SAE TECHNICAL

PAPER SERIES

1999-01-0647

The Role of the Moving Ground for Automotive

Wind Tunnel Testing on Race Cars
G. Borello and S. Beccio
A.R.T. Engineering S.r.l., Torino, Italy

S. Limone and G. Ferro

FIAT AUTO Corse S.p.A., Torino, Italy

P. Bergamini
FIAT AUTO S.p.A. Scale Model Wind Tunnel, Orbassano, Italy

F. B. Quagliotti
Aerospace Engineering Dept., Politecnico di Torino, Italy

Reprinted From: Vehicle Aerodynamics and Wind Noise

(SP-1441)

International Congress and Exposition

Detroit, Michigan
March 1-4, 1999
400 Commonwealth Drive, Warrendale, PA 15096-0001 U.S.A.

Tel: (724) 776-4841 Fax: (724) 776-5760

The appearance of this ISSN code at the bottom of this page indicates SAEs consent that copies of the
paper may be made for personal or internal use of specific clients. This consent is given on the condition,
however, that the copier pay a $7.00 per article copy fee through the Copyright Clearance Center, Inc.
Operations Center, 222 Rosewood Drive, Danvers, MA 01923 for copying beyond that permitted by Sections 107 or 108 of the U.S. Copyright Law. This consent does not extend to other kinds of copying such as
copying for general distribution, for advertising or promotional purposes, for creating new collective works,
or for resale.
SAE routinely stocks printed papers for a period of three years following date of publication. Direct your
orders to SAE Customer Sales and Satisfaction Department.
Quantity reprint rates can be obtained from the Customer Sales and Satisfaction Department.
To request permission to reprint a technical paper or permission to use copyrighted SAE publications in
other works, contact the SAE Publications Group.

All SAE papers, standards, and selected

books are abstracted and indexed in the
Global Mobility Database

No part of this publication may be reproduced in any form, in an electronic retrieval system or otherwise, without the prior written
permission of the publisher.
ISSN 0148-7191
Copyright 1999 Society of Automotive Engineers, Inc.
Positions and opinions advanced in this paper are those of the author(s) and not necessarily those of SAE. The author is solely
responsible for the content of the paper. A process is available by which discussions will be printed with the paper if it is published in
SAE Transactions. For permission to publish this paper in full or in part, contact the SAE Publications Group.
Persons wishing to submit papers to be considered for presentation or publication through SAE should send the manuscript or a 300
word abstract of a proposed manuscript to: Secretary, Engineering Meetings Board, SAE.

Printed in USA

1999-01-0647

The Role of the Moving Ground for Automotive

Wind Tunnel Testing on Race Cars
G. Borello and S. Beccio
A.R.T. Engineering S.r.l., Torino, Italy

S. Limone and G. Ferro

FIAT AUTO Corse S.p.A., Torino, Italy

P. Bergamini
FIAT AUTO S.p.A. Scale Model Wind Tunnel, Orbassano, Italy

F. B. Quagliotti
Aerospace Engineering Dept., Politecnico di Torino, Italy
Copyright 1999 Society of Automotive Engineers, Inc.

The data presented are related to Alfa Romeo 156 ST

car, tested on a test track and to the scale 1:2,5 model of
the same car, tested in the FIAT AUTO Model Wind Tunnel.

ABSTRACT
The paper describes the most important items in the
aerodynamic research related to the development of a
racing car. The methodologies of scale model wind tunnel testing and track testing are analyzed. In detail these
are applied to the development of the Alfa Romeo 156
ST. The wind tunnel used is described as well as the car
instrumentation in the track tests. A comparative analysis
is performed between model and full scale aerodynamic
results. Finally the influence of the moving belt in the lift
measurements of the scale model is considered and the
use of the aerodynamic load distribution in the development of the Alfa Romeo 156 ST is described.

