Last year the 'secret' in Renault's nose was a metal plate which acted as ballast at its tip. This year, the team have developed the concept further with a sort a vertical damper whose function is to reduce the sensitivity of the car's front end to load variations between high low-speed sections of...
As in Monaco, in Britain the McLaren sported a double-S profile to its front wing, with the outer extremities bending upwards. Here, however, that upward bend was even more extreme, creating a greater gap between the wing profile and the ground, so as to reduce the pitch sensitivity of the car at...
A slight revision for Silverstone, based on a medium downforce configuration. The new flap keeps essentially the same profile, but with a reduced cross sectional area at its extremities. This is to reduce drag on the straights, while maintaining adequate downforce to be of use in the track's...
A small but useful change for Silverstone, these elements now feature a saw-tooth profile at the base, similar to the design used by Ferrari. This substantially ups the effectiveness of the barge boards, by dramatically reducing the vortices generated in this area, hence improving the aero...
The area immediately in front of the sidepods is a crucial one in terms of a car's overall efficiency. At Silverstone Williams have reintroduced a solution seen on last year's car - a narrower and more pointed turning vane, profiled like a wing, replacing the squared flat one used more recently. In...
At Silverstone, these updated winglets in front of the sidepods are a further addition to the revised car introduced at the last round in Monaco. They are larger than previous versions, following a trend set by Honda. This change suits the requirements of the British Grand Prix circuit - medium to...
