2004 Wings
For 2004 rear wings will have the number of elements reduced. Currently front and rear wings have a limit of three elements (plus one extra lower one for the rear wing). I understand the new rule will limit the rear wing to two upper elements. I do not think it is allowed for the teams to substitute an extra upper with the lower element.

For 2005 and beyond , The was talk of the teams being forced to run a low downforce (Monza) wing for the full season. Also there was a suggestion a standard wing for all teams or a homologated wing per team per season.


Complex rear wings
The Williams wing is a classic example of two new (‘ish) aero solutions.

Complex 3D wings
Williams ran a complex 3D wing with shorter chords on the outer sections of the wing, this works to a different philosophy to the simpler wings we’re used to seeing on racecars.

The complex 3D shaped wings work on three basic factors,

1) the outer sections run in clearer air, unobstructed by the airbox\roll structure, this makes them more efficient

2) the shorter outer chords produce smaller trailing vortices, these trails often seen in damp weather, show where the flows form over and under the wing and to the side of the endplate, meet, sending a spiral outwards, effectively making the wings frontal area larger this produces drag. (quote: Gary Anderson)

3) the two contra rotating trailing vortices tend to pull the airflow behind the car upwards, this adversely affects the main flow through the wing and the wake from the underwing. (quote: Sauber Aerodynamicist)

Hence, although 3D wings may have had a deeper central section, the more efficient design of outer section results in less drag compensating for the more draggy centre. i.e. same dowforce same drag from two very different wings

Many teams use these wings in some form, Ferrari have simply reshaped the wing profile just before it meets the endplate to reduce the vortices. Renault, BAR and Mac have seriously shaped version, as later in the season have Jag, Toyo, Sauber.

The sawtooth (serated) gurney
These work to reduce an aerodynamic effect at the trailing edge of the wing, where the two flows around the wing meet and struggle to mix cleanly creating turbulence and drag. It is thought the tiny vortices shedding from the teeth mix the flows cutting the drag in the process.


These have been used by McLaren on their front wing in the past, but I have yet to see them on other F1 car (sorry not on a Ferrari FW)

Notched endplates
I understand the notched endplate has more to do with vortex management than yaw performance. Just as front wings have a notch on their top edge to energise the flow over the wing close to the endplate.
So do the rear wings, but more to speed up the flow to more closely match that passing under the wing to reduce vortices. Renault ran the bizarre remote rear flap set up in Monaco (plus other races) which needed larger notch to reduce the trailing vortices created by such a steep rear flap.