AERODYNAMIC TESTING METHODOLOGIES

The aerodynamic characteristics of a racing car are in
part - unavoidably - conditioned by the aerodynamic
characteristics of the current production model.
The Alfa Romeo 156 ST, as most of the cars derived from
current production, has a fairly high forebody lift. This is
a negative element for a racing cars, which need negative
lift on the forebody, with the value a function of the racing
track characteristics. Moreover the drag, referenced to
the crossection, must be minimized, in order to optimize
the aerodynamic efficiency of the car itself.

INTRODUCTION
The scope of the paper is to investigate the validity of the
tests on scale models in the wind tunnel, for a racing car
configuration. The advantages of the use of the wind tunnel testing in the development of a new car are clearly
evident in terms of time and costs. Nevertheless, the
validity of the results highly depends on the testing methodology and on the reliability of the instrumentation.

Modifications are made on the body, with the purpose to

obtain the maximum aerodynamic efficiency and therefore to optimize the performance on the track.
On the basis of the experience gained in the aerodynamic research field by FIAT AUTO Corse (Racing Car
Dept.), for the development of the Alfa Romeo 156 ST
program, it has been considered essential the development of a scale 1:2.5 model for wind tunnel testing, in
order to optimize the configuration changes as a function
of the racing regulation.

The paper presents an analysis of the effectiveness of

the wind tunnel testing on scale models in the simulation
of the aerodynamic behaviour of racing cars and the validation of the laboratory experimental results by means of
track testing results. The accuracy of the aerodynamic
measurements in a model wind tunnel with moving
ground is evaluated by testing the full scale instrumented
racing car on the track. Moreover, an optimized testing
methodology in the model wind tunnel is identified.

The analysis of the solutions must be very accurate,

because the possibility to
introduce configuration
changes is limited. The competitiveness of the cars during the racing depends on small differences among them,
normally due to the aerodynamic choices. The accuracy
1

by an internal balance and the wheels are separated

from the body of the vehicle and supported by four independent stings. The testing methodology was traditional
and the reliability of the results was dependent on the
accuracy of the balance and of the data acquisition system. Moreover, the behaviour of the moving ground is
very important :

in defining the aerodynamic solutions suggested, in the

case of the Alfa Romeo 156 ST, the development of the
aerodynamic testing program in the FIAT AUTO Aerodynamic Wind Tunnel for Models, located in Orbassano
(Torino, Italy).
MODEL WIND TUNNEL It is well known that a correct
simulation of the aerodynamic field around an automobile
- and particularly under the automobile itself - is the most
important and complex element in the design and development of a racing car. Therefore the model should
reproduce, as perfectly as possible, the shape of the car.
Moreover, the underbody aerodynamic simulation in wind
tunnel testing is one of the focal points for the optimization of the aerodynamic characteristics of the cars on the
track and it is also one of the more complex flow fields in
terms of correct simulation. Only the presence of a moving ground, correctly designed, in the wind tunnel testing
section permits the accurate reproduction of the aerodynamic field under the body of the car.

the belt should not be lifted by the negative pressure

created under the car body, when running at the
same speed as the wind tunnel airflow;
the belt should run troublefree for hundreds of hours,
even when wheels are rotating through their rolling
friction on it.
Therefore it is then essential that the moving ground has
good suction under the belt and efficient cooling of the
belt sliding surface.
TRACK TESTING METODOLOGIES On the track the
instrumentation installed in the body of the car is
designed to measure the vertical aerodynamic loads
(evaluated on the wheels) and the attitudes with respect
to the ground.

During the development of the Alfa Romeo 156 ST , an

important part of the program was the design and the
construction of a scale model 1:2.5. This solution gave to
the researchers the possibility of testing different solutions in a short time and in an inexpensive manner. The
identified configuration was very close to the final one.
The above mentioned model was tested in the FIAT
AUTO Aerodynamic Wind Tunnel for Models, with the
moving ground installed.

In the Alfa Romeo 156 ST , load cells were located on the

top of the wheel dampers. The aerodynamic vertical
loads were evaluated through a calibration of the system
and the measures during the running of the car. A dedicated software gives the results in terms of aerodynamic
non-dimensional coefficients.

In Figs. 2 and 3 the model is shown during the wind tunnel testing: it is supported by a sting, located at the top of
the model itself. The aerodynamic loads are measured

Fig. 1 represents the Alfa Romeo 156 ST during the tests

on the track.

Figure 1. Tests on the track

terline. The wind tunnel is equipped with different six

components aerodynamic balances, having different load
ranges.
A Laser Doppler Anemometer is used for non-intrusive
measurement in the flow field.
MOVING GROUND FOR FIAT AUTO AERODYNAMIC
WIND TUNNEL FOR MODELS The moving ground
installed in the FIAT AUTO Aerodynamic Wind Tunnel for
Models was designed and built in 1989 by SACIMEX ,
presently partner in A.R.T. Engineering Co., Torino, Italy.
It is a two roller type and is able to reach a maximum
speed of 70 m/sec. The belt is 1.7 m wide and the distance between the roller axes is 3.2 m. The main electrical motor is a DC motor, having 215 kW of power. The
plate on which the belt runs is made with stainless steel
and is cooled by water flow. The suction under the belt is
obtained by a great number of holes in the belt sliding
plate, in order to balance the aerodynamic suction under
the body of the model. The tracking and the tensioning of
the belt are automatically controlled by a computer. The
upper part of the moving ground may have a yaw motion
of 15. The belt is made of polyester and has a life of
500 hours approximately. Its replacement takes about
two hours of work.

Figure 2. Model wind tunnel testing

WIND TUNNEL AND TRACK TESTING

COMPARISON ANALYSIS
The analysis reported below, is related to two configurations tested both in the wind tunnel and on the track and
is made by the comparison of the total negative lift mapping and of the aerodynamic ratio R=(CLf/CLt) (the symbols f, r and t are referenced respectively to front, rear
and total), as a function of the reference height from the
ground. The values are given as a percentage (CLt%
and R%).

Figure 3. Model wind tunnel testing

DESCRIPTION OF THE EXPERIMENTAL

APPARATUS

The two aerodynamic configurations considered are

meaningful for the purpose of the paper: in fact the flow
field under the body is significately different between
them. The difference is due to the presence or absence
of an engine fairing, located in the engine bay.

This section will describe the experimental apparatus

used for the aerodynamic tests on the Alfa Romeo 156
ST model.

Figs. 4a,4b,4c,4d refer to the CLt% and R% measurements on the real car (track data). Figs. 5a,5b,5c,5d refer
to the CLt% and R% measurements on the scale model
in the wind tunnel. Figs. 5a, 5c and 5b, 5d are referenced
respectively to the model with and without fairing. The
distributions obtained are fully comparable in the two
cases, even if the test attitudes are different, because of
the different test conditions. They are referenced to an
aerodynamic surface created as a function of the forward and rear mechanical heights. The heights are given
as a percentage with the respect to the reference static
load attitude.

FIAT AUTO AERODYNAMIC WIND TUNNEL FOR

MODELS This wind tunnel was designed as a multipurpose aerodynamic tunnel for model testing. The maximum model scale (for car testing) was limited to 1:2.5, in
order to have reliable aerodynamic measurements. The
test chamber (open jet) may be set up for different kinds
of test; besides automotive tests, models of buildings and
suspended bridges have been succesfully tested in the
tunnel. The jet section dimensions are : 2.4 m wide, 1.7
m high. The contraction ratio of the nozzle is 7.
The wind tunnel can be rigged with a moving ground
capable of rotating in order to be used for yawing tests.
When using the moving ground, the thickness of the
boundary layer is zero at the location of the balance cen-

The aerodynamic coefficient percentages are related to

the track data, in the reference attitude. The aerodynamic
wind tunnel data are corrected for the sting effect on the
3

provides all these parameters. For the theme discussed

in this paper, relevant are the following coefficients :

rear wing and for the Reynolds effects, by using as a reference the data related to the rear wing aerodynamic
contribution measured in the full scale wind tunnel tests
performed in the FIAT AUTO Full Scale Aerodynamic
Wind Tunnel.

