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Welcome

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 Motorsport.com 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 - www.patreon.com/SomersF1

14 Jun 2015


I've decided to create a post after each GP from now on, for those that follow my blog or have the RSS feed etc.  In it I'll provide the links to my work on other sites and tidy up any of the other developments that I failed to cover for those publications.

Planet F1 - Tech Corner: Red Bull Racing introduce a raft of updates for the RB11

Grand Prix Times - Tech Talk: Mercedes race-winning developments in Canada

Williams

The team will be disappointed that they've been overhauled by a resurgent Ferrari so far this season, however they're still in the mix and able to pick up points when those ahead falter.  In Canada the team introduced a new Y150 winglet, allied to a rear wing flap configuration that sacrificed downforce in favour of straightline speed, something they became synonymous with during 2014.  The new Y150 winglet (left, below) cast aside the complexity of its predecessor (right, below) with just the singular upper element tasked with upwashing the aiflow and exhaust plume in a complimentary way for the rear wing, connecting the airflow structures developed by the diffuser, exhaust, winglet and rear wing.


Ferrari

The Scuderia took the opportunity to improve the performance of their powerunit in Canada, spending 3 of the 10 tokens they had remaining for the rest of the season.  Although the FIA promised to include details of the tokens being spent in the GP documents this didn't come to fruition, and so although I'm speculating, it's more than likely they were spent improving the combustion elements, taking onboard the variable inlet system that others did at the start of the season.


Having introduced their huge update packing in Spain it's hardly surprising that Ferrari didn't have much to bring to the race in terms of aero performance.  However, some small detail changes were made to the front wing, with the cascade winglet increased in size and its orientation changed (marked in yellow).  Whilst the upper flaps were also re-profiled in order to reduce downforce/drag.

McLaren

Honda also took the opportunity to make changes to their powerunit in Montreal, spending 2 of their 9 remaining tokens.  Their focus was either on the Turbo or MGU-H with both replaced prior to the GP, whilst both of which could change how McLaren-Honda produce more power toward the top end.

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