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𝗙𝗲𝗿𝗿𝗮𝗿𝗶 ,𝗠𝗰𝗟𝗮𝗿𝗲𝗻,𝗥𝗲𝗱𝗕𝘂𝗹𝗹,Mercedes

 

-Mercedes has very small and very front sidepod inlets (maybe that's where their cooling problem comes from).

-McLaren has the Sidepod with the most unusual design with their saddle angle.

𝗙𝗲𝗿𝗿𝗮𝗿𝗶 𝗶𝗻𝘁𝗿𝗼𝗱𝘂𝗰𝗲𝘀 𝗻𝗲𝘄 𝗳𝗿𝗼𝗻𝘁 𝘄𝗶𝗻𝗴 𝘁𝗼 𝗺𝗮𝘁𝗰𝗵 𝗠𝗰𝗟𝗮𝗿𝗲𝗻'𝘀 𝗳𝗹𝗲𝘅𝗶𝗯𝗶𝗹𝗶𝘁𝘆 𝗯𝘆 𝗽𝗶𝗰𝗸𝗶𝗻𝗴 𝘂𝗽 𝗰𝗼𝗻𝗰𝗲𝗽𝘁 𝗮𝗹𝗿𝗲𝗮𝗱𝘆 𝘀𝗲𝗲𝗻 𝗶𝗻 𝟮𝟬𝟮𝟯.

 

The development focused on the last two flaps and the main profile.

-𝗠𝗮𝗶𝗻-𝗽𝗹𝗮𝗶𝗻: Increased the spoon trend in the central section by increasing the blowing of the air passing through that area then to the entrance of the venturi channels.

-𝗧𝗵𝗶𝗿𝗱 𝗲𝗹𝗲𝗺𝗲𝗻𝘁: To obtain greater flexibility of the third profile, the coanda trend was increased compared to the old configuration but also the attachment of the flap on the endplate.

-𝗙𝗼𝘂𝗿𝘁𝗵 𝗲𝗹𝗲𝗺𝗲𝗻𝘁: Last profile completely revised taking up a concept introduced in 2023 but then abandoned in the middle of the season or a first section of the profile very pronounced in its chord but above all a spoon very highlighted in the terminal stretch to increase the up-wash effect at high speeds.

-𝗘𝗻𝗱𝗽𝗹𝗮𝘁𝗲: The hooks on the side bulkhead were also redesigned, taking inspiration from the McLaren, favoring the out-wash phenomenon, thus bringing the flow outwards, creating favorable vortices.

By using less loaded wings teams can save almost 300hp (of drag) at 300km/h at Monza compared to Zandvoort? In Ferrari’s case: Less loaded rear wings and beam wings up to +20km/h terminal speed with DRS, and +30km/h without!Drag (no DRS): -25% Drag power saved: ~270hp at 300km/h, ~400hp at the top speed (more than the power of an F3 car!)

𝗧𝗵𝗲 𝗻𝗲𝘄 𝗙𝗲𝗿𝗿𝗮𝗿𝗶 𝗽𝗮𝗰𝗸𝗮𝗴𝗲 𝗶𝗻 𝗠𝗼𝗻𝘇𝗮 𝗮𝗶𝗺𝘀 𝘁𝗼 𝗰𝗼𝗿𝗿𝗲𝗰𝘁 𝘁𝗵𝗲 𝗽𝗿𝗼𝗯𝗹𝗲𝗺𝘀 𝘁𝗵𝗮𝘁 𝗮𝗿𝗼𝘀𝗲 𝗮𝗳𝘁𝗲𝗿 𝘁𝗵𝗲 𝗲𝘃𝗼𝗹𝘂𝘁𝗶𝗼𝗻 𝗯𝗿𝗼𝘂𝗴𝗵𝘁 𝗶𝗻 𝗕𝗮𝗿𝗰𝗲𝗹𝗼𝗻𝗮 𝗿𝗲𝗴𝗮𝗿𝗱𝗶𝗻𝗴 𝘁𝗵𝗲 𝗰𝗮𝗿'𝘀 𝗳𝗹𝗼𝗼𝗿. 𝗜𝘁'𝘀 𝗿𝗶𝗴𝗵𝘁 𝗶𝗻 𝘁𝗵𝗶𝘀 𝗮𝗿𝗲𝗮 𝘄𝗵𝗲𝗿𝗲 𝘁𝗵𝗲 𝘁𝗲𝗰𝗵𝗻𝗶𝗰𝗶𝗮𝗻𝘀 𝗶𝗻 𝗿𝗲𝗱 𝘄𝗼𝗿𝗸𝗲𝗱.

