Formula.1.Technical.Analysis.2005-06 - All Ferraris

Formula1
Giorgio Piola
technical analysis
2005-06

2
01 Australia Grand Prix
Toyota TF105 -
additional winglets and profiles
Additional wing profile (1) has been placed on top-front edge
of sidepod, similar to that last year on Jordan EJ14. Main
purpose is to increase downforce in this area of the car, but
also divides airflow coming from the front wing into two,
aiding engine cooling slightly. Addition of small winglets (2)
on top of flip ups ahead of rear wheels - show how crucial
downforce is above rear axle level to improve the car’s grip.
Williams FW27 - additional bi-plane wing
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
twisty circuits where traction is paramount.
Williams FW27 - new turning vanes
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 diverted
over the stepped bottom and around the lower section of the
sidepod, adding a good amount of downforce.

Ferrari F2004 M - new front-wing endplates
This design sports a flat, knife-edge profile instead of the
curved section that was seen during pre- season testing. This
change improves the efficiency of the front wing and reduces
the turbulence generated by the front wheels.
Sauber C24 - new engine cover
The most visible change on the Sauber in Melbourne is a new
engine cover which features a sort of vertical fin on its top, so
as to direct the air flow to the rear wing more efficiently. The
Renault R24 was the first car to sport such a solution and other
teams may yet follow the lead.
Red Bull RB01 - front wing
This wing coupled to the very well refined profile of the
sidepods has made the RB01 much more stable in comparison
to its predecessor, the Jaguar R5. The deep spoon profile at
the centre and the sinuous side sections provide a very good
amount of downforce, notwithstanding the 2005 rules which
require the front wing to be higher from the ground.
3

4
02 Malaysia Grand Prix
Sauber C24 - radiators
The C24 features sidepods with an extremely narrow bottom
section – a design feature great for improving airflow
management and downforce, but not so great for engine
cooling (and hence reliability). The answer? Innovative
V-shaped radiators, allowing for reduced sidepod height and
excellent cooling – so good in fact that no further gills have
been added for the very hot Malaysian race.
Red Bull RB01 - sidepods and chimneys
A more traditional cooling solution than seen on the Sauber in
Malaysia. Already large chimneys have grown even further to
ensure adequate heat dissipation in the extreme temperatures
at Sepang. Despite the chimneys’ huge volume, their design
does not appear to significantly disrupt airflow to the rear of
the car.
Williams FW27 - new barge boards
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
stability of the FW27, which has looked somewhat nervous
over bumps and under braking.

McLaren MP4-20 -
strengthened barge boards
In Australia Kimi Raikkonen lost his right-hand barge board
through contact with a kerb. So, for Sepang onwards, the
mounting of this element on the front bottom edge of the
sidepod has been strengthened, by increasing its width and
adding layers of carbon fibre around it. Note also how the
chimneys on the sidepod are increased in section due to the
increased cooling needs at this track.
Toyota TF105 - new front wing
An evolutionary design for Sepang, sporting a much deeper
central spoon profile (red arrow) than its predecessor. The
spoon now features a continuous curve, rather than the
partially flat section seen before. The extremities of the wing
are now slightly higher than the central section, improving the
efficiency of the endplates. A new flap (black arrow) has been
added with wider sections close to the endplates, producing
additional downforce.
BAR 007 - additional barge boards
An evolution of BAR’s barge board and turning vane concept
for Malaysia. Previously the front-axle level barge boards
were separated from the turning vanes in front of the sidepods.
Now the two are connected by additional low, tiny barge board,
similar to that seen on the Williams. The changes improve the
airflow management underneath the car, and engine cooling,
directing more air to the sidepod intakes.
5

6
03 Bahrain Grand Prix
Williams FW27 - front wing modifications
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. The
reduced winglet width reflects the higher top speed at this
track, where it is not necessary to increase the downforce level
under braking.
Sauber C24 - engine air filter
The sand didn’t prove as big a problem as expected at last year’s
inaugural Bahrain race, but the teams are still taking some
additional filtering measures. A thicker air filter than normal
features more layers and more lies to each layer, reducing its
permeability and protect the precious V10 from even the tiniest
grains, which can be just a few microns wide.
Ferrari F2005 - barge boards
Some changes to the new Ferrari for Bahrain from the launch
version. At the bottom of the barge boards a horizontal fin
added (1), similar to that on the Renault R25, creating a sort of
splitter for the outermost portion of the airflow, part of which
it directs under the floor of the car to maximise the downforce
generated. The saw-tooth profile on the bottom of the barge
boards has been retained.

Ferrari F2005 - cooling chimneys
Another obvious change on the F2005 for Bahrain is the
chimneys on top of the sidepods. These have replaced the
tiny vertical fins seen on the launch car. Of course, the main
function of these is to improve the car’s cooling capabilities
in the desert heat, but they also have an aerodynamic function,
diverting airflow and acting in conjunction with the small
winglets that have been added behind them, in a similar
fashion to on the old (F2004 M) car.
Ferrari F2005 - additional wing
For Bahrain, Ferrari have added a small wing on top of the rear
light support, similar to the solution introduced by Williams
in Australia. It provides some highly effective additional
downforce over the rear axle, improving the traction of the
car. Sauber too have adopted a similar design here, now that it
has passed the mandatory FIA crash tests.
Renault R25 - front barge boards
A very complex design for Bahrain. Three elements are kept
together by two horizontal edges and are separated from
eachother by vertical gills that split the airflow into three
portions, all directed outwards to reduce the turbulence
generated by the front wheels and to increase the airflow,
and hence downforce, underneath the car. The result is a very
aerodynamically stable Renault R25.
7

