For Japan, Williams have introduced their own version of the secondary wing profiles first seen on the Renault and also since adopted by Jordan, BAR and Minardi. The additional profiles are not part of the endplate, but are linked to them and to the foremost part of the nosecone, in a similar way to...
The front wing has been one of the more frequently modified elements on the FW27 this season. For Spa (and Monza), a sort of hybrid solution incorporating endplates completely straight in their profile and deprived of the usual side winglet (right arrow). This is because both tracks sport long...
Williams' low-downforce, low-drag Monza aero package included this rear-wing design. Unlike the McLaren, the upper profile is not completely flat. Instead its extremities are bent forwards, accelerating airflow close to the endplates. The shape provides some extra downforce without adding...
As first spotted on the grid in Istanbul, the brakes feature a sort of outer shell that completely covers the upright and the disc. The shell creates a semi-sealed area, which should cause air entering from the brake duct to circulate at a higher speed, hence improving cooling of the disc. The shell...
Things are not always what they seem in Formula One racing. In addition to Williams' Renault-style cooling gills, their bodywork in Turkey also has two large slits beside the engine heads, dissipating heat through a vent in front of the rear wheels. These are well hidden by the big upward-curving...
Changes to the front end for Turkey, notably the wing. A double flap (left twin arrow) replaces the previous single one. This provides more downforce, but with only a minimal drag increase, as the flap angle remains low. The endplates are also revised. They are now inclined outwards at the base...
As Budapest is a very twisty circuit, Williams adapted their aerodynamics accordingly. For the first time the FW27 sported a series of three mid wings to create additional downforce right at the centre of the car. This doesn't cause any change to the overall aerodynamic balance, due to the central...
The revised 'B' spec FW27 first seen in France has extensively modified sidepods, especially towards the rear. Gone are the previous, large exhaust chimneys. Vented horizontal gills take their place (1), similar to those used by Renault, allowing a smaller exhaust opening in the bodywork, reducing...
Renault did it some races ago and at Silverstone Williams have introduced two small 'ears' towards the front of the chassis. These slightly increase downforce on the front axle - and better manage the airflow to the rear of the car. The small change is a part of the substantial update package that...
A revised flap for the US (right arrow), without the pointed extension (left arrow) seen in the recent races. Indy set-ups usually favour the track's high-speed section and this change indeed lessens drag and downforce. The lower section of the endplates are also newly rounded towards the rear to...
The FW27's aerodynamics never stop evolving. For the US the rear of the sidepods have received particular attention, with interesting double winglets, the lower smaller winglet connected to the sidepod by a short horizontal link (left red arrow). This change is coupled with revised exhaust chimneys...
Also seen in Monaco, Williams' Nurburgring winglets are based on a series of double profiles. The fronter-most winglets (in blue, next to the cooling chimney) have a lower profile that also acts as the structure's support mounting. The rearmost winglets (white) also sport a double profile at their ...
In Barcelona Williams adopted a revised version of their big shields, providing them with a different knife-edged profile at the bottom. They now sport a sharper 'tooth' shape, instead of the continuous profile seen previously. This change is not dissimilar to designs used by Ferrari and Renault,...
Barcelona's strong sidewinds upset a car's aerodynamic efficiency, hence teams seek to reduce sensitivity to them by minimising the side bodywork's cross-sectional area. Many, such as Williams, include a deep cut in the rear of the engine cover to act as a venting channel, through which side winds...
The evolution of the FW27's front wing continues in Bahrain with the small winglets inside the endplates reduced in section (previously they curved upwards on their inside edge). This small change is hugely important to the front-end balance of the car and hence to improved tyre wear and cornering....
An aero development for Sepang in the form of new barge boards (2), coupled with the horizontal, knife-blade profiled turning vanes (1) already seen in Melbourne. The change improves airflow management in this area, increasing cooling capability – paramount at this race. It should also increase the...
Gone are the horizontal fins attached to the central part of the car's stepped bottom. Instead they have morphed into pointed extensions to the sidepods, almost resembling a knife blade. These vanes split the airflow in two, with the lower part directed to the bottom of the car, and the upper part...
Addition of a very small wing, 10 cm wide, right over rear light support. Features a double profile with very high wing inclination, so as to assure a small but effective amount of downforce. Could be used as soon as Saturday qualifying in Melbourne, but in general only likely to be adopted on slow...
Very low sidepods that shrink under the car at their bottom edge and taper dramatically towards the rear. Even larger chimneys (1) than in 2004 ensure efficient cooling, despite the tight engine packaging. Two small double midwings (2), similar to those used by Renault last year, are mounted on top...
A slim nosecone design, much higher than on last year's car. The wing features a deep spoon profile at its centre, with higher side sections to comply with 2005 regulations and simplified endplates.
