Formula 1 and the Department of Aeronautics

Since the 1970's the influence of aerodynamics on race-car design has risen substantially, and now in the modern era it is seen as one of the most important factors in producing a race-winning car.

The Department of Aeronautics has a long history of involvement with the Formula One industry, dating back to the 1960's, involving our staff and our facilities which continues to this day with an impressive number of our former students (both PhD and MSc) working for Formula One teams.

The 60's and 70's – The (rolling) road to the first successful ground effect car

It would be remiss not to note the influence of the early wind tunnel test work that John Stollery, then an aerodynamics lecturer for the department, carried out for Donald Campbell in the 1960's on his Land and Water World Speed Record attempts – the wind tunnel used would eventually be renamed the Donald Campbell tunnel.

The original moving floor rig came from Farnborough where it has been used to study the aerodynamics of low flying aircraft. Stollery adapted this facility for the Campbell tunnel and showed how it could be used to study the aerodynamics of low ground clearance vehicles. The addition of the moving floor led to far more accurate testing of road vehicles and it was here that Peter Wright and would develop and test the Lotus 78 and 79 race cars.

In the continual search for increased downforce, the Lotus 78 was the first successful ground effect car winning numerous races in the 1977 season. Ground effect is the important concept that recognises the ground as being part of the aerodynamic system and led race teams to consider the design of the underside of the cars and prompted further experimentation with skirts and wings.

The 80's – John Harvey, Peter Bearman and the Honda Wind Tunnel

Two members of the department, John Harvey and Peter Bearman, having carried out consultancy work for a number of teams (such as BRM and latterly, Williams), were awarded a contract by the Honda R&D Co. to study road vehicle aerodynamics which included building a new and larger wind tunnel in the Department. Honda had been attracted by the department’s reputation and were keen to make use of the aerodynamics work being done for their own cars.

Optimised for race-car testing with its rolling road and extensive computer control and data acquisition systems, the Honda wind tunnel opened in 1985. As Peter Wright noted in an article for Racecar, "By the mid-1980s, most of the fundamentals of single-seater racecar aerodynamics had emerged from the Imperial College’s Department of Aeronautics: moving ground plane, ground effect, rotating wheel flow and suitable wind tunnel design appropriate to race car model testing."

Current activities

Recent research carried out into flow control techniques and the development of cutting-edge numerical and experimental methods has allowed specific and significant improvements in the aerodynamic design of Formula One racing cars.

Peter Bearman has continued his work with the industry: between 1997 and 2001 he investigated the geometry changes that were needed to produce significant reduction in drag, determining that small changes can have a very significant effect. This research has led to improved lap times and a more competitive race environment.

Spencer Sherwin has made key developments to the high order numerical code, Nektar++, allowing the accurate and transient simulation of flow around or over complex geometries. Sponsored by McLaren, he has applying these methods to numerically simulate the unsteady flow around geometries relevant to a Formula One car.

Department of Aeronautics students and researchers who have worked in F1

Mercedes GP

Mark Childs Senior CFD Aerodynamicist
Andrew Crook Aerodynamicist
Valerie Diederichs Aerodynamicist
Mike Elliott Head of Aerodynamics
Barney Garrood Aerodynamicist
John Owen Chief Designer
Jarrod Murphy Chief CFD Aerodynamicist
Jonathan Sadler Senior Composites Designer
Dominic Smith Principal Aerodynamicist
Simon Williams Principal CFD Aerodynamicist


Evangelos Arvanitakis Senior Aerodynamicist
Alex Cinelli Track Engineer
Rupad Darekar Senior Concept Aerodynamicist
Rodri Moseley Aerodynamics
Chris Ohanian Aerodynamicist
Thomas Marsh Aerodynamicist
Dirk de Beer Lead Aerodynamicist
Summary of the table's contents

Sauber Motorsport

Tony Feather Aerodynamics
Seamus Mullarkey Head of Aerodynamics
Summary of the table's contents

Lotus Renault

 Michael Broadhurst  Principal Aerodynamicst
 Jonathan Chester  Senior CFD Aerodynamicist
Summary of the table's contents

Red Bull

 Pete Jones  Aero Performance Engineer
Summary of the table's contents


 Richard Butler  Trackside Aerodynamicist
 Saleem Merkt  Aerodynamicist
 Richard Taylor  Head of Aerodynamic
Summary of the table's contents

Toro Rosso

John Adrewartha Senior Trackside Aerodynamicist
Amit Chakraborty Aerodynamicist
Samuel Cooper Aerodynamicist
Fabrizio Tessicini Senior CFD Aerodynamicist
Summary of the table's contents


 Gary Ahlin  Aerodynamicist
 Ivan Roldan Becerra  Aerodynamicist
 Jagjit Bhangal  Aerodynamicist
 Julien Hoessler  CFD Aerodynamicist
 Kemlo Longstaff  Aerodynamicist
 Jonathan Pegrum  Aerodynamicist
 Guiseppe Pesce  Aerodynamicist
 Mark Potter  Vehicle Dynamics
 Peter Prodromou  Chief Engineer
 Craig Rowberry  Aerodynamicist
 Luke Rebbeck  Aerodynamicist
 Hyo Won Kim  Aerodynamicist
Summary of the table's contents


Tony Heenan Principal Aerodynamicist
Peter Collins Aerodynamicist
Craig Wilson Williams Advanced Engineering Managing Director
Summary of the table's contents