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As the name suggests, rather than one single keel, two shorter keel stubs are used. Each protrudes from the underside or lower corners of the nose cone, and the left and right suspension arms are mounted to the appropriate keel. This design reduces the disturbance to the airflow, but compromises the
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chassis designs. Here the keel is removed entirely, and the suspension is mounted directly to the chassis. As the nose cone is in a raised position, this entails that the suspension arms take a distinctly inclined angle with respect to the road surface, reducing suspension efficiency. However, with
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ends of the suspension arms can be mounted. Benefits include a simple construction design, and the flexibility of having a large surface, thus allowing the suspension geometry to be altered for fine tuning. A serious hindrance in the single-keel design is that the keel itself protrudes into the
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to be attached to the car approximately parallel to the road surface. In recent years the placing and design of a suspension keel, or the lack of such, has been one of the few distinct variables in
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One limitation of any keel design is that, while the keel influence may vary, the suspension linkages themselves still disrupt the underbody airflow. This problem was exacerbated when the
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engines specified from 2006 onwards causing weight distribution to shift forward, many designers apparently consider this drawback to be less significant than the concomitant increase in
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underbody airflow, thus reducing the benefits of the raised nose design. As a consequence of this the single keel design fell out of favour in the late 2000s. However, for the
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downforce generated underneath the car; except for
Renault and Red Bull, all of the teams in the 2007 Formula One World Championship used a zero-keel design.
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suspension set up and configuration flexibility, and introduces significant structural complexity and weight. The twin-keel concept was conceived by
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that forced teams to mount their front wing in a more elevated position. In response to this, many F1 teams have developed
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257:"Formula 1 Keels: From no keel to single keel, twin and V keels and finally back to no Keels"
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Formula One car, three major keel designs have emerged to solve this problem:
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Perhaps the simplest response, utilising a single, planar extension to the
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surface of the car's nose cone, providing a plate onto which the
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Craig
Scarborough's technical information site: www.scarbsF1.com
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is an extension pylon to the bodywork of single-seat,
86:has a conventional single keel design in the 2000s
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55:Traditional low nose cone designs (e.g. the
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152:and swiftly copied by many other teams. In
354:"Analysis: Newey surprises with twin keel"
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217:continued restrictions to aerodynamic
115:feature single keel front suspension.
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196:Zero keel design as employed on the
63:the car, and to a lesser extent the
452:F1Technical.net (26 October 2005).
279:"Ferrari F2007 – zero keel concept"
184:team, who introduced the design in
529:Automotive suspension technologies
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497:NASA: Aerodynamics in Car Racing
123:Short twin keels in use on the
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418:"F1 Technical Dictionary – V"
315:"F1 Technical Dictionary – T"
144:, before being introduced by
454:"Toyota development in 2005"
168:A V-keel in use on the 2006
208:introduced rule changes in
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160:used a twin-keel chassis.
142:Honda Racing Developments
180:Used principally by the
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225:wings, and the lighter
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105:2010 Formula One season
40:designed with a raised
524:Motorsport terminology
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140:during his time at
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61:airflow underneath
416:F1Technical.net.
380:F1Technical.net.
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148:during the
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50:Formula One
38:racing cars
513:Categories
237:References
182:Renault F1
133:Twin-keel:
125:Sauber C22
65:front wing
35:open wheel
359:Autosport
219:downforce
214:zero-keel
107:both the
42:nose cone
18:Zero keel
500:Archived
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397:cite web
330:cite web
294:cite web
223:aerofoil
100:proximal
231:venturi
178:V-keel:
156:, only
96:ventral
146:Sauber
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461:2007
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