by clicking the arrows at the side of the page, or by using the toolbar.
by clicking anywhere on the page.
by dragging the page around when zoomed in.
by clicking anywhere on the page when zoomed in.
web sites or send emails by clicking on hyperlinks.
Email this page to a friend
Search this issue
Index - jump to page or section
Archive - view past issues
GP Week : Issue 224
TECHNICAL SmALL ChAnGeS AS teAmS StArt to LooK to 2016 teCHNICAL PAoLo FILISettI Technical Editor Micro developments seem to be the current trend in F1, with the exception of Force India, which introduced the ‘nostril’ nose, tested at spielberg after the Austrian GP, at silverstone. An interesting feature without doubt, but on the performance side it didn’t change the dynamics too much of the car of the silverstone-based squad. The top teams, instead look to have followed a path of a step-by- step development, mainly basing it on refinements rather than on huge visible changes. The area around the front wheels seems to be the one that grabs most attention at the moment, in particular featuring developments close to the endplates in terms of the upper flaps, and vertical fins placed beside them, so to direct the airflow outwards. This kind of evolution featured both on the Ferrari and on the Red Bull. Even if the two front wings maintain conceptual differences, it looks as if a common path has been taken, following the design concept of the Mercedes front wing. The management of the turbulence generated by the front wheels seems capable of providing that extra amount of downforce, thanks to the array of the revised upper flaps, that could be absolutely fundamental on a track like Silverstone, increasing their efficiency, as no additional drag was generated – instead it was actually reduced. Furthermore a deeply revised main flap now features a sinuous trailing edge and an extended surface including the lower element towards the cars centerline. Ferrari, proceeding in the detail refinement of the front end of the SF 15-T have even managed to reduce e the section of the onboard camera mountings on the side of the nose cone. This change, as for the front wing, makes this new solution look very close to the Mercedes one featured since the start of the season. It is important to say that each of this evolutions, taken individually, doesn’t provide a relevant step up in terms of performance or rather efficiency – but instead, the sum of all these bits may help not just in small improvements in terms o f lap times, but also in terms of fuel saving, as the drag reduction may help in this area. Another team that seems to be following the Mercedes front ends aero concept is Red Bull. Having tested their latest version of their front wing featuring a different layout of the main flaps and an additional vertical fin placed beside the upper flaps assembly, they introduced it here. As for the Ferrari, the modifications are mainly concentrated in the area in front of the wheels, to reduce the turbulence generated, and at the same time, the evolution of the main flap design means an accurate gain of additional downforce that, since the start of the season, was one of the weak points of this car. Of course, it is important to note that each progress made has to be evaluated in a wider scenario, that differs car to car. By that, I mean that it is rather difficult, judging from outside, just how relevant such improvements can be, on a wholly uncompetitive car as the RB11. Certainly the Milton Keynes engineers are producing many new parts, but not primarily for a current engineering exercise, rather to build up the basis of a more competitive package for the next season. The aim of Ferrari engineers instead is rather more focused on raising up as much as possible the pace to catch the dominant Mercedes cars this season, while at the same time trying to maintain Williams behind, as the Grove-based team seems now to be enjoying an increased level of competitiveness. 31 GPWEEK.com // 31 GPWEEK.com // F1 >>> BRITAIN PARTNERS: