As F1 teams develop front wings with ever greater emphasis placed on the load created towards the outboard end of the flaps, the airflow over the outer 30cm of wing is becoming ever more critical. With designers wanting to keep this area clear of unwanted obstructions, the need to package a means to adjust the front flap angle becomes more difficult. Red bull as ever have had a good look at the issue and come up with the semi floating adjuster that keeps the wings surface almost interrupted.
With the shift toward pull rod rear suspension, the teams’ mechanics are faced with a maintenance issue. As the pull rod reaches down into the gearbox casing, access to the transmission is hindered by the inboard suspension inside the gear casing. Most teams maintain their transmission by first having to remove parts of the inboard suspension. However the Ferrari engined teams have each found a neater solution to this problem. Sauber use the Ferrari gearbox and also follow a similar practice of using a separate module to mount the entire inboard suspension in between the engine and gearbox.
Formula1 is often about setting a car up to suit the needs of the driver, but there can be no part more intimately linked to the driver than the seat. Literally moulded to their shape, the modern seat is a far more complex piece of engineering than the foam moulded seat used in the old days.
A feature of every F1 car since 1996, the cockpit headrest padding has evolved to become a critical safety feature. Introduced as part of the response to the incidents of 1994 and in particular the Wendlinger Monaco accident, the regulations are now very specific in regards to the shape and material of the padding. Although outwards these are simple pads, their design is tightly governed by the regulation the final detail is balanced between the drivers and the aerodynamicists.