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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 -

17 Feb 2014

The STR9's rear end is perhaps the first warning shot of just how complex we can expect the RB10 to look once it's actual specification is revealed either later in testing or in Melbourne. One of the nice features I noted at the car's launch is the use of a wing mounted on the reference plane. 

This wing not only adds structural integrity to the Rear Wing assembly but isolates the airflow in the central section of the car. For 2014 the crankshafts height from the reference plane has been increased by 32mm enabling more space for airflow to pass between the crash structure and the floor. Toro Rosso have also scalloped out the central section under the crash structure to utilise the wing and further increase the space between it and the crash structure. They aren't the only ones to be doing this with Mercedes, Ferrari, McLaren and Williams all following a similar design ethos. Further development is likely to take place on this element throughout the season as the team further open up the scalloping of the floor.


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