 

-𝗩𝗲𝗻𝘁𝘂𝗿𝗶 𝗰𝗵𝗮𝗻𝗻𝗲𝗹𝘀: The new floor of the "𝗦𝗙𝟮𝟰 𝟮.𝟭" has been revised in every area. The Venturi channels have been redesigned to have a different lamination and direction of flow towards the throat of the diffuser. in the part below the car while the entrances of them have not been touched.

-𝗕𝗮𝗿𝗴𝗲𝗯𝗼𝗮𝗿𝗱𝘀: Work also carried out in the area of fences (bargeboards) that are now more turned outwards to have a greater flow pressure area. Not only that, also the part of the floor that goes to cover the anti-intrusion cone below the sidepods, now more dug in the low area, has been resized and made flatter to have a greater flow cleanliness.

-F𝗹𝗼𝗼𝗿 𝗲𝗱𝗴𝗲: The front area of the "sidewalk" has also been revised, now more leveling the ground and more detached from the rear of the car thanks to a cut applied in the portion of the "blade". As a result, the metal supports have also been modified to better manage the flow.

𝗥𝗲𝗱𝗕𝘂𝗹𝗹 𝗶𝗻 𝗛𝘂𝗻𝗴𝗮𝗿𝘆 𝗯𝗿𝗼𝘂𝗴𝗵𝘁 𝗮 𝘁𝗲𝗰𝗵𝗻𝗶𝗰𝗮𝗹 𝗿𝗲𝘃𝗼𝗹𝘂𝘁𝗶𝗼𝗻 𝘁𝗼 𝘁𝗵𝗲 𝗰𝗮𝗿 𝘄𝗶𝘁𝗵 𝘁𝗵𝗲 𝗶𝗻𝘁𝗲𝗻𝘁𝗶𝗼𝗻 𝗼𝗳 𝗶𝗺𝗽𝗿𝗼𝘃𝗶𝗻𝗴 𝘁𝗵𝗲 𝗣𝗨 𝗰𝗼𝗼𝗹𝗶𝗻𝗴 𝘀𝘆𝘀𝘁𝗲𝗺 𝗮𝗻𝗱 𝗶𝗻𝗰𝗿𝗲𝗮𝘀𝗶𝗻𝗴 𝘁𝗵𝗲 𝗮𝗲𝗿𝗼𝗱𝘆𝗻𝗮𝗺𝗶𝗰 𝗲𝗳𝗳𝗶𝗰𝗶𝗲𝗻𝗰𝘆 𝗼𝗳 𝘁𝗵𝗲 𝗰𝗮𝗿 𝗯𝗼𝗱𝘆.

 

-𝗘𝗻𝗴𝗶𝗻𝗲 𝗰𝗼𝘃𝗲𝗿: Compared to the previous version with a conspicuous "bazooka", the new "𝗥𝗕𝟮𝟬-𝗘𝗩𝗢" takes up the concepts of the previous two years, namely a slimming of the engine hood at the top and a tighter section in the part near the rear wheels so as to improve not only the cooling of the Honda engine but also the aerodynamic efficiency of the car with a cleaner and less bulky hood design.

-𝗜𝗻𝗹𝗲𝘁𝘀 𝗮𝗶𝗿: In the old evolution the cooling system started from inlets present at the beginning of the "bazooka" with the opening of some gills in the concave area to help the heat output, in the new concept both the gente and the air and heat inputs were revised by moving the Inlets behind the pilot's head and approaching the vent gills in the end of the Halo.

