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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

Red Bull have made numerous revisions to their Rear Wing support pylon throughout the season, with Silverstone offering the backdrop for a further modification. Changes to the 2014 regulations, outlawing the use of a 'beam wing' has led to many differing design decisions by the teams, as they look for both structural rigidity whilst maintaining aerodynamic efficiency. In the case of Red Bull it was clear from the start that the team wanted to run a singular support pylon, minimising the effect the supporting element may have on the rear wing's mainplane and top flap.

Ferrari who made widesweeping changes to their rear wing pylon(s) in Barcelona also introduced a 'swan neck' style pylon which appears to have inspired the boys at Red Bull. The new pylon design mounted on the RB10 for Silverstone traverses the mainplane and mounts to the front of the DRS actuation pod. This is a sensitive area and relies on the teams follow strict dimensional criteria in order to place bodywork here, this is due to the changes made by the FIA when they outlawed the full length shark fin engine covers and the 'F-Duct'.

The idea behind such a design is to make the mainplane more efficient, as the pylon doesn't impinge upon the lower surface. The pylon being placed on the lower edge of the mainplane as used to be the case can lead to airflow separation, which results in a loss of performance. This is especially critical as the car is in yaw as any loss of airflow attachment results in imbalance for the driver, this results in him having to back out which of course further impacts performance.


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