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I'm Matthew Somerfield, a freelance journalist focused on the technical elements of Formula One. It has been a pleasure to provide content via this site for the last 5 years, which has led me to several paid freelancing jobs along the way. I'm currently plying my trade with and working alongside the legend that is Giorgio Piola.

This has seen the content here diminish as a result and I'd like that to change. In order to accomplish this I need your financial support, as I need to break free of the shackles of doing this part time. If you like the content I've been producing and want more of it I'd ask that if you can spare some change each month it'd go a long way towards transforming this site into the technical behemoth I know it can be.

As such I've set up a 'tip jar' over on Patreon and will continue to set goals and rewards based on our success -

12 Feb 2014

All of the teams face the problem of losing rear downforce this season primarily due to the re-location of the exhaust exit and the exhaust blowing used by the teams the last few seasons. The other issue comes via the loss of the beam wing which aided in the flow structure interactions of the diffuser and upper wing planes of the rear wing (Upwash).

Mercedes have attacked this problem by creating serrations in their endplates enabling the pressure to move between either side of the component, which further take advantage of the upward curvature that the endplates have been designed with. Meanwhile as shown in the inset we can see the team have revised their tyre wake slots moving them closer to the leading edge and lowering their position on the endplate.

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