8
04 San Marino Grand Prix
Ferrari F2005 - modified rear wing endplates
For Imola these sport a square cut on their top rearmost edge, so
as to reduce drag at high speeds. The design resembles closely
that on the Renault R25, even though the concept is completely
different, with the Renault one believed to rely more on clever
use of the wing material’s elasticity.
Renault R25 - front wing
An interesting change for Imola. Two large horizontal flaps
have been placed over the main wing profiles, with the inner
edge connected by a thin pillar and the outer edge joined to
revised endplates. This provides a huge amount of additional
downforce, but adds surprisingly little drag - important at this
circuit, with its high speeds and heavy braking zones.
McLaren MP4-20 - brakes
Imola is tough on brakes, so power and cooling is paramount,
leading many teams to adopt McLaren’s solution of radial,
square-section channels to improve bite. These increase friction
between disc and pad, improving stopping power in the first
part of the braking procedure. This initial power is crucial,
because as the car slows further, decreasing downforce cuts
braking efficiency.

Minardi PS05 - double-plane winglets
Imola sees the debut of Minardi’s new car, totally different
in concept to its PS04 predecessor. The lower sections of its
sidepods are very narrow, as is the car’s rear end, making it
resemble the 2005 McLaren and Renault. The aerodynamics
behind the project look strong and include these double plane
winglets, completely new to Formula One.
FIA - rear wing flexibility test
After complaints about illegal use of flexible rear wings in the
first rounds of the season the FIA has brought in more stringent
testing in time for the San Marino race. With a 50 kilo traction
(horizontal) load applied at three different points of the wing,
an identical vertical load is now also applied at the same points
to check whether the wing would flex up and down at speed - a
tough test given the thinness of the wing at this point.
Ferrari F2005 - optical engine inspection
Ferrari, with technical partners Olympus, have developed a
system to inspect inside the 055 engine without stripping it
down. The spark plug cover is removed (B) and an optical probe
(A) inserted with a miniaturised camera. This sends images to a
screen with resolution 1.5 times that of a plasma or LCD unit,
providing highly-detailed pictures of the V10’s inner workings.
This tool is especially useful this year, now that engines must
last two race weekends.
9

10
05 Spain Grand Prix
Williams FW27 - side wind vents
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 can
flow with minimal disruption to the car’s set-up.
Barcelona - third damper and tyre wear
The Circuit de Catalunya runs clockwise, with left-hand tyres
under huge lateral loads. Suspension is vital in reducing the
stress on tyres, with the third damper fundamental to setting up
the front of the car properly. This damper also affects the rear,
as it reduces the car’s roll and yaw sensitivity, allowing it to run
with lower camber angles, increasing the tyres’ contact patch,
hence reducing tyre wear.
Barcelona - tyre dynamics and deformation
The car is set up with a camber angle so that the tyre becomes
perfectly vertical when cornering, maximising its contact patch.
This angle change is due to the chassis’ roll and yaw movement
- it rotates around the centre of roll (yellow and black dot).
Furthermore, the lateral forces on the car when cornering (large
red arrow) make it want to slide on its tyres. This is countered
by the controlled deformation of the tyre shoulder (large yellow
dot).

Ferrari F2005 -
strengthened barge-board links
A small barge-board change for Barcelona, effecting both the
large shields in front of the sidepods and the smaller ones at the
front-axle level. With the former, the bottom of the sidepod has
now been given a forward extension similar to that introduced
by McLaren after Melbourne. The link between sidepod and
barge board is now a sort of neutral wing profile, improving
airflow management in this area, while also increasing the
structure’s strength.
Renault R25 - front ‘ears’
A small but interesting change for Barcelona -side ‘ears’, right
over the push rod links. These have a similar function to the
small winglets already seen on the Toyota TF105, the work of
ex-Renault employee Mike Gascoyne. These ‘ears’ provide
a small increase in frontal downforce and also provide better
airflow management around the cockpit area.
Ferrari F2005 - front barge boards
An interesting change in Barcelona to the small, front barge
boards. These now feature a wide, horizontal knife-edged
profile (in yellow) to improve their sealing effect. Perhaps
surprisingly, these front boards play a bigger influence on
the car’s aerodynamic balance than the larger ones in front of
the sidepods. This is because they directly receive the airflow
passing through the front wing, and divert it under and outside
the chassis to increase the efficiency of the bottom of the car.
11

12
05 Spain Grand Prix
Williams FW27 - barge board development
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, splitting
airflow in this area to reduce vortices and at the same time
improve efficiency around the bottom of the car.
Ferrari F2005 - asymmetrical cooling vents
For Barcelona, different cooling layouts on either side of
the Ferrari. The right sidepod features an open chimney to
improve sidepod radiator cooling, while on the left one the
chimney has been switched with a closed fin, whose main
task is to improve the airflow directed to the rear of the car.
This unusual layout reflects the different the cooling needs on
the Circuit de Catalunya - a track with a prevalence of right
handers.

Toyota TF105 - new turning vanes
A change for Barcelona right in front of the sidepods. Gone is
the single horizontal fin featured since Melbourne. In its place
is a double element, with the outer part inclined downwards,
and the inner one sporting a deeply-curved upward profile.
These elements are part of a continuous development of the
TF105, providing more efficiency (and hence downforce)
from the diffuser and the bottom of the car in general.
Ferrari F2005 - revised diffuser
For Spain the side walls of the diffuser have been extended,
with vertical ends instead of sloped one (see yellow line). This
allows for an additional profile (see red arrow) that creates a
sort of double channel (one above the other). This provides
more efficient air extraction from beneath the car, increasing
the speed of airflow on exit. This generates additional
downforce and should provide more rear-end stability.
13

14
06 Monaco Grand Prix
Monaco set-up - additional fins
Many of the aero features traditionally reserved for the ultrahigh
downforce Monaco circuit are now used everywhere
thanks to the 2005 regulations. Examples are the mid-wings
and additional profiles shown by the small, red arrows. This
year in Monte Carlo, the teams are likely to concentrate on
adding fins and winglets on the sidepods (yellow-circled area).
Monaco set-up - dampers
Monte Carlo’s bumpy circuit forces teams to use greater ride
heights, close to those normally reserved for wet conditions.
To absorb the bumps, damper (orange arrow) and torsion bar
(in blue) settings are softer. This makes the car easier to drive
in tight corners. The downside is reduced aero efficiency, but
this is of little relevance here due to the low average speeds.

