Selecting The Optimum Design For Subaru Sports Sedan Race Car

Previously, the mechanical engineering students selected a NACA2412 4 digit wing profile in order to achieve downforce at the rear section. The reason to select this aerofoil is given that this wing profile is used in helicopter, Wind turbine blades and most commonly used in NASCAR. This wing profile has been analysed at different angles of attack. The results show that this wing profile is most efficient at angle of attack 16⁰ where is creates maximum downforce and minimum drag. The final report of the previous students shows insufficient research on different wing profile with different thickness and camber in the wing. The Confederation of Australian Motor Sport (CAMS) rules allow using dual wing elements but in their report there is not

The main is aim to provide maximum downforce and minimum drag to increase the efficiency of the car. In order to select the optimum wing profile for the car it is better to understand how the aerodynamics forces work on a wing profile with different specifications and what types of modifications has been implemented on wing profiles form past to present. In history the earlier attempt was reduction of drag to improve the car speed and engine performance. This was achieved by modifying the shape of race vehicle into stream line (Milliken, 2003).However, due to significant development in engine and power of the car now race cars are fast they need down force for the tractive force between tyre and road in order to obtain highest cornering and braking force. It was only achieved by implementing the wing on the car. The next challenge for the engineers was to overcome the lift forces on the car. In order to achieve maximum downforce and decrease lift force during braking and turning, engineers started to implement the wing and spoiler on the front and rear deck of the

Mayon mounted the wing on the cockpit acting via centre of gravity. Unfortunately, he would not permit to use it (McBeath, 2011). Then, in 1968, Jim hall developed a rear wing at rear of the Chaparral/Chevrolet car in order to achieve maximum down force and minimum drag. In this design, this wing was assembled in such a way with an automatic transmission it can move at “0⁰” angle of attack and “12⁰”. This transmission was attached with brake pedal and addition pedal was introduced next to the brake pedal. When, the brake was pushed the wing automatically goes to 12⁰ to gain the maximum down force and then the additional pedal was used to bring the wing at the angle of 0⁰.But, now the race car wings are no more allowed adjustable while on move due to safety consideration in F1. This was the era where the implementation of aerofoils or wing at front and rear deck of cars was implemented to achieve the maximum down. The geometry of an aerofoil and wing plays an important role in creation of the lift or downforce though a wing. In wing geometry the camber and thickness of the wing can modify the result of the wing efficiency. The studies in aeronautical indicates that more camber creates more lift (down force in this situation) at a given angle (McBeath, 2011) but, there is a limitation in the camber of the wing, the excessive camber can lead to a loss in