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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 -

20 Aug 2015

A selection of the best technical images from the Belgian GP courtesy of Sutton Images that will be updated throughout the weekend.

Red Bull RB11 front brake duct detail
Red Bull RB11 low downforce rear wing, note much shallower angle of attack
Red Bull RB11 rear wing being tested to make sure radius' meet the requirements

Red Bull RB11 rear wing being tested to make sure radius' meet the requirements
Mercedes W06 rear brake duct detail
Mercedes W06 front brake duct detail, note the upper crossover pipe in place which dispenses airflow out of the wheel face taken in by the scoop.
Mercedes W06 bulkhead detail
Red Bull RB11 rear brake duct detail
Red Bull RB11 low downforce rear wing
Red Bull RB11 sidepod detail during build up
Sauber C34 front wing
Williams FW37 chassis and floor detail
Mercedes W06 'spoon' style rear wing.  Last seen used by Sauber in 2013 this style of rear wing tries to leverage as much downforce as possible, whilst reducing drag through the reduction of tip vortices.  You'll note the team have also installed the less complex Y100 winglet (Monkey Seat) we first saw in Hungary (but not raced) which helps with flow attachment along the centreline.  The leading edge slots have also been extruded inwards to allow more airflow inboard, once again changing how the vortex is created at the tip juncture.
Mercedes W06 rear wing, see above for more detailed analysis
Mercedes W06 rear wing endplate detail
Mercedes W06 new 'spoon' rear wing from behind
Williams FW37 front wing from behind
Mercedes W06 diffuser detail
Mercedes W06 diffuser detail
Mercedes W06 serrated windscreen, most likely Nico Rosberg's as he runs this spec continuously, however, Lewis has dabbled with it.
Mercedes W06 simpler Y100 Winglet (Monkey Seat)



  1. Hey, Your post is very informative and helpful for us. In fact i am looking this type of article from some days. Thanks a lot to share this informative article.
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  2. the bulls have vastly increased in just over a month!!!!! ferrari and williams look stagnant!!!

    btw great work matt!, i hope to show a bit more on ferraris FW and mercs RW

  3. Does anyone know what possible advantage there is to the Mercedes serrated windscreen?

    1. Those are vortex generators(VG). A VG scrambles the airflow into a vortex like you see in your sink drain for example. The advantage is that the airflow actually follows contours better when in a vortex. The bad thing is that vortexes produce drag. These could actually aid the airflow back to the revised rear wing for example.

    2. That's pretty interesting. I really didn't think that it could effect farther back.It makes sense though.

    3. That's pretty interesting. I really didn't think that it could effect farther back.It makes sense though.

    4. I'll side with you .. there is no way WE could know that. Understand though that airflow always begins at the beginning, as in the nose of the car. The biggest reason for front wing/tea tray/ barge board development is to harness airflow further downstream, as in all the way to the back of the car, and beyond even. Little things, as Vgs are for example can have a great impact in what they PREVENT from happening, as in flow separation (a bad thing) in yaw for instance.

      The new (for Belgium) rear wing has a completely different set of demands on it, especially as it related to the center of the structure, therefore the air flow around the engine cover is conceivably a bigger deal. OTOH, if I remember correctly Merc has been doing this, on and off, for years .. Newey as well.

      A bit off topic but a solid driver's screen can actually create some downforce, especially the higher it gets .. but then there is that drag thing again. Today's aero tweaks are pretty interesting, as opposed to 10 years ago precisely because you cannot effectively "hack" for a lot of downforce and be successful anymore. Drag is a very big deal these days ..


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