𝗧𝗵𝗲 𝗳𝗹𝗼𝗼𝗿 𝗼𝗳 𝘁𝗵𝗲 "𝗥𝗕𝟮𝟬" 𝗶𝘀 𝘁𝗵𝗲 𝗺𝗮𝘅𝗶𝗺𝘂𝗺 𝗿𝗲𝗽𝗿𝗲𝘀𝗲𝗻𝘁𝗮𝘁𝗶𝗼𝗻 𝗼𝗳 𝗮 𝗿𝗲𝗮𝗹𝗹𝘆 𝗲𝘅𝘁𝗿𝗲𝗺𝗲 𝗰𝗼𝗻𝗰𝗲𝗽𝘁 𝘁𝗵𝗮𝘁 𝗣𝗶𝗲𝗿𝗿𝗲 𝗪𝗮𝗰𝗵𝗲'𝘀 𝘁𝗲𝗰𝗵𝗻𝗶𝗰𝗶𝗮𝗻𝘀 𝘄𝗮𝗻𝘁𝗲𝗱 𝘁𝗼 𝗲𝘅𝗽𝗿𝗲𝘀𝘀 𝗼𝗻 𝘁𝗵𝗲 𝗰𝗮𝗿.

 

-𝗩𝗲𝗻𝘁𝘂𝗿𝗶 𝗰𝗵𝗮𝗻𝗻𝗲𝗹: The elements that give life to the channels have a very detailed design and not very linear in their course. This series of disconnections allows the flows crossing the channels to have a greater output pressure and mitigating the problem of bouncing.

-𝗖𝗲𝗻𝘁𝗿𝗮𝗹 𝘀𝗲𝗰𝘁𝗶𝗼𝗻: The centrepiece of all the flow passages is right in the central area where the skid-block is located. Yes, because a series of differences in the side exit edges and disconnect points have been created along the entire central portion. This concept has its foundations in the "𝗥𝗕𝟭𝟵" which also presented detachment points that go to laminate the flow making it more effective for the speaker.

𝗛𝗮𝗮𝘀 𝗶𝗻𝘁𝗿𝗼𝗱𝘂𝗰𝗲𝗱 𝗮 𝗺𝗮𝗷𝗼𝗿 𝗱𝗲𝘃𝗲𝗹𝗼𝗽𝗺𝗲𝗻𝘁 𝗼𝗻 𝘁𝗵𝗲 𝗰𝗮𝗿 𝗮𝘁 𝗦𝗶𝗹𝘃𝗲𝗿𝘀𝘁𝗼𝗻𝗲, 𝗲𝘃𝗼𝗹𝘃𝗶𝗻𝗴 𝘁𝗵𝗲 "𝗩𝗙𝟮𝟰" 𝘁𝗼 𝗮 𝟮.𝟬 𝘃𝗲𝗿𝘀𝗶𝗼𝗻.

- 𝗦𝗶𝗱𝗲-𝗣𝗼𝗱𝘀: The largest evolutionary step was applied to the sidewalls by distorting a concept regarding sidepod inltes now very similar to top teams.

- 𝗜𝗻𝗹𝗲𝘁𝘀: Compared to the previous version, the lower tray was inverted and thus turned into a protruding element in the upper area.

- Also changed the entrance form now more squared and more tapered vertically.

- 𝗠𝗶𝗿𝗿𝗼𝘀: Even the side mirrors have undergone changes not in their cover but in the attachment of the element itself now extended on the upper tray.

𝗯𝗿𝗮𝗸𝗲 𝗱𝘂𝗰𝘁 𝗶𝘀 𝗱𝗶𝗳𝗳𝗲𝗿𝗲𝗻𝘁 𝘁𝗼 𝗲𝗮𝗰𝗵 𝗰𝗮𝗿, 𝗮𝗹𝘁𝗵𝗼𝘂𝗴𝗵 𝘁𝗵𝗲 𝗯𝗿𝗮𝗸𝗶𝗻𝗴 𝗰𝗼𝗺𝗽𝗼𝗻𝗲𝗻𝘁 𝗶𝘀 𝗺𝗮𝗱𝗲, 𝗳𝗼𝗿 𝘁𝗵𝗲 𝗺𝗼𝘀𝘁 𝗽𝗮𝗿𝘁, 𝗯𝘆 𝗕𝗿𝗲𝗺𝗯𝗼 𝗳𝗼𝗿 𝗲𝗮𝗰𝗵 𝘁𝗲𝗮𝗺, 𝗯𝗲𝗮𝗰𝗮𝘂𝘀𝗲 𝘁𝗵𝗲 𝗱𝗲𝘀𝗶𝗴𝗻 𝗼𝗳 𝘁𝗵𝗲 𝗯𝗿𝗮𝗸𝗲 𝗰𝗼𝗼𝗹𝗶𝗻𝗴 𝘀𝘆𝘀𝘁𝗲𝗺 𝗵𝗮𝘀 𝗮 𝘀𝘁𝗿𝗼𝗻𝗴 𝗶𝗺𝗽𝗮𝗰𝘁 𝗼𝗻 𝘁𝗵𝗲 𝗮𝗲𝗿𝗼𝗱𝘆𝗻𝗮𝗺𝗶𝗰𝘀 𝗼𝗳 𝘁𝗵𝗲 𝘀𝗶𝗻𝗴𝗹𝗲-𝘀𝗲𝗮𝘁𝗲𝗿.

