From the very early testing, Ferrari understood that one of the weak spots of the F2012 was the exhausts. Due to new 2012 regulations all teams forced to move away the exhaust outlets from the floor level .However the ardent desire to take advantage of the exhaust blown effect yet remained strong and thus Ferrari designed the exhausts to blow through the zone between the rear wing endplates and the wheel . The hot emissions bent progressively downwards as they travel to the rear of the car and seal the diffuser sides improving its efficiency . Another interesting thing is the common bodywork opening for exhaust pipes and radiators cooling exit .
At least nine different configurations tested from Launch to Melbourne and are all summarized in the illustration above . The launch exhaust abandoned very quickly because it caused tarnished dots on the bodywork around the exhaust outlets,indicating overheating .Since then the exhaust zone suffered several changes before Melbourne . The revisions that took place include :
– Horizontally cut exhaust pipes ( specs B, C and D )
– Cuts on the bodywork ( specs C, D, E, F, G and H ) to both improve cooling and the strengthen the downwash effect of the emissions
– Carbon heat protective patches on the bodywork ( specs C, D, F, G, H and I )
– Shifting of the exhaust outlet angle initially upwards and then inwards
First steps in exhausts evolution obliged the team to even place carbon heat shields on the bottom outer surface of the rear wing endplates for protection. Finally numerous thermometer stickers placed on the suspension wishbones and car body to investigate overheating issues displayed by each different exhaust system tested.
The target for Ferrari with this continuous and frenzy exhaust evolution was cooling improvement, car protection from heat and rear down-force gains .Nevertheless the quest of extra more never fades away .
- First sight: Ferrari Revised Mugello Exhaust (scarbsf1.wordpress.com)
HRT moved so far (Launch to Bahrain) to up to four different F112 bodywork versions around the exhaust area to protect the car from heat . In extreme hot Bahraini conditions the black colored heat protective bodywork expanded down to the floor level . Even the team since Melbourne had the upper wishbone of the rear suspension wrapped in thin gold foils to reflect heat .
In addition to changes concerning C31 cooling, many other revisions took place on the car before Melbourne . The rear silhouette of the sidepod tunnels was heavily modified after launch at Jerez test . The new longer tunnels expand smoothly to reach floor level in a such way to guide more drastically the exhaust gases towards the inside area of the rear wheel profile and reach the diffuser . To enhance the effect further, a channel is sculpted behind the periscope exhausts and later at Barcelona test on February a vertical fence was added on the floor along the route of the hot gases.
Speaking for the rear floor morphology , it was reshaped twice with the first revision to take place at Jerez alongside with the sidepod expansion to the rear and the second revision at Barcelona on March with the trapezoid channel in front of the rear wheel to be replaced by a small duct .
A promising update for the team which took place also at Barcelona on March , was the connection of the sidepod panel to the chassis via a wavy winglet to force air flowing above the sidepod profile to follow the shape outline of the sidepod stronger and increase the downwash effect of exhaust gases to the diffuser .
Some interesting but important details on C31 are also the following
-a small duct , already present since launch , permits a small portion of air flowing under the floor to find exit above the floor level instead of bleeding to the sides .In some occasions the duct was partially covered with tape
– a cooling duct for KERS components is spotted at left side only of the sidepod bottoms
-briefly Sauber tested a set of gills around the launch spec periscope exhausts
- Sauber C31-Sidepod panels (formula1techandart.wordpress.com)
- Sauber C31 – cooling options tested during Winter testing (formula1techandart.wordpress.com)
- Sauber C31 – Rear end improvements at Jerez test (formula1techandart.wordpress.com)
- Sauber C31 – rear end details (formula1techandart.wordpress.com)
- Sauber C31 – Australian front wing (formula1techandart.wordpress.com)
As expected Williams joined the group of teams to copy Red Bull floor exhaust outlet concept . The extended exhaust pipes are now driven towards the diffuser and housed inside the floor to maximize the effect of the hot emissions on the diffuser . The revised rear exhaust-floor package was fitted only in Barichello car during Chinese free runs . The system did not pay off the expectations of the team because it caused floor burning and as a result of it degradation of car’s aero performance .
The new exhaust outlets were gone under revisions to overcome the floor overheating issues and put under new test in Catalunya with the debut of the new package in race conditions taking place two races after in rainy Canada. Nevertheless for the next race in hot Valencia the cars were reverted back to the old package .
The C29 exhausts of periscope style blow up and inwards ( hot emissions in red ) while under them there is also a hot air outlet to help car cooling ( hot air exit in orange ) .
At very hot conditions Sauber had the option to use gills around the exhaust bodywork .
STR5 throughout 2010 season raced three different exhaust outlets configurations .which are the following
Periscope , blowing between the suspension wishbones
( launch , Australia , China)
Periscope surrounded by bodywork , to improve car’s cooling
( Bahrain , Malaysia , Spain to Belgium )
Close to floor ( Exhaust Blown Diffuser ) to blow and energize diffuser boosting downforce production
( Italy to Abu Dhabi )
Mc Laren also presented at Valencia its own version of the EBD system pioneered by Red Bull . Nevertheless due to car stability issues and insufficient track testing the EBD was abolished from race at Silverstone and first raced at Hockenheim .
Germany , tested 1st version ,
Small changes to the lower wishbone and also the bodywork was cut around the exhaust pipes
At Hockenheim two versions of the EBD were tested , one with cut of bodywork around the pipes outlet to low down the temperatures in this area and another one with elongated pipes which were cut off to permit a stronger interaction with the air coming around the sidepod bottoms . The second version featured also an additional piece of carbon around the pipes . At race the team chose to use the cut of pipes .
Germany ,race – 2nd version ,
used at race , elongated exhaust pipes with their ends cut off
At Hungaroring the rear suspension lower wishbone was once more revised with the heat covering protective element to be wrapped only around the outer part of the wishbone located just above the exhaust pipe . The second solution is preferable as it is lighter and it was allowed by the fact that the elongated exhaust pipes blow the hot emissions only under the outer lower wishbone area .