82 thoughts on “Front Wing – Formula 1 – Explained

  1. You're smart. Where did you learn all of this? (collage, home, books, shop) What profession did you choose, I just want to know because I love cars and its my thing to work with them(i don't mind getting dirty) its just my thing and i don't know what profession I should choose yet. (Im a junior in high school)

  2. i have a question for you. How much force does a car need at a speed of 253 mph ?.

    if you have a toyota supra, with 1500 BHP, what kind of Physics in the dynamics needs to be done or changed, if you want the car to reach that kind of speed, and is it even possible, without taking the concept from a real supercar like Agera/veyron

  3. If you want to know how a car "works"(build a car one day), you can learn on wiki n start working for a garage over summers.

    If you want to be an actual automotive engineer for BMW etc, it actually totally depends on what about a "car" you like. For ex someone who specializes in chassis design may not even know what an engine does. (probably not!)

    But generally it'd be mechanical/aerospace/computer engineering

    Im a physics major w high interest in cars lol
    profession is too early to say…

  4. If you want ro learn a lot about the engineering side of the automotive world. Look into Formula SAE. It is a collage program where students design, fabricate and compete with small formula style cars run off of motorcycle engines. I am about to begin my second year on my schools team and it is truly the best experience i have ever had.

  5. Well i am studying mechanical engineering and i do Formula SAE on the side. FSAE is a school club so a lot of major university's around the world have programs.

  6. It needs the amount of force equal to the force created by 253 mph wind pushing on a car, as well as enough to make up for the enormous frictional losses it will be experiencing at those speeds.

  7. Thank you so much man! I really like to hear that my work is appreciated and people are actually excited about learning.

  8. By forcing the air upward it is increasing the pressure on top of the wing. Hence, downforce is created. To think of it simply, yes, it is an opposing force of the air force upward.

  9. Oh my god! Dear sir, you are awesome! My neighbor is an engineer who repairs cars at his house! He's OLD SCHOOL! 😀 If my car broke down, I would just walk away because I'm not good with cars! :P:

  10. I read the books of Haynes Publishing, you got for aerodynamics: "Competition car – aerodynamics, other books are: "competition car composites","competition car suspension", "competition car electrics", "Race and rally car source book", "Engine managment"…. one other good book for aerodynamics is "Race car Aerodynamics – DEsign for speed by Joseph Katz"

  11. Your videos really are fantastic, I was lead here by a tweet from Craig Scarborough @scarbsF1 which is praise itself!
    Where you talk about airflow under the nose feeding the diffuser, it seems a little dated by my understanding, although I may be wrong. I thought this air feds into and under the sidepods to increase flow speed, resulting in lower pressure beneath them, while slower air from the wheels flows above, effectively creating wings, hence the dramatic undercuts on current sidepods.

  12. You are probably correct! There are quite a few restrictions now with airflow underneath the body, so the ways to use the air is always cleverly being altered. Thanks for the input!

  13. That's awesome to hear! I sent him a thank you message, who knows if he'll see it I've never used twitter haha.

  14. I've got a video on engine layouts you could check out, though it's not too specific. You can send PMs here or on Facebook, or howdoesacarwork(dot)com.


  15. I just want to point out that density is constant all over the wing, the pressure change on top and bottom doesn't come from density, but from radius of curvature (and also the venturi effect since front wings work in ground effect). "Resistance" doesn't work as explained either, but that's a video in itself. Otherwise great video, sharing knowledge is a wonderful thing and I appreciate the time you've taken to make these videos.

    I also noticed that you may be a Ferrari fan haha.

  16. Haha I use all my own photos for cars and the only useful ones are of Ferraris (unfortunately, fortunately? haha). But yeah they're a pretty legit company so I'd say I'm a fan.

  17. I suppose that's a good point. Not enough sports cars take advantage of the air. The focus is usually on breaking 200 mph, or going even faster despite those speeds being more or less unreachable on a race track. Ferrari is also caught up in the speed war, but at least they do it with some nice downforce on their cars.

  18. I too am an F1 tech geek, my friends get board when I try Ho explain the point of certain features around the cars. Love all the videos I've watched so far, keep up the good work, I've bean an F1 superfan for over 25years and although I understand the theory of how it all works its great to see it explained in a classroom style rather than just for dummies so all levels of understanding can keep up with it. Great stuff, you could easily get a tv job as a technical pundit

  19. hi,does this works on sports car that have winglets attached on the front bumper?i seen alot of cars having a much smaller winglets on them and seeing the shape of it makes me think that it works the same way,but maybe with just a smaller effect than F1 wings.am i right to say that?

  20. Haha yeah, I know exactly what you mean. The problem is time. I can explain something much quicker (and I don't think too much worse) with a whiteboard than by creating 3D models. As long as people can understand what I'm saying, I think the whiteboard is an effective tool.

  21. f1 is such a smart peoples constipation,ugly wide front wings equals ugly cars and also makes overtaking a nuisance,sidepods deep between front and rear wheels is a cause of many accidents in f1,why should it be soo hard to have wheels covered instead of having ugly overtaking nuisance over wide front wings,how hard could it be to level the side pods with the wheels,f1 ppl and many of its fans lack soo much imagination and a determination for positive changes its incredible

  22. wouldn't air flowing across or under the adjustable wing hit the wheels? i mean that's the purpose of the upper flap which is to divert air above the wheels. Could you explain how does the air flowing across or under the adjustable wing not create turbulent air? Thanks!

  23. He values looks over function, it's not important haha. To each his own, but engineers in F1 aren't as concerned with how pretty there car is rather than how fast it's lap time is.