Monaco set-up - increased steering angles
Negotiating Monaco’s tight confines requires greater steering
angles (2) than normal (1). To allow for this, the front
suspension is modified, cutting into the wishbones (yellow) to
stop the wheel rims touching them. To compensate, additional
carbon-fibre reinforcements keep the structure solid and
ensure it withstands the huge stresses caused by the bumps
and accelerative and braking forces.
Toyota TF105 - additional front winglets
To increase downforce at Monaco, extra winglets have been
mounted using tiny pillars on top of the main front wing
profiles. The concept is similar to Renault’s front wing at
Imola, but the look is somewhat stranger, closely resembling
elements normally atop sidepods. The effect is to add frontend
sharpness to the car on entry to corners.
15

16
06 Monaco Grand Prix
Ferrari F2005 - front wing
For Monaco the central ‘box wing’ loses its upper profile (2).
This reduces the car’s pitch sensitivity under braking, and the
small loss of front downforce is recovered by adding ballast
inside the bottom of the nose cone. This has slightly changed
the overall balance of the car, while maintaining its sharpness
into corners, a quality paramount at this track. The largely
unchanged endplates now sport a single, small horizontal
winglet (1).
Renault R25 - additional side winglets
A completely revised Renault aero package for Monaco. The
sidepod winglets have been doubled up, with an extra lower
element (bottom red arrow). A small flap (top red arrow) has
also been added to the rear of the upper winglet, connected
by a new vertical endplate. All this provides vital additional
downforce - crucial on the narrow streets of the Principality.

McLaren MP4-20 - front wing
Aero changes for Monaco include the addition of a vertical
fin under the main profile (in yellow), acting as an airflow
splitter, and a change to the shape of the lower channel on the
endplates (in orange). The channel now has a flatter upper edge
(previously semi-circular). The modifications help reduce
the car’s pitch sensitivity, improving its front-end sharpness,
which is vital in the tight corners of Monte Carlo.
Ferrari F2005 - front wheels ‘ears’ and
horizontal disc holes
A detail change for Monaco - a tiny, wing-like structure inside
the top of the front-brake cooling drum. Two horizontal holes
(blue arrows) allow air circulation, almost like small air
intakes for the brake callipers. As the structure turns with the
wheel it also acts as a mobile winglet, providing a small but
constant increase in front grip. Its overall width is 12cm, the
maximum allowed for brake air intakes. Another change is the
holes in the edge of the brake disc, which now run across the
edge rather than along it, with each an ‘eight’ shape rather than
oval. These changes improve thermal heat exchange through
the disc’s side walls.
Red Bull RB01 - front suspension
A new suspension layout for Monaco, with the upper front
wishbone acting as a large wing profile, about 25 cm across
at its widest section and 8 cm thick. This front arm, which
includes the steering link, provides additional front-end
downforce, invaluable at this twisty track.
17

18
07 Europe Grand Prix
Sauber C24 - front wing endplates
A change for the Nurburgring, seen briefly, but not raced
at Monaco. The previously semi-circular section to the
endplate’s lower channel now has a much flatter shape at its
top, a solution not dissimilar to that seen on the McLaren in
Monte Carlo. This revision reduces the pitch sensitivity of the
car’s front end.
Renault R25 - front wing endplates
Introduced at Monaco, but retained for Europe due to their
positive effect on the car’s front aero balance, these endplates
feature a lower channel (red arrow), increasing the overall
width of the wing. The channel has a vent hole at the rear
allowing air to pass through (blue arrow), reducing turbulence
and refining the airflow to the bottom of the car.

BAR 007 - new turning vanes
For BAR’s return at the Nurburgring these follow a trend
seen on other cars in recent races. The main turning vane
is a horizontal fin, extending outwards from the outer-front
edge of the sidepod (right-hand arrow). This is coupled with
a horizontal, wing-shaped splitter at the same level (left-hand
arrow). The aim is to improve the aerodynamic efficiency of
the bottom of the car and is an area being constantly evolved
by most teams this year.
McLaren MP4-20 - barge board fins
Adding small pointed fins to the external edge of barge boards,
close to their sidepod link, has become increasingly popular
since their first appearance on last year’s Renault at Monaco.
At the Nurburgring McLaren have introduced a triangular
fin on the right-hand barge board only. This asymmetrical
approach is down to the track being clockwise (as most are)
- the right side of the car is the most effected by the airflow
directed beneath it in corners. The new fins help limit those
effects.
19

20
07 Europe Grand Prix
Sauber C24 - chimneys
A curious chimney design for the European round. Curious
because the top is closed, hence they don’t have the function
of hot-air venting. Also curious because they are visibly
curved outwards, not just inclined as on most cars. Their main
function therefore looks to be diverting airflow outwards,
away from the rear wheels, to reduce turbulence and refine
the airflow impacting the rear wing.
Jordan EJ15 - chimneys
For the Nurburgring race Jordan adopted some of the largest
cooling chimneys in the paddock. The only obvious reason
is the weather, which has been much hotter and more humid
than is typical for the region at this time of the year.

