In comparing these results, the MUAM reduces the model error for all the degrees of freedom, most significantly for the pitch moment coefficient, [C.sub.Mx], and the lift coefficient, [C.sub.z].
For the other aerodynamic coefficients, drag, [C.sub.z], side force, [C.sub.y], roll moment, [C.sub.x], and yaw moment, [C.sub.z], the conventional model already results in a small error, and the increased accuracy of the MUAM only results in small additional error reductions.
The difference in the aerodynamic forces and moments are calculated by subtracting the conventional aerodynamic results from the MUAM results.
This is consistent with the QSS aerodynamic model error results, as these were the two aerodynamic degrees of freedom with the most reduced modelling error from the MUAM.
The predicted static margin results reveal that implementing the more accurate MUAM has a significant effect on the prediction of the vehicle handling, especially in turn entry segments, [S.sub.2] and [S.sub.6].
This is consistent with the large pitch moment difference shifting the vertical load distribution to the rear axle with the MUAM implementation.
A small effect on the difference in the maximum potential corner speed is seen from the implementation of the MUAM compared to the conventional aerodynamic model.
The difference in predicted drive force demand resulting from the simulation comparison is minimal, with the MUAM only resulting in a -0.41N average difference.
The MUAM is shown to primarily affect the vehicle handling metric resulting from the full lap QSS simulation when compared to the conventional aerodynamic model.
If the conventional aerodynamic model is applied to race vehicle simulation in place of the MUAM, the vehicle handling predictions will not be as accurate.
The high fidelity MUAM proposed, developed, and applied in this paper is shown to more accurately model the quasi steady state wind tunnel test data than the conventional aerodynamic model over the range of vehicle orientations tested.