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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 -

2 Apr 2014

Toro Rosso briefly tested the use of an inverted Y-Lon in Melbourne and it seemed the team were going to make do without it in Malaysia too with the team doing plenty of running without either the Y-Lon or their Y100 winglet used during pre-season adorning the car.

For qualifying and the race however the team re-installed the Y-Lon which also required a change of rear wing profiles, mitigating some of the loss as it connects with the underside of the mainplane. In reality, one of the most intriguing sections of the Y-Lon is not it's installation in order to increase rear wing rigidity but the lower cylindrical elements impact on the surrounding airflow. 

Surrounding the exhaust would seem to be it's primary purpose but the shaping, orientation and it's offset from the engine cover means it should work in unison with the exhaust to pull airflow through and over the engine cover, once again utilising the exhaust to influence airflow.


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