The results derived from FEM simulations of many components are directly dependent on the modeling. Since the modeling already includes numerous simplifications and assumptions, errors can accumulate. These errors then flow directly into the simulation, which has a direct influence on the appearance of the finished component.
The FEM simulation also includes numerous unknowns due to the complexity of the dynamic load behavior and material uncertainties. An inexperienced engineer can rapidly draw false conclusions from FEM analysis and put under-dimensioned components into circulation. If components are too small, in the case of the AMZ, not just the vehicle is endangered, the driver is as well.
Until now, the model used by AMZ was not validated. This was a reason for the experiment. Another reason lies in the validation of the aerodynamic downthrust coefficient. The wings of the vehicle are initially tested during the development phase using CFD simulation on a computer. The problem is the components can only be validated after the racing car has been built.
In order to aerodynamically improve future car generations, it is extremely important to verify the calculations so the quality of the developed construction can be effectively determined. The components are tested in a wind tunnel, and the SG tests can demonstrate the precise properties of the vehicle on the racing track. The wind tunnel is good for direct comparisons of various settings due to the uniform conditions, but it is not optimal for measuring the precise downthrust values in racing operation. These parameters can be directly calculated when the push rod forces acting in operation are known.
All these reasons provided the incentive to carry out proper SG measurements. The model errors and the push rod forces required to determine the aerodynamic downthrust values were obtained using SG and experimental stress analysis.