Williams FW27 - winglets
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
rear, connected by a small vertical endplate. These changes
are, of course, to optimise the aerodynamics at the rear of the
car and to increase downforce.
Renault R25 - rear-light wing
Already seen on other cars, at the Nurburgring Renault
introduced a small wing on top of the rear light. Roughly 15 cm
wide, it is connected to the light cover and crushable structure
by means of a tiny pillar. This device helps with the extraction
of air from the bottom of the car by means of a depression that
it creates right behind the rear diffuser’s central section.
21

22
08 Canada Grand Prix
Renault R25 - new rear wing
Small changes can bring big performance gains, hence this
new design in Montreal. It may not look much different, but is
in fact all new. The flap has been reduced in cross section and
height, while the main profile is higher than before. Revisions
to the endplates highlight the changes – their upper section is
now narrower where it connects to the flap. The changes all
relate to Canada’s medium downforce requirement and the
top speed needed for the long straight preceding the short pit
straight.
BAR 007 - additional winglets
New winglets for Montreal in front of the sidepods, not
dissimilar to the ones introduced by Toyota a few races ago.
The new element features a large endplate, bigger than the
equivalent Toyota device. Interestingly, the new winglets are
not just for slower circuits, but are expected to be a permanent
feature on the car for the rest of the season. These elements
provide additional downforce and help improve the airflow
directed to the rear of the car.
Red Bull RB01 - rear-wing endplates
Red Bull introduced a rear wing featuring revised endplates
for Montreal. In their detail they are now quite similar to those
on the Williams FW27, as they sport a revised cut at their
rearmost upper corner (red arrow), so as to reduce side-wind
sensitivity and turbulence in the corners. The changes seem to
improve the stability of the car’s rear end.

Ferrari F2005 - rear-wing endplates
A revised design for the medium-downforce Circuit Gilles
Villeneuve. The wing sports a revised flap, with reduced
cross section, and revised endplates, with two, rather than the
previous three, horizontal slits (right-hand arrow). With less
downforce required, the main profile is higher than before.
Also, the rear diagonal cut of the endplates has been reduced
in width (left-hand arrow) to better manage the vortex created
by airflow impact in this area.
McLaren MP4-20 - front wing
As in Monaco, in Montreal McLaren concentrated their aero
efforts on the front wing, with revised endplates that now
feature a small horizontal fin right at the level of the front
edge (red arrow). This element is very similar to a solution
adopted by Ferrari in recent races. It provides reduced pitch
sensitivity to the front end of the car and helps prevent the
rear being too twitchy on the entrance to corners.
McLaren MP4-20 - brakes
Montreal is hard on brakes, particularly with regards to
keeping them cool. McLaren approached the problem in two
directions, increasing the cross section of the round brake
ducts (left arrow) and at the same time adopting a new material
for the discs (right arrow). This material is capable of keeping
the discs at the correct working temperature while at the same
time reducing wear - so often a cause of brake failure and
retirement here.
23

24
09 USA Grand Prix
Williams FW27 - winglets & chimneys
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
(right red arrow), designed to improve cooling in the infield
section after the long run into turn 1.
Williams FW27 - front wing
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 improve
the wing’s efficiency close to the front wheels.
Toyota TF105 - front wing
This revised design is intended to reduce drag on the fast
sections of the Indianapolis Motor Speedway. It features a
narrower flap with a diagonal top profile (red arrow), reducing
the cross section of the element (and hence drag) as much as
possible. Single-lap performance has looked good - indeed,
Toyota clinched their first ever pole in qualifying.

BAR 007 - rear wing
A completely new design for the US. The upper profile
and flap feature a dished, V shape, which has proved more
efficient in terms of top speed in testing, at the same time
maintaining clean and efficient airflow at exit, so as to help
with air extraction from the rear diffuser. New endplates
sport four curved diagonal gills, similar to those introduced
by Toyota at the start of the season. These reduce turbulence
around the inner edge of the endplates.
Jordan EJ15 - double splitter
Not entirely new, but an interesting feature at Indy. Just in
front of the main splitter beneath the cockpit is an extra series
of low barge boards (red arrow) with an almost V-shaped
diverging profile joined by a horizontal plate. These elements
work together with the horizontal turning vanes in front of the
sidepods and the vertical sculpted shields at front-suspension
level. They help manage airflow under the car, increasing
downforce generated by the bottom of the car.
Indianapolis Motor Speedway -
banking effect
Turn 13 at Indianapolis is the only real banked turn in Formula
One racing and proved Michelin’s undoing. With an angle
of up to nine degrees, it demands a left-right compromise
on suspension set-up. The left tyres take the heaviest strain,
particularly their shoulders, with tyre temperature increasing
in this area as a result (red spot). If this temperature is too
high for too long, wear rates rise dramatically and can lead
to failure. The tendency for teams to run low tyre pressures,
allowing them to use stiffer suspension settings, would only
exacerbate the problem.
25

26
10 France Grand Prix
Ferrari F2005 - additional nose fins
The F2005 has undergone considerable development recently,
and in France sports a large number of changes, mainly
aerodynamic, focussed on delivering a better balance to the
car. These additional inclined fins on the side of the nose
cone are at the level of the upper suspension wishbone. They
work together with the wishbone’s wing-shaped profile to
effectively increase its surface. The fins therefore produce
an increase in downforce on the front axle and also manage
airflow to the rear of the car more efficiently.
Ferrari F2005 - extra sidepod fins
In addition to the main fins, at Magny-Cours the F2005 also
boasts further aerodynamic elements on the sidepods (red
arrow). These are inclined downwards with a rounded shape
and have the same function as similar devices introduced in
previous races by Toyota and BAR. They provide a small
amount of additional downforce very close to the centre of
the car, improving its aerodynamic stability. These elements
are likely to be developed further as the season progresses.
Renault R25 - additional rear wing
In Magny-Cours most changes are aerodynamic, as the track
is so flat that teams are able to run very low ride heights and
thus maximise aero efficiency. The French Grand Prix is
therefore an excellent place to show off aero kit evolution.
Renault showed an interesting new development in the shape
of a small rear wing placed on top of the rear crush structure
of the R25, a clear development of the similar mini-wing
introduced in Monaco. This one differs in height, and also its
vertical side pillars have clearly been inspired by the similar
Ferrari wing at the European Grand Prix.

