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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 -

23 Aug 2014

Spa's unique circuit characteristics demand good top speed for the 1st and 3rd sectors whilst retaining a high level of downforce for sector 2.  This therefore makes for an interesting decision process when designing/selecting a rear wing, with most of the teams bringing a new specification of rear wing to cater for these demands, Ferrari are no exception.

Of course they completed correlation work to asses its merits in comparison to the standard specification too (below).

The newer wing (top and below) features a much shallower angle of attack for the Mainplane and Top Flap, whilst the endplate louvres which are used to reduce tip vortices are reduced from 5 to 3 (owing to the shallower AoA).  The chance of rain for qualifying/race and/or down to assessment work conducted in FP1&2 we may still see Ferrari run with the older specification as a precaution.
NOTE: As this piece was written after FP2 you should be aware that both drivers opted for the higher downforce wing for qualifying/race day.


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