- 𝗠𝗰𝗟𝗮𝗿𝗲𝗻: The English team has built a fairly standard cooling box, leveraging the Pull-Road suspension system to set the cooling duct. A classic design has also been maintained in the arrangement of interior spaces, the carbon flaps guarantee a good passage of air without disturbing the vortices directed to the floor.

- 𝗠𝗲𝗿𝗰𝗲𝗱𝗲𝘀: On the silver arrow it was decided to take a more conservative path by designing a section quite prolonged in its length and with a pronounced width, there are only two internal carbon elements positioned vertically. A pipeline that has a greater impact on aerodynamic effectiveness by creating a greater number of vortices unfavorable to the car.

- 𝗥𝗲𝗱𝗕𝘂𝗹𝗹: The "𝗥𝗕𝟮𝟬" is undoubtedly the most extreme car of all of the grid proposals, an extreme concept also repeated on the brake ducts which are very narrow and small forming a hybrid between the design of the "𝗠𝗖𝗟𝟯𝟴" and the "𝗪𝟭𝟱". Being very tapered, the aerodynamic impact is almost zero but this leads to a higher temperature at the braking system.

𝗧𝗵𝗲 𝗲𝘃𝗼𝗹𝘂𝘁𝗶𝗼𝗻 𝗼𝗳 "𝗦𝗙𝟮𝟰" 𝗮𝗹𝘀𝗼 𝗶𝗻𝗰𝗹𝘂𝗱𝗲𝘀 𝗮 𝗻𝗲𝘄 𝘄𝗶𝗻𝗴 𝘀𝗼𝗹𝘂𝘁𝗶𝗼𝗻 𝗮𝘁 𝘁𝗵𝗲 𝗿𝗲𝗮𝗿.

 

- 𝗠𝗮𝗶𝗻-𝗣𝗹𝗮𝗶𝗻: The main profile remains unchanged from the previous version, light centre spoon not extreme in the inner portion, ending with a slight angle in the outer edge.

- The big changes are in the moveable flap, especially in the exit edge.

- 𝗠𝗼𝗯𝗶𝗹𝗲 𝗙𝗹𝗮𝗽: The rope of the element remains the same, from medium aerodynamic load, what was redesigned was the attachment to the side bulkhead and the exit edge of the flap, in the first version it was more rounding, now it forms a very strong angle RedBull.

𝗖𝗼𝗺𝗽𝗹𝗲𝘁𝗲𝗹𝘆 𝗿𝗲𝗱𝗲𝘀𝗶𝗴𝗻𝗲𝗱 𝘀𝗶𝗱𝗲𝘀 𝗼𝗳 𝘁𝗵𝗲 𝗠𝗰𝗹𝗮𝗿𝗲𝗻 "𝗠𝗖𝗟𝟯𝟴" 𝘄𝗶𝘁𝗵 𝗻𝗲𝘄 𝗜𝗻𝗹𝗲𝘁𝘀 𝗮𝗻𝗱 𝗦𝗶𝗱𝗲-𝗣𝗼𝗱𝘀.

- 𝗦𝗶𝗱𝗲-𝗣𝗼𝗱𝘀: Compared to the previous version, the shape of the side has been changed in the central areas by thinning the portion and lowering the flow.

- 𝗜𝗻𝗹𝗲𝘁𝘀: A new design of the Side-Pods involves a new cold air inlet, the upper element has been stretched so as to direct more amount of flow towards the actual inlet which has been increased in its length and narrowed in its height.

- 𝗙𝗹𝗼𝗼𝗿: Small update also to the floor to which two flow diverters have been added that work in tune with the new side.

*Credit to Technical.f1 IG and all IG pages for collaboration with OHAD BARK