BRITISH GRAND PRIX 2005 – TECHNICAL ANALYSIS


FIA FORMULA ONE 2005 CHAMPIONSHIP – BRITISH GRAND PRIX

New sidepods for the FW27
Silverstone gives us a chance for a close study of the revised B” spec FW27. The car has received extensively modified sidepods, especially towards the rear ends. The large exhaust chimneys that were a feature of the original car are no longer present, with vented horizontal “gills” taking their place (1). These are similar to those being used by Renault and allow the exhaust opening in the bodywork to be smaller, reducing the disruptive effect on airflow. Furthermore, the double winglets behind the rad chimneys have been modified with a different layout, the rearmost, white, winglet now closer to the upper, blue, one (2). This is a clear effect of reduction in sidepod height, achieved with smaller radiators. A final point of difference is visible in the gearbox area (3) where the rear suspension features revised, more compact mounting of the upper wishbone – giving a cleaner airflow.



F2005 revised front wing endplates
In addition to the new “box” element under the F2005’s front wing it is also sporting revised endplates. These now feature a flatter upper profile, increasing their cross sectional area – as demonstrated by comparing new and old. Their function is to increase front downforce by better managing airflow over the main wing profile, thereby improving efficiency of the small flap.


FW27 grows ears
Renault did it some races ago, now Williams has also introduced two small “ears” towards the front of the chassis. These elements will slightly increase downforcde on the front axle – and also better managed the airflow to the rear of the car. This small change is a part of the substantial package of revisions that Williams began to introduce in France in its quest for improved aerodynamic stability. Particular benefit is likely to be felt during sudden direction changes at high speed – like the Becketts complex.



Ferrari additional “box” wing
At Silverstone Ferrari has been running with a new version of its front “box wing” – which provides the car with additional downforce. The dimension of the wing has increased compared to previous versions, while the endplates now have a larger area and extend under the main wing profile. Despite paddock speculation about its material composition, Ferrari confirm that it is, in fact, manufacturered from carbonfibre like the rest of the wing.

 


EJ15B shows its secrets

The substantially revised EJ15B is a huge development over the car that began the season. The sidepods have been completely revised, sporting a narrower section at the base and a lower height at the rear. The exhaust position has also been changed to clear up the area next to the rear wing and improve overall aero efficiency.

Sauber follows the box wing route
Delivery delays mean that Sauber was only able to introduce its revised front wing from Saturday at Silverstone. It featrues a revised box section wing, similar in principle to the one adopted by Ferrari at the start of the season. Sauber’s element looks much thinner than Ferrari’s and it is connected to the main profile by two tiny pillars. The function is the same – to provide additional downforce at the very front of the car, helping the car to make rapid direction changes.

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