Airflow and surface pressure are simulated. These car cases have not passed force validation; this
dashboard does not report drag or downforce from them.
Equations & interpretation
q = ½ρU² · dynamic pressure. Cp = (p − p∞)/q · surface pressure coefficient.
Re = ρUL/μ · real-air Reynolds number, using the displayed model length and Sutherland’s
viscosity approximation.
Car colours show pressure relative to ambient, p − p∞ = Cp × ½ρU², in pascals. Difference colours
show pB − pA, not downforce change. The colour scales stay pinned to baseline A, so changing B's
airspeed or density remains visible. Velocity sections show sampled speed in m/s, scaled from each
case’s inlet reference. Solids and missing values are blank. Interpolation between computed states
is not a new CFD solution.
Higher speed or density scales the dimensional quantities. The flow was not rerun at that Reynolds
number. Wake input is an imposed boundary condition, not a measured gap, turbulence intensity or
loss of downforce.
Flow animation is slowed for inspection; its speed follows the airspeed control. The rigid car
geometry stays fixed apart from the rear flap. These fields do not simulate suspension or wing
deformation.
Pressure force requires integrating −(p − p∞)n dA over the complete surface; surface orientation
matters, and skin friction adds a viscous force.
NASA · aerodynamic forces ↗
·
Viscosity & similarity ↗
Independent project. Not affiliated with Formula 1, the FIA, or any team.