The Austrian Grand Prix is one that is well-loved by everyone. The fast paced action is a thrill for the drivers, as well as being quite complex for the engineers. Here are the technical updates.
Ferrari
Ferrari made some changes to the floor, which includes a twin element fence near the rear tyre squirt. This method is to stop air from going down the inner section of the tyre and the brake ducts. The ducts need a very clean flow in order to produce downforce, so ant turbulence can effect it, Ferrari has simply applied a fence to stop this.
Williams
The British based team have brought significant updates to the FW37 this weekend. With much development to the rear and side impact structures. The first update is the new leading edge section of the chassis, where the bardge boards are situated above. It is now much longer with a new sloped section on the furthest most inner section. This will act as a flow conditioner with the high pressure flow beneath the tub height. This looks to create a cleaner flow for diffuser. Where this flow will go Williams have added new wiglets to the diffuser side walls.
This then brings me on the update, there is an additional wiglets on the sidewalls for increased flow away from the car. Lastly, their new rear wing has new updated endplate which is straight cut as well as new DRS main plane with the common seen “V” cut out.
Toro Rosso
On the STR10, they will run its low drag rear wing endplates this weekend. The reason being is that straight line speed in more important that downforce. They are running less louvres too, with very low rear main plane angle.
Secondly Toro Rosso’s rear lower wishbone outboard end is all new, which has inspired by similar concept on Mercedes WO6 front lower wishbone, which us also similar to what is used on the Ferrari. This design applied better kinematics and mechanical grip for the car. The stability is a lot better as well as the cars handling.
Red Bull
Red Bull rivals are running a new T-tray under the chassis, which has new elements for flow efficiency. They look to provide a bet quality of air to the rear diffuser, by allowing the air to pass but neatly and more strictly positioned.
Red Bull have also reshaped it sidepods for better flow to the rear wing. Oncoming velocity streamlines can be blocked by bulging bodywork, so team will adapted the method of slimming the rear end quarter panel. Red Bull have really compressed their bodywork against the Renault engine and its internals. The car can gain several MPH by this.
McLaren
Lastly we come to McLaren, who have a significant update. They have ditched the old ‘pelican’ nose in favour of the thumb concept. This design has also be adopted by Williams and Red Bull. This design created better flow underneath the chassis, with a very clean blend from the thumb section to the underside belly of the nose.
It’s a great way to get the flow to the diffuser, of which was being wanted with the longer nose, as used before.
The team has had to work very hard to create the inner structure to meet the FIA demands in such a short nose length, as well as passing the strict FIA crash test.
McLaren have also adopted a complex quadruple tyre squirt slot at the floor periphery in front of the rear tyre, mounted on the Carbon Fibre floor. This is a way teams add to flow efficiency with the air flow going over the tyre, instead of going round the outside of it. This is a very extreme concept by McLaren.
Pictures courtesy of Scuderia Ferrari, Toro Rosso and McLaren Honda