the drag coefficient CD

the front and rear coefficient CLf and CLr
the total lift coefficient CLt

From the data reported in the figures it is possible to verify that the correspondence in terms of negative lift measured is very satisfactory. Therefore the use of a scale
model in the development of the car is - in this case - fully
justified.

the aerodynamic efficiency E=CLt/CD

the aerodynamic per cent distribution R=CLf/CLt
the mechanical heights referred to the ground Hmf
and Hmr.
The measurement of pressure, wake, cross flow, etc.
are not relevant for the present research.

ANALYSIS OF THE COEFFICIENTS CD, CLT, E,

R, FOR A SAMPLE AERODYNAMIC
CONFIGURATION

Fig 6 reports the values of the before mentioned coefficients for the sample model configuration. Also in this
case the coefficient values are given in percentage,
because the data are considered confidential during the
development of the program.

For a complete analysis of the aerodynamic characteristics of the car, it is necessary to know all parameters giving the complete description of the aerodynamic field.
The wind tunnel - equipped with the moving ground -

Figure 4.

Figure 5.

Figure 6.

REAR WING EFFECT IN WIND TUNNEL AND

TRACK TESTING

the possible inaccuracy in the construction of the

scale model.

INFLUENCE OF THE MOVING GROUND ON

LIFT MEASUREMENTS FOR SCALE MODELS

For the Alfa Romeo 156 ST category, the aerodynamic

vertical forces are strongly influenced by the rear wing.
Therefore it is essential to identify the correlations among
track tests, full scale wind tunnel tests and scale model
wind tunnel tests, in order to utilize the last ones during
the development of the program. This permits the investigation of several different configurations in a short time
and the definition of the optimum solution, saving testing
time and money.

Figs. 8 and 9 clearly make evident the effect of the moving ground on the measurement of the aerodynamic
coefficients CLt and R. Fig. 8 refers to the comparison of
the results related to track tests, wind tunnel full scale
tests (without moving ground) and 40% scale model with
and without moving ground, for a reference configuration.
It is evident that the best reliability of the results (with
respect to the track ones) have been obtained for the
scale model with moving ground working, specially for
CLt.

The results are given in Fig. 7, whose wind tunnel results

are compared for CLt and CD, considering the value
100% for the full scale data. Only wind tunnel results are
used, in order to compare also the drag coefficient.

Fig. 9 is referenced to the aerodynamic configuration with

and without fairing already represented in Figs. 4 and 5,
both tested with and without moving ground. The coefficients compared are still CLt and R .

Fig. 7 shows that, on the 40% scale model (1:2.5), the

rear wing contribution to the total negative lift is 6% lower
than the value measured on the full scale model. The
drag contribution is 15% lower.

The importance of the effect of the moving ground is

clear, both for the model with the fairing and for the model
without fairing. The moving ground assures a reliable
simulation of the flow field under the body and permits
the utilization of scale wind tunnel results for the design
of car configurations, not only for formula cars, but also
for racing cars having a current production configuration.

As a result of the experimental analysis, the aerodynamic

coefficients have been modified for the scale model, in
order to take into account mainly three effects:
the presence of the sting supporting the model (disturbing the flow field on the rear wing),
the Reynolds number effect,

Figure 7.

Figure 8.

Figure 9.

CONCLUSIONS

It is therefore possible to optimize the handling characteristics of the car in relation to a specific racing track.

Taking into consideration the results compared in this

paper, it is evident that the use of a moving ground is
essential to perform aerodynamic tests on scale models.

ACKNOWLEDGMENTS
The authors express their appreciation to Paolo Roccato,
engineering student, for his contribution in computer
graphics and word processing.

Particularly, during the aerodynamic development of a

racing car, the mapping of the values obtained by said
methodology is essential to know in advance the dynamic
behaviour of the car.