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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 Motorsport.com 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 - www.patreon.com/SomersF1

16 May 2014

Red Bull's aerodynamic superiority over the last few seasons has been driven by a few things, their use of exhaust blowing to enhance the diffusers performance, their attention to detail and the fact they're prepared to forge paths that others haven't. 


For 2014 the team arrived in testing with some very basic rear wing endplates, devoid of the usual drag reducing louvres we see all the teams utilise. However once they hit the track in Melbourne it was clear they were once again looking to tread new ground, introducing endplates that featured slots behind the wing planes. In Barcelona the team have decided to return to a more conventional arrangement with louvres placed in front of the mainplane / top flap. The louvres are used to reduce drag, with lower pressure from the outside of the endplate converging with the higher pressure inside, equalizing the pressure differential also reducing the tip vortices. It's worth noting that although the team have returned to their use of the louvres they haven't added leading edge tyre wake slots back to the Endplates.

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