poles. The 2020 FIA WEC calendar includes seven rounds on very different types of track. Le Mans and Monza are synonymous with speed, while other tracks feature lower average speeds. “Two circuits are at opposite ends of the spectrum,” explains Barbieri. “At Le Mans, it’s all about the speed reached on the long straights, so you must look for a low downforce configuration with as little drag as possible. Bahrain is the opposite, a track with few straights that subjects the tyres to high stress, where we look for maximum downforce to improve the lap time.”