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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 -

5 Sep 2014

Williams arrive in Monza knowing they already have quite a 'slippy' car having chosen a more efficient design than some of their counterparts this year (Sacrificing peak downforce).  However Monza offers the teams a challenge like no other circuit and so the team arrive with a minor adjustment to their front wing.
The upper most flap of the stack has been cut back, reducing the net downforce the wing will produce, but still provide the innermost edge that assists in generating the Y250 vortex.  The shorter chord of the upper flap will of course affect flow longitudinally, affecting things like tyre wake and flow around the sidepods.  All of which should give a small decrease in drag.
Note: The drivers opted for the fuller (regular) flaps for qualifying/race day



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