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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 -

10 Jul 2014

Ferrari still seem a little at sea with their developments, not sure if they should flip a coin, throw a six or simply stick with what they've got. Whether they're still having correlation issues between their wind tunnel, CFD and actual track components is questionable but key areas of development seem under both constant change, back to backed for correlation and then they revert to the older components. The reduction in width of 75mm either side of the Front Wing in 2014 has led to them turning their attention to their front brake ducts

At Silverstone the team arrived with an enlarged section of bodywork that straddles the front of the brake assembly, taking airflow collated by the scoop and re purposing it to energise the air flowing around the wheel's face. The idea is to mitigate the effect of how the airflow spills off the wheels outer face and inevitably makes controlling the wheels wake more difficult. Ferrari have tried several solutions to this since the start of the season, including using a blown (hollow) wheel nut arrangement. The problem for the team is that not only do you rob Peter to pay Paul by taking airflow via the scoop and injecting it into the wheels airflow pattern, creating some drag in the process.

It is difficult to model the region due to the combination of many flow regimes and tyre deformation having an impact on the the wake, getting it right however will provide a welcomed boost further downstream, making the effort worthwhile.


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