A year of CFD simulations and wind tunnel tests have given rise to an aerodynamic design that can achieve aerodynamic load values very similar to those seen on GT3 and GTE championship cars. The result is an increase in the lateral acceleration that can be reached in corners, as well as improved stability and greater driving pleasure.
The increase in downforce is equal to 23% compared to the previous version, and 75% compared to the road model from which the car is derived. This value can reach 640 kg at 200 km/h, and more than 830 kg when the car is travelling at top speed. The force exerted by a fixed bi-plane wing on the rear axle has increased the aerodynamic load level. The wing works in perfect synergy with the active aerodynamics of the rear spoiler, and the pressure fields created by the two load generation systems support and amplify one another.
The new analysis and programming of the logic and range of movement of the mobile spoiler ensure excellent results in terms of aerodynamic load and resistance.
Two lateral fins and a central fin support the rear bi-plane wing. The central fin uses vertical drift, increasing the stability of the car at low yaw angles, as well as supporting the three delta vortex generators.
The vortex generators serve to “clean” the flow field that affects the wing, removing the force exerted by the wake of the radiators that emit the air on the bonnet. In addition, these also generate a degree of downwash in the flow, which increases the aerodynamic load capacity of the bi-plane wing. The result is a 10% increase in the downforce generated by the rear system.
The significant increase in rear aerodynamic load has led to a major overhaul of the front bumpers and underbody, in order to ensure that the vertical force generated is balanced.
Changes have also been made to the shape of the side panels on the front bumpers, hollowing out the surfaces below the headlights. This has made it possible to add a set of side flicks inside the new space created, broken up by a vertical strip with side exhaust in front of the front wheels. This system ensures an efficient generation of downforce (10% more than the FXX-K), and takes full advantage of the knowledge and expertise acquired through the GT programmes. The regulations introduced in 2016 have rendered it possible to study the interaction between the load systems, both horizontal (flicks) and vertical (dive planes) loading systems, optimising the performance of these.
The introduction of vortex generators along the underbody of the car has increased the ground effect. This renders it possible to capitalise on the acceleration created by the rear system and the front underbody, generating 30% of the load gained over the FXX-K.
The rear brake intakes also feature a new design, in response to the higher levels of performance offered by the car. This new innovation has not increased the profile of the car, so as not to affect the aerodynamic resistance; the new design of the air intake serves to boost its efficiency. In addition, the suspension features a special calibration function, which adjusts in accordance with the new aerodynamic efficiency values.
The display to the right of the driver, which enables the images captured by the rear camera to be viewed, measures 6.5”, larger than before. In addition, this screen also displays all the data pertaining to the new telemetry system, so the driver can view the performance and vehicle status parameters directly. The driver can select from the various screen views available and check the status of the KERS system, as well as keeping track of the times achieved by the car.