During the midday pit lane walkabout on Friday at the 2013 British GP, a lot of technical detail can be seen. Even through the team try to hide as much as they are allowed. The top teams put their front … Continue reading →
Since its introduction in 2010 the Drag Reduction System (DRS) has gone through a series of evolutions in how the team actuate the movable rear wing flap. Having replaced the adjustable front flap, teams have all switched to hydraulics to power the opening of the flap, where as the front flap angle system introduced in 2009 was commonly achieved with electric motors and only a few teams employed hydraulics.
For many years the shape and position of the cars suspension elements have been an important factor in the cars aerodynamics. For 2013, almost every team have taken the same approach pioneered by Red Bull in 2012, by raising the rear lower wishbone. In doing this the teams have also oversized the wishbone’s cross section to enclose the driveshaft. It transpires that there are two gains from this practice, primarily improving flow over the diffuser and secondarily reducing the aerodynamic effect of the spinning driveshaft.
Following on from the under nose slot of two years ago and the letterbox slot of last year, this years Red bull continues to explore aero solutions around the nose box. However with revised nose rules this year, it’s an idea from Sauber that found its way onto Newey’s drawing board. Now letterbox opening faces backwards and is joined to the slot below the nose with a duct, to overcome aerodynamics issues presented by the nose box.
In the latter part of testing at Jerez the Ferrari F138 appeared with a slot under the nose cone. In adopting a nose slot, Ferrari have followed other teams’ recent developments in this area. Contrary to much rumouring the slot is a relatively simple aerodynamic solution to improve the air flow under the raised section of chassis.