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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 -

22 Aug 2014

The last stop before the summer break being Hungary meant the team bolting on as much downforce as possible but the return to racing at Spa offers a new challenge.  The 7km circuit has some of the longest straights on the calender but also has its fair share of complex corners, making it a challenging place for the teams to get their aerodynamic packages right.  Rather than produce a race specific rear wing the team have returned to a specification last used in Montreal.

The wing features a much lower angle of attack than usually utilised with just two *louvres placed in either endplate. 

*Louves are used to reduce tip vortices (which of course there are less of when less AoA is run)


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