McLaren MP4-20 - revised front wing
It is often the small changes that make the big improvements.
McLaren’s front wing has evolved slightly but significantly
in Magny-Cours. Two races ago we pointed out different
endplates featuring a short horizontal fin placed at the front.
With the experience of racing and testing the team has now
moved the mounting point of these fins back slightly. This, in
addition to changed suspension settings, provides the car with
improved stability and handling.
McLaren MP4-20 - rear section
Not completely new, but it’s fascinating to see how the rear end
of the McLaren is revised between races. For Magny-Cours,
the vertical fin placed inside the hollow section in front of the
rear wheels now sports a more curved, sinuous shape. This
improves the efficiency of this area by increasing the speed of
the air passing through it, therefore improving the extraction
of air from the diffuser.
BAR 007 - front wing
More incremental - but significant - changes to the BAR at
Magny-Cours. The outside extremities of the main chord are
raised even further, while the endplates boast a new, more
pointy, exit edge. All these changes improve downforce and
reduce pitch sensitivity, while the new endplates will cut drag.
27

28
11 Great Britain Grand Prix
Ferrari F2005 - revised box wing
At Silverstone Ferrari are running a new version of their front
box wing, which provides the car with additional downforce. Its
dimensions have increased and 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
manufactured from carbonfibre like the rest of the wing.
Williams FW27 grows ears
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 Williams began to introduce in
France in a quest for improved aerodynamic stability. Particular
benefit is likely to be felt during sudden direction changes at high
speed - like in the Becketts complex.
Ferrrari F2005 - revised front wing endplates
In addition to the new ‘box’ element under the F2005’s front wing,
it also sports revised endplates for the British Grand Prix. 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 airflow management over the
main wing profile, improving the efficiency of the small flap.

Williams FW27 - new sidepods
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 the
disruptive effect on airflow. The double winglets behind the
radiator chimneys have also been modified with a different
layout, the rearmost, white, winglet now closer to the upper,
blue, one (2). This is an effect of the reduced sidepod height,
achieved with smaller radiators. Finally, in the gearbox area (3)
the rear suspension features revised, more compact mounting
of the upper wishbone, giving a cleaner airflow.
Jordan EJ15B shows its secrets
The substantially revised EJ15B, used only in Friday practice
at Silverstone, 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 lower height at the
rear. Exhaust position has also been changed to clean up the
area next to the rear wing and improve overall aero efficiency.
German race debut is possible.
Sauber C24 follows the box wing route
Delivery delays meant Sauber were only able to introduce
their revised front wing from Saturday at Silverstone. It
features 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 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 it to make rapid direction changes.
29

30
12 Germany Grand Prix
Ferrari F2005 - barge board development
Part of a new aero package for Germany - revised barge boards
in front of the sidepods, sporting a more squared cross section.
The extra fin (red arrow), introduced a few races back, has grown
and works closely with the other fins at the front edge of the
sidepods. This adds some downforce, but its main function is to
clean up the air flow to the rear of the car, making for more stable
handling.
Red Bull RB01 - rear wing slits
Seen at some previous races and back for Germany, these help
reduce turbulence and increase the efficiency of the rear wing,
hence raising rear grip - crucial for good traction exiting the
hairpin after the sweeping left hander in sector two at Hockenheim.
Increasingly popular, this solution was first introduced by Toyota
at the start of the season.
Toyota TF105 - front wing flap comparison
Toyota are trying two front wing designs in Germany, featuring
flaps with different widths and top-edge shapes. The wider flap
(top arrow) extends very close to the central spoon, while the top
edge of the narrower one (bottom arrow) descends towards the
centre of the wing. The wider version adds downforce, but also
makes the car more pitch sensitive. Which one to choose depends
on the desired balance between the front and rear of the car and
between top speed and braking stability.

McLaren MP4-20 - front wing development
A completely new aero package for Germany. The front wing’s
main profile loses 6cm in width, which is transferred to the
bottom of the endplates, with their knife-edge rounded profile.
The endplate’s horizontal fin, introduced in Canada, is also
wider. The overall effect, combined with rear wing changes, is
more downforce and sharper turn-in on faster corners.
McLaren MP4-20 - rear wing development
A hugely modified design for Germany. The all-new main
profile still bends upwards, but its profile is narrower and is
connected to completely revised endplates, featuring three
horizontal slits (1), as seen now on many cars. The front edge
of the endplate bends slightly rearwards (2) and the rear-most
corner of the wing sports a deep cut, to reduce the turbulence
generated by air exiting the main profile. Finally, the flap of the
wing features a central Gurney tab (3) to increase downforce.
Renault R25 - sidepod fin development
In Germany, this additional fin, introduced a few races back,
takes on a vertical edge at its rearmost point. This helps to
manage even more accurately the way airflow is directed
to the rear of the car, in particular over the side section of
the diffuser. The 2005 rules have dramatically reduced aero
efficiency and downforce in this area, so every little thing is
considered in a bid to claw back the subsequent loss of grip.
31

