A Composite Rear Wing Of A 2012 Formula One Race Car Essay

Formula 1 is one of the world’s famous and the fastest auto racing sport cars. It has a single-seat and an open cockpit. The wheels are open, compounded by front and rear wings. They are known to move at a speed as high as 360 km/h while their engines are rated at 18000 revolutions per minute (RPM). This high speed has made formula to have global followers of more than 500 million people. Given they are designed to race at high speed, it calls for the need of the car to be as light as possible while still maintaining their safety standards. Moreover, they should also be strong enough to handle such high speed. There is no room for compromising these conditions and that is where the name ‘formula’ –a set of rules that all participants must adhere to, is derived. This is the reason why the mighty Formula 1 almost broke into a two tier championship in 2009 when the FIA president proposed cost-cutting measures like adjustable front and rear wings and a revolution limitless engine.
It is of great importance to closely look at the construction of the rear wing of a formula 1 race car. The choice of material should be keenly done in order to weigh as less as possible. Just like in plane where the wings are used to create an upward force, the wings in a formula 1 car are used to create a maximum downward force at a minimum drag force to keep the car on the track while not compromising their speed. This employs Bernoulli’s principle relating speed, pressure and force.
The rear wing should be made of carbon fiber. This is because carbon is generally light. Therefore, it will not compromise the speed of the car. The FIA sets the minimum weight of the car at 660 kg, the driver inclusive. However, some formula 1 cars are known to weigh as less as 440 kg, the driver inclusive. They attain the set standard weight by adding ballast in the car. Carbon is also not subject to rust given the fact that most of these race cars operate in humid environment such as Europe and the United States. Carbon is also strong enough to handle the high speed of these cars. On the other hand, carbon can be made smooth and fine. This reduces friction due to turbulence. Prior to the 2011 season, the FIA required the wings to be rigidly fixed to the chassis. However, adjustable rear wing is now allowed. The drag reduction system (DRS) should be employed. This system reduces accidents and the effect of turbulent air when overtaking. On straight tracks, the DRS should deploy to open the rear wing for higher speed. The wing should close at the touch of the brake. This will facilitate a minimal gap between the lower and upper wing element even at high speeds. For the layups, spars can be used. Carbon triangles at the bottom and top are more efficient. The leading edge of the lower element should have a W-shape while the trailing edge of the upper element should have two V-cuts. On the other hand, the endplates should include four slits. This will reduce the vortex from coming off the outer extremities of the rear wing. The wings should be made extremely thin while still retaining their aerodynamic shape to reduce air friction and turbulent at high speed. The car should be in a position to develop a lateral cornering force of about 3.5 g. At such cornering force, the stress on the wing due to atmospheric pressure from above is very high. The wing should therefore be strong enough to avoid breakage. This means that theoretically, the car will be capable of moving upside down at high speeds. The rear of the car should be made as narrow and low as possible to reduce drag and make the amount of air available to the rear wing maximum. The wing should be highly sculpted and fine-tuned. This high-tech in design should enable the car to attain a down force: car weight ratio of 2:1 at a speed of about 190 km/h.