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11 Jun 2014

Caterham arrived in Canada with a new set of rear wing endplates, both drivers tested them during the free practice sessions but only Kamui raced them (Ericsson switching back to louvred endplates due to his crash in qualifying).

Teams use louvres in the endplates for efficiency with pressure moving from one side of the endplate to the other, which in turn reduces the pressure gradient where the flaps meet with the endplates.  This pressure gradient entwines into a vortex (which we often see in the form of vapour trails, in damp conditions).  By allowing the pressure to move from one side to the other side of the endplate this vortex is more controlled reducing the drag induced by the flaps.  You'll often see the shape, orientation and number of louvres adjusted based on the circuit characteristics and corresponding wing angle of attack.

I'd therefore suggest that Caterham were looking to gain more downforce/balance for the low speed corners but sacrifice a percentage of their top speed around the Circuit Gilles Villeneuve, although it must be said that Caterham do run very long leading edge slots when compared with the other teams and so they may have found this offsets some of the louvre loss.


Whilst I'm trying to keep atop of the blog you may have noticed of late that there is less content appearing. For those of you that haven't realised, most of my work has now been moved over to where I'm working with Giorgio Piola.

As some of you may have found out already I'm also working with the Missed Apex crew on their podcast from time-to-time, either doing race reviews or dedicated 'Tech Time' shows.

I've embedded the latest version of the podcast below and will update this a frequently as I appear. However, please head over to Itunes if you want it to appear in your player when episodes are available. The show is great to work on and has a great lineup of 'regulars' but has also enticed some bigger names recently too, with Will Buxton and Bradley Philpot on shows during the summer break.

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