Formula One car development blog
Flipup supports on FW28
Williams have developed a a support for the flipups ahead of the rear wheels. While it does support the flipup, its most important function is undoubtedly to direct air towards the centreline of the car. Directing the flow away from the rear wheel might slightly decrease drag, while in the centre of the car it us pushed up above the diffuser, or if you like, pulled up under the rear wing.
New honda front wing
In the early part of the season and during winter testing, Honda were using a front wing with an upper element spanning from the end plates to the nose cone. Eventually, Ferrari developed a similar upper element, but now Honda have found the spoons seen at Williams more efficient. The element are rather small compared to the latest evolution at Williams. Also, the profile of the wing has been slightly altered with curvature similar to their Silverstone front wing.
Single element ears at Red Bull
Similer to the winglets seen at Renault before the Canadian GP, Red Bull have now also developed small ears to better guide the air that passed aside of the nose cone. The winglets are placed just above the pushrod, identical to the location on the Renault R26.
Hornets and towers for BMW
The BMW Sauber car is getting more and more chunked with aerodynamic devices. Their state-of-the-art windtunnel allows intensive testing, and last week's Jerez test allowed the development of the new towers above the nose cone and hornets on the airbox, similar to McLaren. Both items as thought to straighten the airflow and therefore reduce drag or increase downforce further down the car.
Different front wings for Williams
Williams F1 have taken different front wing specifications to Magny-Cours. One of which sports an extra wide upper element. It's the largest seen so far at Williams and appears to be making a third lower wing element unneeded. The second front wing is the traditionally used item with three elements and a smaller upper element.
Directing air around the sidepod
While Renault has been the trend setter for aerodynamics in so far this season, for once the French team has adopted something seen at another team already. As early as last year, Toyota introduced the air guiding panels at the front top of the sidepods. Renault have now developed an element similar to that of Honda. It functions by reducing turbulence from the front wheel and guiding air properly around the sidepod. As for Renault, that means downward, in a bend towards the flip-ups positioned in front of the rear wheels.
A doubled ear for Renault
Renault have brought a new aero package to Canada including several obvious changes to the car. One of these are the "ears" on top of the nose which have now changed from a single element to a double element wing. As the trailing edge is pointing downwards, this element is not meant to produce any downforce but merely guide the air better towards the cockpit area. Practically, the first element of this ear is attached to the replaceable nose cone section, while the trailing element is part of the monocoque structure.
Simple wing for low drag
Also at Renault is the new rear wing, that similarly to McLaren's is a fully horizontal element. In contrast, previous rear wings at Renault had its main flap curved upwards in the centre of the car. It appears as if this simpler wing generates less drag, a feature that is highly needed at both American circuits. We may expect the curvatious wings to reappear at Magny-Cours, France.
Obligated slot gap spacers
Flexing and stalling wings have been a hot topic in F1 this year. While Ferrari and BMW were asked to strengthen their rear wings, some of the designs also feature a movable wing so that the slot gap between the two horizontal elements gets closed and hence makes the wing stall. In order to prevent these performance gains, the FIA mandated slot spacers that prevent the gap to be closed. It is for all teams a carbon element that connect to both the upper and lower element and makes their relative position fixed.
