Recently, we already posted about the technical updates for some F1 teams in the Chinese Grand Prix.For today we will post some information about the latest updates for some F1 teams.For the Lotus Racing team, we will post it later.You can view again our previous post by click the link below.
MERCEDES GP PETRONAS – MGP W01 – REVISED AIRBOX AND ROLL STRUCTURE > 08 MAY 2010.
At the MGP W01’s pre-season launch it became clear team principal Ross Brawn had managed to avoid making its airbox design a structural part of the car’s rollover protection – and was thus not hamstrung on future developments by the FIA’s rules which restrict chassis changes (bottom left inset, blue arrow). Even before the season opener in Bahrain the team made a revision (top left inset, blue arrow). In Spain, however, a dramatic change to the shape of the airbox (main picture) has been introduced, with its intakes lower and further back. The rollover structure now has a narrow, knife-shaped leading edge. All this should help clean up airflow over the engine cover and help boost the performance of the car’s ‘blown’ rear wing.
MCLAREN MP4-25 – NEW FRONT WING > 08 MAY 2010.
McLaren’s new aero package for Spain includes a wider rear diffuser inspired by Renault’s solution and this new front wing, which features different endplates, split into two sections. Despite the revisions, the wing itself retains four element profiles.
MERCEDES GP PETRONAS – MGP W01 – LONGER WHEELBASE > 08 MAY 2010.
Mercedes have lengthened the wheelbase of the MGP W01 by approximately five centimetres. They have done this by angling the suspension’s front wishbones differently. They have also moved the front wing forward, thus keeping the same gap between wing and tyre as required by the regulations. This modification has altered the car’s weight distribution, which should help reduce the chronic understeer seen during the opening four races.
FERRARI F10 – ‘F-DUCT’ SYSTEM > 09 MAY 2010.
In Barcelona Ferrari have introduced a full version of their ‘F-duct’ system. In principle, it is the same as McLaren’s original design, apart from the way it is controlled by the drivers. The air streams in from one of the new side ducts on the engine cover and is then channelled into the cockpit via the electronics cable hole (white arrow). The driver can then activate the system by blocking the hole at the side of the steering wheel with the back of his left hand. As we saw from onboard footage, this can interfere with the driver adjusting the car’s brake balance, which is usually carried out with the same hand. This forces the driver to race for a fraction of a second without their hand on the steering wheel.