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The importance of the rolling road in wind tunnel automotive testing was widely demonstrated for racing cars as well as for road cars. Different technological solutions are used as a function of the wind tunnel test methodology. For tests on scale models, the balance is located inside the model or upper the test section; the wheels are connected to the model, or supported by independent frames. For full scale models, three different layouts are usually utilized: 1) the balance is located under the rolling road and the rolling road itself is inside the wheel track; 2) the rolling road is wider than the wheel track (wheels on the belt); 3) the balance is connected to the model through a rear sting and the wheels lay on the belt. The paper reviews the different technological solutions suitable for different test cases and analyzes the level of accuracy of the measures.

The paper describes the most important items in the aerodynamic research related to the development of a racing car. The methodologies of scale model wind tunnel testing and track testing are analyzed. In detail these are applied to the development of the Alfa Romeo 156 ST. The wind tunnel used is described as well as the car instrumentation in the track tests. A comparative analysis is performed between model and full scale aerodynamic results. Finally the influence of the moving belt in the lift measurements of the scale model is considered and the use of the aerodynamic load distribution in the development of the Alfa Romeo 156 ST is described.

A systematic investigation using both numerical and experimental techniques has been performed on a multi-component airfoil (SB 96-1) section of the wing mounted on the ALFA ROMEO 155 ITC racing car. The main goal of this activity is to build an extensive experimental database in order to validate a set of numerical tools to use in the design loop of racing car wings. A Navier-Stokes and a Viscous/Inviscid Interaction (VII) based codes were used as aerodynamic characteristics prediction tools. Particular attention was paid to the problems encountered during the experiments relative to highly loaded wing at low Reynolds numbers. Some technical tunnel problems did not allow to complete the whole programmed test campaign, and then only some of the scheduled tests will be reported in the paper.

Endurance cars regulations require an heavy aerodynamic research aimed to minimize car drag and to generate, in the meantime, high negative lift characteristics, both to reduce fuel consumption and to increase the car handling and cornering performance. This paper shows the work done to define new rear wing sections; it is essentially based on the use of computational aerodynamic programs, employed by aeronautical industries, and of corresponding wind tunnel tests. The work program was the following : a) Computational aerodynamic program validation by means od wind tunnel tests on an existing rear wing, aimed to compare theoretical and experimental results b) Use of computational aerodynamic program to define new wing contours with and without slotted flaps c) Wind tunnel tests on real scale isolated wings with new profiles defined by computational aerodynamic program d) Real car and 1/5 scale model wind tunnel tests to minimize the interferences between rear wing and car body.