[ Sauber C36 ] text by tw (February 21, 2017.) [ Japanese language ]

(This page is what the text was written in Japanese by February 20, 2017, was translated into English in the February 21, 2017.)

In July last year, Sauber escaped financial difficulties due to the acquisition from Longbow Finance.
For the development of a new car, we decided to install a 2016 type Ferrari power unit early.

And on February 20, 2017, we released a new car "C36".
For an overview of this new car, please refer to F1 Thushin et al.
Below, I will write my opinion from the overview of the car body.


The most notable thing in C36 is an induction pod with a support in the center.
This is the same type that Mercedes used from May 2010.
However, Mercedes has dismissed this idea in six months. I can not understand the merit of this type.
I would like to pay attention to whether Sauber is using this central bone type next year.

However, the most influential part of the aerodynamic aspect of C36 is that the rear side of the side pod is in a very high position package.
This is a way of emphasizing the efficiency of the diffuser rather than the efficiency of the rear wing.
It is a true opposite approach to Sauber's last year's machine.


The front wing is a subtle wavy shape like the one that was popular in the 1990s. There is no problem in itself.
The problem of C36 is that the lower part of the wing end plate is not made into a tunnel shape indispensable by modern aerodynamic force!
Is there a splitter that is invisible because the color is black?
If tunnel devices and splitters are not there, this is an incident.
In order to achieve the standard level of aerodynamic power, it is necessary to suppress the amount of air flowing from the left and right of the front wing.

The mount angle at which the front suspension descends is a commonsense angle in the current F1.

The brake duct of the front wheels is very small and it is mysterious whether this size is sufficient even in the winter test.


From this season again, it was allowed to set the side deflectors to the outside.
It is because it took it into consideration, there is no narrowing of the undercut in front of the side pod lower part. (The front face of the side pod follows vertically.)
This may be due to the air flow path passing through the deflector inside and the side pod side.
But since Williams, which was released the other day, is still deep undercut, I am worried about C36.

The side deflector reappeared as a big 3D shape for the first time in nine years.
The height of the deflector is low, but the front and rear length is practical size.

The position of the front end of the side pod is closer to the front.
If you want performance, I'd like to decide this position from the aerodynamic basis as much as possible. In the past, this position was determined from aerodynamic grounds.
However, because Williams of the other day is in the same position, it may be this position to clear the side crash regulation this season.
In addition, when looking at the car body from above, the side pod front edge is retreating to the outside for the new regulation.

There is a vane (pod wing) that encloses the whole of the side pod front, and the lower part controls the air current finely with a 2 piece composition.

The coke bottle line narrows the lower part and clearly separates upstream and downstream.

Two lower vanes can be seen in the front part of the rear wheel of the under plate.
This seems to curve outward. It is interesting whether this aerodynamic interpretation is correct.

The position of the upper and lower wishbone of the rear suspension is high and emphasis is placed on the air flow of the under area.
Specifically, it is an arrangement that does not disturb the omission of airflow of the diffuser.


The engine cover is an oblique shape as a whole, and it is a type of shape that is getting popular in recent years.
This may be purifying the harmful vortex generated in the wake of the side protector.

The engine cover is wearing the big shark fin which was rumored. This is a countermeasure to the lowered rear wing.
During cornering, it becomes a vortex when the air current overcomes the induction pod. straighten it with the shark fin and let it flow to the rear wing.

The rear wing is supported by a swan neck. (Evidence that Lower Wing is prohibited.)

The wing tip plate of the rear wing depicts a complicated curve.
As a simple element, this aim is to reduce interference resistance between the wing end plate and the rear wheel.
However, since it is curved even towards the rear wing rear end, there seems to be a purpose to summarize the entire air end of the rear end.
Until last year, the width that could design the wing end plate freely was within 20 mm.
It seems that this free range has been expanded by the new technical regulation of this season.


I can not see the C36 as an elegant package.
Sauber's development team may have emphasized the practical CFD and wind tunnel figures.
And it's somewhat unique that they adopted classic ideas for each part.
Personally, C36 is full of question marks.
Whether this runs competitively as it is, I am a little interested.

Driver Marcus Ericsson and newly joined Pascal Wailein.

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