F1 Technical Specification Discussion Centre

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The front wing must be no lower than 75mm above the reference plane,
which is the lowest point of the car without the plank (yellow dotted line).
To check compliance with this rule, prior to this weekend's Belgian Grand Prix,
in scrutineering a load of 50kg was applied to the endplates (smaller red arrow),
with a permitted flex of up to 10mm. After rival teams voiced suspicions that the
front wings of Red Bull and Ferrari were flexing more than this at speed, the FIA
has doubled the load applied in the test to 100kg, now measured in the middle
of the wing's side section (larger red arrow), with a permitted flex of 20mm. Both
Red Bull and Ferrari cleared scrutineering at Spa.

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The FIA carry out load tests to check whether a car's floor flexes beyond
the permitted 5mm (yellow highlighted area) under a 200kg load. The test,
which uses a piston in the centre of the floor, was introduced at the 2007
Spanish Grand Prix following the controversy surrounding Ferrari's 'moveable'
floor device. Stricter front-wing flex tests have been introduced here at Spa
and at the next round in Italy a stricter floor test will be added. Whilst the same
weight will be used, the test will be applied to the side of the floor too.
It will also be prohibited to run a section of plank less than 100cm in length.

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In Belgium, Renault were the latest team to introduce their version of
McLaren's innovative F-duct system. It has worked well over the course
of the weekend, helping the car achieve very competitive straight-line speeds
on Spa's long straights, with some estimating it to be worth over 0.5s of
lap time at the Belgian circuit. The air directs on to the main section of the
wing, not the flap, and is activated by the driver's left hand.

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In Belgium, Ferrari have been running a modified diffuser and floor,
which are similar to the ones used by McLaren and Renault. The size
of the longitudinal inlet is shown clearly by the amount of visible road
surface (see area highlighted in yellow). There are two longitudinal fairings
in order to respect the rule dimensions.

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Ferrari's Fernando Alonso and Felipe Massa ran different rear-aero packages on
their cars at the last round in Spa. But at Monza, the Italian team are running the
same low-downforce package on both cars. The rear wing is fitted with a revised
F-duct, which features a much smaller pipe inside the engine cover. In addition,
the endplates no longer have gills and the main plane and flap have a smaller chord.

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Both Ferraris are also running revised front wings at Monza. They feature a

straight main plane (2) and flap (1), and a less angled upper flap (3).   

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At Monza, the FIA have introduced a new rule which means it is now prohibited to
run a section of plank less than 1000mm in length. The plank is a hard wooden strip
(also known as a skid block) fitted down the middle of a car's underside (see red arrow).
This regulation is designed to prevent teams from running 'articulated' planks that are
made up of multiple pieces.

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The FIA carry out load tests to ascertain whether a car's floor flexes beyond the
permitted 5mm under a 200kg load. The test, which uses a piston in the centre of
the floor (see inset), was introduced at the 2007 Spanish Grand Prix following the
controversy surrounding Ferrari's 'moveable' floor device. At Monza the sport's
governing body has introduced an even stricter test, which sees the same weight
also applied to the side of the floor, 1000 mm from the centre line (see main illustration).

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In Monza, Renault have been running a new front wing. This is based on the
previous version, but it has been simplified with no upper flaps and a multiple
endplate section (bottom arrow). The 'V' cut in the main flap (top arrow) creates
a kind of vortex, which energises the airflow under the car's central section.

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McLaren team mates Jenson Button and Lewis Hamilton decided to run different
set-ups for the Monza race. Button used the F-duct and the Spa-spec rear wing,
which features quite a big flap. Hamilton decided to use a very low-downforce rear
wing, shown here, with last year's end plates, and didn't use the F-duct. On Saturday
the set-up gave Hamilton a 14km/h advantage over Button, with the qualifying speed
trap recording 344.3 and 329.5 respectively for the duo.

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The Ferrari drivers had three different front wings to choose from on Friday at
Marina Bay - a Monaco-spec, a Silverstone-spec and a new Singapore-spec.
Felipe Massa tested the new one, but spent more time on the Monaco version
with its single flap. Fernando Alonso alternated between the Silverstone and
Singapore specs, which differ only in the small fin on the outside of the endplate,
which has been moved backwards by around 8cm. Ferrari also have a new floor,
revised in the tea-tray section.

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McLaren introduced a radical new front wing in Singapore, based on the main
profile introduced at Silverstone. Its design makes even more clear the intention
to separate the airflow into two channels, but with both directing airflow around
the outside of the front tyres . On Friday only Jenson Button ran with the new wing.

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Red Bull have brought a new front wing to Singapore, based on the one
they introduced at Silverstone, which features a low position for the television
cameras. As well as the two vertical slots to the rear of the endplate, there is
an additional vertical slot at the front of the endplate to avoid the creation of a
vortex when it's working in conjunction with the planes and the endplate itself.
For qualifying and the race, however, both Sebastian Vettel and Mark Webber
decided to use the original Silverstone wing.

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Williams arrived in Singapore with a completely new front-wing assembly, which is
quite similar to Renault's solution. Compared to the older version (top drawing),
the new front wing (bottom drawing) features several differences. There is a more
pronounced upward sweep of the outer lower wing, just inboard of the endplate.
While the former small vertical fence at the outer edge of the endplate has gone
(1, upper), the upper flap section now features an extension with a small endplate
outside the main endplate (1, lower). It is all designed to help the tyre act like a
diffuser, sucking air from the front wing to improve its efficiency. There are also
two new flaps in the central section (2) and the main plane twists upwards (3).  

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In qualifying and the race in Singapore, Red Bull used a new diffuser,
modified both in the tea-tray section at the front (not shown) and in the
critical area in front of the rear tyres. Here a bigger duct, angled more away
from the longitudinal, is an attempt to better manage the airflow to the top
of the diffuser's side section. Slightly different exhaust positions mean the
pipes are always blowing under and inside the diffuser's side channels.

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In Japan Ferrari are using a slightly modified version of the diffuser they
introduced at August's Belgian Grand Prix. A small omega-shaped wing
(black arrow) has been added on top of the deformable structure to boost
downforce slightly. The front and rear wings being used at Suzuka are
virtually the same as those run by Ferrari at the last round in Singapore,
but with some small changes to the front wing's second flap.

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After several reliability issues, Red Bull's chief technical officer Adrian Newey
has changed the positioning of the RB6's front brake calipers. Instead of the
horizontal position, which lowered the suspension's centre of gravity, he's moved
the front calipers back to the more standard vertical position. The previous positioning
had led to occasional mechanical failure due to greater movement of the brake pistons,
pads and discs. This was a change planned for 2011, but the team took the decision
to run with it for qualifying and the race in Japan.

Yo-Ya

yang lotos upgred tak de ko ?????

akughi

lotus upgrade front wing kan?

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In Japan the two Red Bull drivers ran two different front wings, two
different diffusers and the same new rear wing the team introduced at
the last round in Singapore. This featured an F-duct directed on to the
main plane (red arrow), in a similar way to the one featured on the Renault.
A new feature was the beam wing, with a delta shape in the middle.