‘From an aerodynamics point of view, most of our aerodynamicists have never worked on a car with tunnels before. There are examples of other formulae that do, and we can research places, but it’s kind of back in some ways to the old cars. There’s not much to be taken from the past because you must remember when you go back to the days of underfloor tunnels in Formula 1 before, the level of aerodynamic understanding now is massive compared to back then. The quality of our tools, including CFD and in the wind tunnel, is light years ahead. As such, the approach is different, and it’ll be interesting to see what people come up with and how the cars compare.’
The front wing will be a very different design from the previous generation – particularly how it attaches to the nose of the car. The element-free 250mm wide section on the Y-axis of the wing, known as the Y250, no longer exists as the wing elements now connect directly to the nose on the in-board most edge. In terms of the influence this has on designing the car, Elliott says, ‘I think the way we approach the wing design is different. Because the CAD surfaces set the regulations, we created the elements to the base tolerances that were given to us and then started the investigations after the first runs in CFD. Following that, we do runs in the tunnel to try and understand what that’s going to do to the flowfields.