32
13 Hungary Grand Prix
Sauber C24 - chimney venting
Sauber have two versions of their closed sidepod chimneys.
This version for Hungary has double air vents on its inner
edge which still allows some hot air to escape - useful with
the hot, damp weather here. It is one of a number of changes
on the car for this race. Among others is an extra Gurney tab
on the rear wing’s exit profile, designed to provide extra grip
out of this circuit’s tight, low-speed corners.
Minardi PS05 - rear wing development
Minardi introduced this new design in Hockenheim and have
added a small wing on top of the rear crushable structure for
Hungary. The main changes are the four rounded slits in the
upper-front corner of the endplates, similar to those used by
other teams this season to reduce turbulence. The endplates
are now narrower at the top too, with a new curving profile at
the bottom. The large vertical slit - Minardi were the first to
introduce this last season - remains, lessening drag and raising
the efficiency of the wing’s lower profile.
Renault R25 - rear wing development
A revised design for the tight, twisting Hungaroring, where
downforce levels are higher than anywhere bar Monaco. A sawtooth
profile to the Gurney flap (red arrow) adds downforce,
but also helps in detaching the airflow as it leaves the exit
profile of the flap. This helps ease the inevitable disruption
caused by vortices generated by the high wing angles at this
track. The three horizontal slits on the endplates also reduce
turbulence and cut drag.

Toyota TF105 - triple mid wing
In a bid to claw back downforce lost under the 2005
regulations, Toyota adopted this solution in Hungary, where it
is so desperately needed. The three wing elements are placed
close together to create the effect of a one larger wing on top
of the engine cover. Their position in the centre of the car
means they do not upset the balance of the chassis, with no
prevailing load towards the front or rear.
Williams FW27 - triple mid wing
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 location,
with no pre-eminence either to the front or rear downforce
load.
Red Bull RB01 - rear aero development
Hungary saw Red Bull’s final major aerodynamic revisions
to their RB01 machine before they switch their attentions to
the detailed design process for next year’s car. Here, we see
a revised engine cover, with even narrower sidepods sculpted
inwards at the rear. This tighter rear-end packaging increases
the overall aerodynamic efficiency of the car.
33

34
14 Turkey Grand Prix
Williams FW27 - front wing
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 (bottomright
arrow), similar to McLaren’s, and the side fin (top-right
arrow) is longer and thinner.
Renault R25 - front-wing development
In Turkey, proof of how tiny changes can bring big gains. The
Renault sports a revised version of the extra front-wing profile
introduced at Imola. It now bends upwards towards the centre
of the car. The endplate has also evolved at its fronter-most
edge. A sharper corner (compare old and new yellow-shaded
areas) creates a knife-edge profile. All these changes help
improve front-end stability, especially under braking.
Ferrari F2005 -
winglet and chimney configuration
With the exception of Hungary with its exceptionally high
air temperatures, this almost definitive Ferrari configuration
has been unchanged in recent races, with the closed chimneys
serving not as cooling devices, but as splitters, acting in
conjunction with the winglets to control airflow over the rear
of the car. For Turkey, the main profile of the winglet partially
crosses the chimney. In addition, all bodywork has gone on
something of a diet to reduce surface area - in particular the
outer side of the vertical fences inside the rear wheels and
the rearmost section of the engine cover, over the suspension
elements.

Williams FW27 - hidden engine venting
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 fin
in front of the wheels. The solution prompts recollections of
a Jordan exhaust-exit design seen last year. The Williams slits
aid cooling without too much airflow disruption in this area.
McLaren MP4-20 - additional fins
Small but important changes in Turkey, continuing
development of the barge boards and lower sidepods. Small,
round-edged fins are added both to the outermost edge of the
car’s flat bottom (lower-right arrow) and to the triangular fin
connected to the barge boards (lower-left arrow). The knifeedge
profile of the barge boards has also been lengthened
slightly (upper-left arrow). All these changes help increase
airflow efficiency underneath the car.
Driver drinking system layout
In the Turkish heat (which in the end was not as severe as
expected) it is crucial that a driver can easily take on fluids.
The usual system to provide this has three elements. The
drink reservoir is placed low on the side of the cockpit, so
as to prevent it raising the car’s centre of gravity. It usually
contains around two litres of fluid (which means two kilos of
extra weight at the start of the race). A pump, activated by the
driver via a steering-wheel switch, sucks the liquid through a
tube and to the driver’s mouthpiece inside his helmet.
35

36
15 Italy Grand Prix
McLaren MP4-20 - front wing
The fact that Monza is the only ultra fast circuit on the calendar
is clearly visible in the small dimensions of the wing elements
on all the cars here. Minimal downforce is needed and the high
speeds mean this can be generated with very small flaps and
fins. The McLaren sports a single front flap, rather than the
usual double one, crucial for cutting drag as the cars approach
370 kph on the main straight.
Ferrari F2005 - front wing changes
At Monza where speeds are high, drag is the enemy. To reduce
it, teams tend to use narrower wing flaps. Ferrari have gone so
far as to remove the extra box wing usually seen immediately
below the F2005’s nose. The small loss in downforce (of
minimal importance here) is more than offset by the resultant
reduction in drag and increased top speed.
Toyota TF105 - revised front wing
Toyota have adopted very reduced wing elements for Monza
because of the high top speeds on this track. Both front and
rear wings feature very slim profiles, but especially the front
one, with a very narrow flap that features two tiny vertical
extensions at the extremities (red arrow).

