British Grand Prix Aero Analysis

F1 came back to its home in England with a great race taken place at Silverstone. Most teams have made noticeable upgrades on their cars, although tyre issue caught all the attention by the end of the day. Pirelli states that “a series of different causes led to the failures, including rear tyres mounted the wrong way around, low tyre pressures, extreme camber angles and high kerbs”. Although they could blame a combination of various causes, it’s really the time for them to take a serious look at those tyres they made.

In aerodynamics perspective, Lotus brought out the DRD systems that they’ve been developing since last year, Ferrari modified both their front and rear wing, and Red Bull made some change to their diffuser.

Lotus DRD
I have written about the DRD on Lotus E20 last year – Lotus E20 Drag Reduction Device. DRD is basically a passive air switch that operates by air velocity. Several teams have tried out this device including Red Bull, Mercedes and Sauber. However Lotus was the only one who insisted and has a possibly €12.5m budget on it. Lotus E21 is designed with DRD inlets, however it was mostly closed during the season. In Silverstone, DRD was put on Raikkonen’s car while kept closed on Grosjean’s car. Lotus have also made different modifications to the car body based on DRD.

Lotus E21 without DRD
Lotus E21 without DRD
Lotus E21 with DRD
Lotus E21 with DRD

There is an obvious periscope shape outlet on Kimi’s car with DRD fitted. Romain’s car however, without DRD, features a slimmer body with shark fin on it. And correspondingly a slimmer monkey seat was used on Romain’s car. The slimmer bodywork may improve the performance of diffuser and rear wing without DRD.

Lotus E21 Monkey Seat Variation with/without DRD
Lotus E21 Monkey Seat Variation with/without DRD

The different setup on two cars would enable Lotus to carry out direct comparison between the package with DRD and a whole new package without DRD. And hopefully they’ve got some valuable data from Silverstone so that we can see more of their development on the drag reduction device.

Ferrari’s Front and Rear Wing

Ferrari added a new cascade (green arrow below) on their front wing, which improves the airflow rearward by directing more air over the suspension into the sidepod.

Ferrari's Front WIng at Silverstone
Ferrari’s Front Wing at Silverstone

At the rear end, they added a vertical slot on the side of the rear wing endplate. This could potentially help dealing with the wake come off the rear wheel.

Ferrari's Rear Wing at Silverstone
Ferrari’s Rear Wing at Silverstone

Red Bull

Red Bull modified their diffuser with some additional slotted strakes to seek for more downforce.

Red Bull Diffuser at Silverstone
Red Bull Diffuser at Silverstone

Force India

Another obvious update is from Force India, who added some vortex generators on the front wing as Red Bull did in Canada. They would create more guidance to the air and re-energise the flow to make it better attached to the surface.

Force India - Small vortex generators on the wing
Force India – Small vortex generators on the wing

*Pictures from AMuS

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