the team use this as a way of increasing sidepod performance). You'll also note from this image that the sidepod inlet has also been lent backwards (at its base) increasing the undercut and maximising the inlet cross section. The shaped mirror stalks (purple) at present seem unchanged from the F14-T.
2014, utilising a swan neck connection to the DRS actuator pod, the idea of which is to minimize the disturbance to the underside of the mainplane. Mounted on this we find another swan neck support, this time being used to hang the Y100 winglet off of, its design is fairly similar to one the team used in 2014 but has been altered to enhance how the exhaust plume interacts with the diffuser below and rear wing above. The wedge shape I have highlighted in front of the pylon is fixed to it but is much narrower than the pylon, in order that it matches with the engine cover it butts upto.
The rear wing endplates have more holes than a piece of swiss cheese, all of which are designed to utilize the pressure gradients of surrounding air structures and either assist them in generating downforce or reduce drag in general. The blue circle shows the team are continuing to assess the mainplane gradient slots they trialed last season having seen Red Bull use them earlier in the season, in summary they assist the mainplane by allowing airflow inbound, maximizing the wings aspect ratio (especially in yaw). A new solution (red circle) also appears at the base of the the wings endplates, these louvres are placed in a particurlarly sensitive area before the vertical strakes and above the diffuser, suggesting the team are trying to further enhance the upwash from the diffuser. The trailing edge of the endplates also feature a fairly blunt gurney strip, which will of course change how the airflow moves around the whole structure.
Red Bull, Mercedes and McLaren with a raised dog leg slot. The way these devices condition the airflow in the region is pivotal to the diffusers performance, as invariably they control how the dynamic changes of the tyre affect the airflow.
The Ferrari powerunit clearly had some issues during 2014 and so the team are eager to continue developing what they have. The opportunity to spend the development tokens throughout 2015 rather than homologate in February is a short term win for Ferrari, who are clearly behind schedule.
This is directly opposed to the route being taken by Mercedes and Renault who will spend the majority of their tokens before the season commences meaning the offset in performance could see Ferrari struggle in the opening part of the season. Furthermore with drivers only able to use 4 powerunit during 2015 and a total of 20 (maybe 19 if Germay is lost too) races on the calender it means changes can only be made to the powerunit alongside the scheduled PU change (every 4-5 races) meaning the first time Ferrari will be able to update the PU will be Bahrain/Spain or sacrifice a PU for their driver.
As always as this is only a launch piece there's likely to be many changes to the SF15-T over the coming weeks, so keep your eye on the blog for updates.