Williams FW27 - closed rear-brake drums
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 itself, however,
is likely to get very hot, and there was speculation that this
could have played a part in the team’s right-rear tyre failures
during the Turkish race.
BAR 007 - new turning vanes
For Monza, BAR have increased the width of the horizontal
turning vanes in front of the sidepods, so as to maximise the
aerodynamic efficiency of the underbody. To this aim, the
horizontal, triangular extensions immediately in front of the
splitter, as seen in previous races (Click here for details), have
been removed.
37

38
15 Italy Grand Prix
BAR 007 - sidepod winglet reduction
For Monza, the large endplates normally seen on the side fins
in front of the rear wheels have been reduced in size. This
not only cuts drag, but improves cooling thanks to the wider
hot-air venting - crucial here due to the high percentage of full
throttle in a single lap, at higher than 70 percent of the track
length.
Red Bull RB01 - rear wing
Like all the teams, Red Bull brought along a special aero
package for the fast Monza track, reducing wing profile
sections as much as possible. Of particular note was their
unusual top profile on the rear wing, with its curving leading
edges. This is connected to the small flap by three small,
vertical fins, which help to keep the whole wing structure
stiff, preventing it flexing under the heavy downforce loads
experienced at high speed.

Jordan EJ15B - front wing
A mysterious development on the new Jordan for Monza -
these extra front-wing profiles attached to the top edge of the
endplates, similar to those seen on the Renault. What is strange
is that on this high-speed circuit, low drag is needed, not extra
downforce, hence most teams have removed elements rather
than add them. Whatever the reasons, it seems to be a positive
move for Jordan - Tiago Monteiro in the new car did outqualify
Narain Karthikeyan in its predecessor.
McLaren MP4-20 - rear wing
A dramatically reduced rear wing in terms of main profile and
flap dimension for Monza. To further cut drag, both elements
have a flat profile - unlike the curved one (designed to increase
downforce) seen previously. That teams could run such small
wings here highlights just how much downforce they have
recovered over the season, as they have fully got to grips with
the 2005 regulations.
Williams FW27 - rear wing
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
significantly to drag.
39

40
16 Belgium Grand Prix
Williams FW 27 - front wing
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 straights where
top speed is paramount. The difference for Spa is the double
flap (left arrows), adopted so as to have enough downforce -
and hence grip - in the slower corners of the Belgian track,
considered by many to be the most complete driver’s circuit.
Jordan EJ15B - barge boards
A complex design on the latest Jordan for Spa - a double series
of vertical shields, coupled with a horizontal fin, triangular
in shape. The concept behind this solution reflects its aim -
improving the airflow management in this area and making
the car’s aerodynamics more efficient in terms of the quantity
of air passing underneath it - a fundamental in creating
downforce by means of the bottom and rear diffuser.
Renault R25 - front wing
For Belgium, the Renault has lost the additional upper-wing
profiles used in Monza to keep drag low. More downforce
is required at Spa that at the Italian circuit, hence a return
to a more traditional flap design. Note the upper edge of the
endplates, which is lower than before, with a far more sculpted
profile.

BAR 007 - front wing
A completely new design for Spa, adopting the solution
similar to that introduced by Renault and then followed by
Jordan in Monza. The main difference is the fact that the
additional profile is not part of the endplates themselves, but
is connected to them as well as to the foremost point of the
nosecone. The aim here is to increase maximum front-end
downforce to make the car sharper in the corners.
Wet and dry conditions -
ride-height variation
The teams faced a real dilemma in Spa- they had to set their
cars up for the race ahead of qualifying on Saturday, highly
unsure whether it would rain or not on Sunday. In the wet
ride heights must be raised to avoid aquaplaning - however
this makes the car’s aerodynamics less efficient and alters its
handling dynamics. Wet ride height is usually around 1.5cm
greater than dry, although in this weekend’s changeable
conditions in Belgium some teams may have opted for a
slightly lesser compromise.
Dry, wet and extreme-wet tyres
Conditions at Spa threw tyres into the spotlight. This drawing
illustrates the two extremes. Dry tyres have four longitudinal,
parallel grooves. These grooves are 2.5mm deep, 14mm
wide at the top of the groove and 10mm wide at the bottom.
Extreme wets, only usable under instruction from the clerk of
the course, have 50 percent less tread surface, grooves twice
as deep as dries, and they can dissipate water at a rate of 35
litres per second at 300km/h. Between these two are wet tyres
- 30 percent of dry tyre tread, grooves 3 to 3.5mm deep, and
able to dissipate water at 15 litres per second.
41

42
17 Brazil Grand Prix
BAR 007 - front-wing development
After introducing a double profile at Spa, further development
for Brazil. These unique endplates have a sculpted profile in
the middle of the shield (right red arrow), channelling airflow
to the inner edge of the front wheels to reduce turbulence and
to improve brake cooling. The top front edge of the endplate
is also different (left red arrow) - no longer flat, but sloping
downwards. This allows the additional profiles of the wing to
work more efficiently, without adding too much drag.
Renault R25 - nose ballast
Successful car’s secrets often come out late in the season.
The R25 is believed to house a simple, but clever one in
its nose, with ballast in its foremost section, in a similar
fashion to that introduced by Ferrari at Monaco. In the R25
the amount of ballast can be varied according to need and its
effect is enhanced by the nose’s drooping profile, which keeps
the ballast as low as possible, hence helping to maintain a
low centre of gravity. The solution aids the car’s handling,
smoothing its dynamic behaviour.
Minardi PS05 - front wing
A revised front wing for Brazil, featuring additional separate
profiles. These take the form of inner extensions to the
endplates, in a similar fashion to those seen on the Renault
and Jordan earlier this season. This solutions seems to have
positive effects on both fast and slower circuits – the extra
profile obviously increases downforce, but doesn’t seem to
hugely raise drag, hence the design is a good compromise.

