The Art of Design Issue 20 2016 | Page 112

To cut drag, the front bumper was extended outboard to mask as
much of the wheels as possible. This also helps the airflow to remain
attached to the sides of the car, reducing drag still further. The front
valance and front undertray also contribute to drag reduction but do
much more to improve engine cooling. The louvre design of the new
bonnet vents uses the flow of air over the bonnet to extract more hot
air from the engine compartment.
Apertures in the wheelarch liners help the high pressure air to
escape through the fender vents, helping to reduce front-end lift.
An under-floor tray beneath the rear suspension accelerates the
airflow, reducing pressure and therefore reducing lift. Aerodynamics
are further enhanced by the rear venturi. Integrating this feature was
only possible because of the design of the lightweight titanium and
Inconel exhaust system: using two individual rear silencers instead of
a single transverse silencer enabled the venturi to be neatly packaged
between them.
But the single most effective device developed for the F-TYPE SVR is
its deployable rear wing: the highly optimised design is more effective
and more aerodynamically-efficient in both raised and lowered and
positions.
With the car in Normal mode, the wing deploys once vehicle
speed reaches 60mph and 70mph for the Convertible and Coupé
respectively. The wing will also deploy automatically whenever the
driver selects Dynamic mode. In this raised position, the wing, together
with the other aerodynamic