The Hungarian Grand Prix is known for high downforce, which is why Red Bull enjoyed a successful qualifying and the likes of Williams and Sauber struggled. For this weekend, teams would apply a lot of elements to improve downforce, of which is tested here at the first real chassis and downforce circuit of the calendar.
Mercedes
Mercedes were one and two in qualifying, with Hamilton taking pole by half a second to Rosberg. Their updates conclude with a new engine cover which featured a bump towards the trailing edge. With temperatures being hot, this looks to be extended cooling method for the ERS radiators for the Mercedes.
The second update was a very slim monkey seat (Y100 winglet). Mercedes have a big advantage in the engine, so are able to run slightly less downforce than their rivals. The new design was similar to the default one Williams run on the FW37, which sees one flap in a set of endplates which connect around the exhaust.
Monkey seats use the exhaust gases for downforce which run past the flap and push the rear into the road, just the like the main planes of the rear wing does. Mercedes have ditched its box-like design for a much more low drag and downforce one.
Williams
Williams brought along one new front wing, which was run by Bottas all weekend. The new design is similar to the Mercedes W06. It consists off a new endplate which has the curved philosophy to it, as well as a canard mounted on the outer edge of the endplate.
The outer canard has been a thing of constant change this season for all teams. The concept was seen in the early days of IndyCar racing.
What it is, is a very clever way to bring high-pressure air and run it against the undercut of the side pod as well as the floor. Mercedes, Sauber, Force India and now Williams all have designs adapted to their cars philosophy. It’s a great way to feed the diffuser more flow for a bigger performance gain.
Lastly for the FW37 is the changes to the main planes of the wing, they feature a much more free-flowing concept to them. This is a way the team will improve the quality of air as it goes around the front tyre.
Force India
We all saw Sergio Perez’s crash on FP1, where he’s rear left lower wishbone gave way over the rumble strip. Force India amazingly were able to get a newly manufactured design ready the next day for both cars.
Overnight they analysed the stress inputs, the same as what Perez did when it gave way and created a new stronger design which was still aerodynamic for the car’s rear downforce. Force India acted very quickly for both Perez and Hulkenberg who can now race.
Toro Rosso
The STR10 sees a new monkey seat for the Hungarian Grand Prix. Its sees a double element flap in a curved nature, of which follow the curvature of the exhaust pipe. Gasses will pass through the flaps and help push the rear into the road. Toro Rosso are running a high angle of attack which should seem them improve on the downforce side of things.
McLaren
The Woking-based outfit have brought a raft of changes for the weekend. Starting with the wing mirrors. There is a new stand on which the mirror is connected too. It is mounted further out of the chassis and also higher than before, which looks to be more for driver comfort than aerodynamic gain.
Opposite the mirror, McLaren have added a fourth flow conditioner. They are great ways to feed the diffuser more flow, so generate more downforce. The way they are curved sees the airflow streamlines pass through them in a very orderly manner, which is also the same as they run parallel to the side pod. They finally end up at the rear tyre squirt mounted on the floor in front of the rear tyre, and also end up under the chassis for the diffuser to work with.
Finally, McLaren have added three gurney flaps to the leading edge of the diffuser. By creating a low-pressure drag area behind the flap, it increases the effectiveness of the wing because low pressure pulls high pressure towards it. This means that for a specific drag trade-off you gain more downforce from the wing, by slotting the elements on a gurney you could perhaps increase the net pressure gain.
Furthermore, McLaren could also be using a slat method of retrieving downforce. You can allow the diffuser to operate at a higher angle of attack without inducing wing stall, which means you can curve the diffuser side walls more aggressively for increased expansion of air flow. This should also see the rear end of the MP4-30 more planted and stable.
Pictures courtesy of Scuderia Toro Rosso, McLaren Honda and Williams Martini Racing