Jordan EJ15B - engine cover development
A change on the Jordan for Brazil, one already seen on other
cars, notably the Renault. Wide cuts in the rear of the engine
cover provide better management of the airflow directed to
the rear of the car. They also reduce sensitivity to side winds,
making the rear end more stable.
Renault R25 - rear wing
Revised endplates as part of the new aero package for Brazil.
Completely flat, they have the lost the vertical slit seen
throughout the season. The simple wing profile does without
a gurney flap. The slight downforce reduction is offset by
increased overall aerodynamic efficiency at the rear, thanks to
tiny changes to the diffuser and bottom of the car.
Ferrari F2005 - nose and front wing
For Brazil, a mix of aero solutions seen separately earlier in
the season. Endplates are those introduced at Silverstone, with
a flat foremost profile (left arrow). The extra, inclined winglets
on the nose (right arrow) were first seen at Magny-Cours.
These improve airflow to the rear of the car, in particular the
engine cover, helping the two midwings work properly.
43

44
18 Japan Grand Prix
BAR 007 - front wing
This area is ever evolving, especially since the double-profile
design was introduced in Belgium. For Japan, as was the
case in Brazil, more changes to the lower-front section of the
endplates, which now bend outwards at their base, in a similar
fashion to the McLaren’s. This provides a wider channel for
air to pass under the main wing profile, directing more air
beneath the car, improving the efficiency of the diffuser and
raising downforce.
Williams FW27 - front wing
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 solution briefly adopted by Sauber earlier in the year. The
design increases available downforce, by raising airflow speed
between the main and the additional profile, hence improving
front-end stability and sharpness.
McLaren MP4-20 - rear wing and bodywork
Arguably the most aerodynamically efficient car of 2005, the
MP4-20 has sported even narrower rear bodywork in recent
races, closely sculpted around the engine and gearbox within,
with the only opening being the wide one behind the exhausts
to improve hot air extraction. This ensures minimal disruption
to the airflow meeting the rear wing, which for Suzuka has
reverted to the previously-seen endplate design, featuring
horizontal slits. These slits help reduce turbulence on the
medium-high downforce circuit.

Toyota TF105B
The B version of the TF105 finally debuts in Japan after much
testing. The most obvious change is the pick-up points for
the front suspension, the lower wishbones now connected to
the bottom corner of the chassis (left arrow) rather than to
the single keel underneath. This alters the geometry, bringing
the wishbones closer together (yellow line), improving the
dynamic behaviour of the car’s front end. The higher position
of the lower wishbone also allows a cleaner path for airflow
coming from under the front wing, improving the aero
efficiency of the small turning vanes at front-axle level (right
arrow).
BAR 007 - new brake callipers
Following Honda’s takeover of BAR, for Japan the team
switched to brake callipers by Honda affiliate Akebono,
ending their previous two-year relationship with Alco. The
new callipers are said to be of a lighter design, providing
smoother braking performance to the 007.
Renault R25 - ride height sensors
During practice in Japan Renault mounted laser sensors under
the front suspension’s lower-wishbone V-mounting to measure
ride-height variation throughout the lap. This allowed them to
measure how nervous the car was with different set-ups. The
more constant the ride height (signifying less pitching and
diving under acceleration and braking) the better the set-up.
A valuable tool at a circuit as complex and with such varied
corners as Suzuka.
45

46
19 China Grand Prix
BAR 007 - vertical rear fins
Few changes on the cars for the final race, so let’s take a closer
look at existing features - for example, the vertical fins which
act as pillars for the flip-ups in front of the rear wheels. These
divert airflow inside the wheel (blue arrow), cutting turbulence
and aiding air extraction from beneath the car, hence upping
the efficiency of the rear diffuser’s side sections. The fins
feature a small outer winglet (red arrow) to help air also pass
more cleanly outside the wheel, again reducing turbulence.
BAR 007 - revised rear wing
A minor change for Japan and China. Multiple slits return to
the endplates (right arrow) while the main profile is modified.
Its V-shape - introduced mid season and more efficient than
its flat equivalent - is now more pronounced at the outer edges
(left arrow), aiding further in raising downforce while cutting
turbulence.
Ferrari F2005 - cooling chimneys
Not a major change for China, but an interesting one
nonetheless. In practice and qualifying here Ferrari adopted
open chimneys. These aid engine reliability by improving
cooling, but do slightly disrupt the airflow directed to the
rear wing. In Shanghai, however, the negative effect of this
disruption on the overall performance of the F2005 appears
to be minimal.

Renault R25 - rear bodywork
In China we take a closer look at changes first seen in Brazil.
The rear bodywork is moulded even more closely around the
mechanical parts inside (magnified section), allowing the rear
wing to function even more efficiently. The exhaust area is
now very narrow (red arrow), giving more room for air to
flow to the rear wing and pass cleanly between its main and
lower profiles. This improvement does not, of course, increase
downforce, but does cut drag.
McLaren MP4-20 - brake ducts
For China, a slightly revised front brake duct configuration.
Their ovoid shape, pointed towards the bottom, aids efficient
cooling while also reducing the turbulence caused by airflow
close to the wheel’s inner edge. The small horizontal section
at the base of the duct (red arrow) acts like a horizontal fin.
Renault R25 - barge boards, dolphin nose
In China, with the season over, we can look at one supposedly
controversial element on the R25, namely its ‘dolphin nose’
device, placed at the front base of the cockpit ahead of the
splitter. As well as lengthening the splitter this acts as ballast
– fixed to the car by screws as required by the regulations. So
not only does it have an aerodynamic function, it also helps
lower the car’s centre of gravity.
47