The bottom of F 1 racing car is the vacuum zone, which is the low pressure zone when driving at high speed. The airflow will pass through the chassis at high speed and finally flow to the diffuser and tail at the tail. After the diffuser of F 1 is combined with the tail wing, the high-speed airflow of the lower diffuser will cover the car body upwards, and the gas from the tail wing will merge with the airflow of the diffuser. However, due to the different direction and speed (as everyone who has studied physics in Grade 3 knows, the upper and lower speeds are different), turbulence will be generated, which will cause great interference to the cars defending behind. If you look at F 1, you will find that you are overtaking. And because the speed is too fast! The airflow will have a distance from the car, which is the so-called vacuum belt! This one is used to overtake, but this one is, because it is vacuum, there is almost no air, so the pressure in front will be reduced immediately.

Modern F 1 racing cars are more similar to jet fighters than ordinary civilian cars. In this sport, aerodynamics has become the key to success. Every year, each team spends hundreds of billions of dollars on aerodynamic design and layout.

As an aerodynamic designer, the first thing you need to pay attention to is the following two issues: 1, looking for downforce support, which is the key to accelerate and improve the straight cornering performance of racing cars; 2, reduce resistance, reduce the impact of turbulence around the car on the speed.

Since 1990s, most teams have adopted the familiar fixed-wing form. The wing format used by civil vehicles is exactly the same as that of aircraft wings, but the required effect is just the opposite. According to Bernoulli's principle of fluid mechanics, there is a pressure difference between the two wings because of the different air velocity on both sides of the wing. In order to balance the pressure difference between the two sides, the wing must move in the direction of low pressure. Aircraft take off with wings, and civil cars use fixed wings to generate downforce. Due to the aerodynamic pressure, the modern F 1 racing car can produce a lateral steering force equivalent to 3.5 G force (3.5 times the weight of the racing car). This means that, theoretically, cars can turn 180 degrees at high speed.

In the early stage of F 1 sports, movable and high-position fixed-wing schemes were tried, but in the end, many serious accidents were caused. After entering the 1970s, technical rules were formulated to limit the size and position of wings. Since then, these rules have still been proved to be correct.

In the mid-1970s, the downforce caused by "ground effect" was discovered. The so-called "ground effect" is that the engineers of the Lotus team found that if a huge wing is added to the bottom of the car, the whole car can generate downward pressure support like a wing and firmly cling to the ground. The final product of this discovery is the birth of Bram BT46B, which was designed by Gordon Murray. The car is equipped with a cooling fan, which draws the airflow away from the skirt area under the car and brings great downward pressure support to the car. However, due to opposition from other teams, the car was banned after a test run. At the same time, the technical rules were modified to limit the use of "ground effect" to increase the downforce of the car. The first thing to do is to prohibit the creation of low-pressure areas on the side of the car, and then introduce the so-called "stepped chassis" requirement.

Although many teams' aerodynamic research and development departments now have large-scale test wind tunnels and a large number of computer-aided software, the most fundamental aerodynamic principle of F 1 has not changed: it is to increase downforce as much as possible and reduce wind resistance. Initially, according to the different pressure requirements under the track, the team will install different front and rear wing formats in each race. A narrow and slow track like Monaco needs a more radical fixed-wing format, and you will see that the tail of the car has two completely separated wings (the current tail format is limited to two at most). On the contrary, on a high-speed track like Monza, you can see that the car reduces the wing of the fixed wing as much as possible, thus reducing the resistance of the car and accelerating on the straight.

From the suspension system structure to the driver's helmet, every part of modern F 1 racing car fully considers the rationality of aerodynamic effect. Because the airflow in contact with the front of the car body is blocked, it causes turbulence, which affects the speed of the car. Looking at the current F 1 racing car, you will find that almost every component contains the design concept of reducing resistance and increasing downforce. The fixed formats at both ends of the fixed wing prevent the formation of eddy current; The spoiler installed at the rear of the car recombines the rapid airflow passing through the car, thus forming a low-pressure vacuum belt at the rear of the car. However, designers should not excessively pursue high speed and store airflow, because the huge heat generated by modern F 1 engine must be dissipated in time to avoid cylinder contraction caused by engine overheating.

In recent years, many F 1 teams have followed the "slimming" design of Ferrari racing cars, with the middle and rear parts as narrow as possible and the center of gravity lowered. This can effectively reduce the resistance and maximize the airflow at the rear of the car. The design of installing "advection plate" on the side of racing car is helpful to the formation of airflow and reduce turbulence.