  24. I really don't think you understand why the cars are designed the way they are. Having enclosed wheels gives an aero advantage, which, when exploited could make the cars dangerously fast. The front wings are lower to the ground and wider, so that they're less affected by the turbulent air off of the back of the car in front, helping overtaking. And F1 cars are actually a lot faster than World Series cars.

  25. The design he's used in his drawings are simplified. The current F1 wings are so complicated. They actually curve the adjustable flaps down to meet a footplate underneath the endplate, which draws more air around the front wheels. The Cascade elements (upper flaps) are there to produce downforce as well as direct airflow over the top of the wheels.

  26. And also, all airflow when flowing over an object, will produce turbulence when the two flows above and below said object as the two pressures balance themselves out. This turbulence can be seen (mostly on the McLaren) in damp/humid conditions as vapour trails off of the rear wings.

  27. No, bigger wings actually produce more downforce, as there's a larger area for the pressure differences to act upon. More surface area=more downforce! The intention of the 2009 rule changes were to promote overtaking by reducing the sensitivity of the aerodynamics of the cars, by moving the front wings lower, and wider, with more of it outside the most turbulent area of the wake from the car in front.

  28. i see your point,but would an operable deflector of some sort behind the front wings be more effective in managing turbulent air from the car infront,it could also be used with the drs when overtakeing,you seam a very f1 techy person and me bieng soo naturaly imaginative could make us some good money if you expound upon my ideas and pass it to an f1 team 🙂

  29. besides them fugly front wings have done nothing to help overtakeing,drs has obviously helped but lawn mower like front wings seams to be makeing drivers fearfull of makeing spectacular overtakeing moves becuase of the high risk of front wings clashing

  30. No, because that would then be clased as a closed wheel system. Formula 1's 'Formula' is supposed to be the number one open wheel race car series. It was conceived too be that way.

  31. i dont see how an air deflecting barrier would be classed as a closed wheel system,besides its more of a de-accelateing device which would probably slightly reduce the effectiveness of the drs while at the same time allowing a more stable front end when the car is faced with turbulent air in an over takeing attempt

  32. Can you explain what the point of raising the nose cone was a few years back when they changed the body style? and also the the more recent nose change. you know? the ones that made them look like a platypus? any aerodynamic changes? love your vids

  33. A higher Nose generelly improve the airflow on the upside of the undertray further back of the car. This improves the efficency of the diffuser a bit. The platypus nose is a regulation thing. The FIA regulated the maximium high of the Nose at the very frontend because of crashsafety. So the engineers came up wiht this strange looking solution.

  34. Dive planes are insignificant in their downforce generation. They are primarily vortex generators that are used to create a vortex that seals the undercar from incoming high pressure.

  35. You deserve way more views. I think the most important thing in your videos is the links between them, it helps me build context between each of the different features

  36. Couple of things to the newbies out there. Every Formula 1 team has the same nose width and dimensions on the down bars of the front wing supports. From there they can go wild, aerodynamically, with some provisions that I wont go into. Like sh01 said the nose has changed due to crash safety, a higher nose is more efficient but could spear a driver in a crash scenario so they changed the rules/specs of the car to make it more safe. Any other questions, please respond. Thanks.

  37. Mario, the FIA has very strict guidlines regarding the front wing. Just last year some manufacturers protested the flexibility of anothers wing (the lower you can get it by flexing/bending the better aero wise) and thus they set new guidlines. They actually put weight on the outside of the front wing to make sure they dont flex to much. They are not flimsy at all, they just make them as still as needed for regulations sake.

  38. Because of different rules, at the time of the pre 09 rules the lower nose was the best way to move air, after 09 its way better with a high nose for air etc.

  39. Hey EE, Howcome in the early(mid)years of F1 they already had a rear wing but no front wing, how did they stay on the track and still be fast ?

  40. The same way a lotus or an aerial atom stays on the track and is still fast. Sticky tires, low weight, and a healthy amount of power go a long way. 🙂

  41. im not too sure about the explanation on downforce. That doesnt explain how you get lift/downforce on an asymmetric aerofoil where the bottom is straight.

  42. the rest of the video is pretty good. also the end plates are there to stop the wingtip vortices, when the high pressure starts bleeding in to low pressure region.

  43. Your explanation concerning the airplane wing profile and how it works (flies) is wrong; the rest is great.

  44. Look closely at the profile of the wing; the formula p.v/T (p – air pressure, v – air flow speed, T – air temperature) has to be constant both in front of and behind the wing; if we take T for constant,  p.v   in front of the wing has to be equal to p.v   behind the wing. As the air flow path length above the wing is longer, the flow speed has to be higher (air has to pass the wing at the same time both above and under the wing) – subsequently, pressure above the wing is lower than below the wing – you get a pressure difference, which is lifting the wing up.

  45. There are many explanations why there is Lift/Downforce and Drag on an Airfoil, but this is wrong.
    The density is usually constant in a flow around the Airfoil. There is just a change if you go into transsonic and supersonic flows, but formula one is definitly subsonic.
    There is a velocity-difference and a pressure difference, but not a higher density on the top. The density is absolutely the same as on the bottom of the profile.

  46. i think this one needs to be redone.  the bernoulli effect is an incomplete and too simplistic of an explanation to "how do wings work".  it's something that may be still being taught at the grade school level, but it is not at the college level.

  47. Hey jason, I would like you to make a video explaining the types of tires used in a formula one car and also the tire strategy….thanks!!

  48. you said high speed tracks need less downforce than low speed tracks. but what about really low speed tracks where all the downforce is quite unused because the air doesn't circulate that much?

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