With the return of Formula 1 to Belgium, teams are preparing for one of the fastest circuits on the calendar and it is no surprise that they opted for solutions which aim at improving aerodynamic efficiency, especially at the rear. Let’s go and take a look, comparing them, at the rear wings brought by several teams for the Spa-Francorchamps weekend.
Modified rear wing for Ferrari
The Maranello team chose the specification used in Baku, with a much more linear main profile and a reduced chord to reduce drag. This is probably an improved version to reach even higher top speeds and get closer to the already very fast Red Bull RB18 car. The movable flap area also features a small nolder, useful for generating a small amount of extra downforce. Looking at the area on the sides of the mobile flap, we can see how this area has been rounded to accelerate flows and improve the efficiency of this component.
Aston Martin with an unprecedented solution
Lawrence Stroll’s team, after having amazed in Hungary, decided to bring important updates also for the Belgian Grand Prix weekend. In fact, from the photo we can see a very low drag solution without giving up the downforce. The solution present on the AMR-22 is very interesting and with a very particular design. Starting to analyze from the endplate area we notice how the profiles placed above have been crushed to reduce drag. However, if we continue towards the center of the car, we notice what is the most important update. Overall, the wing has a very accentuated spoon with a thinner main profile, essential to disturb the indicative air flow as little as possible. Then looking at what the mobile flap is, we can see how it too has been shortened and inclined, making it less difficult for air to pass through.
Alfa Romeo and Haas with similar solutions
The two Ferrari motorized teams have opted for a solution that has one point in common. In fact, we can see how both cars have the movable flap cut. This intervention shortens the path that the air must travel on the flap, freeing it earlier and making the entire wing more efficient. Looking at the main profile we see the differences, with Haas presenting a main plane with a more pronounced spoon. Alfa Romeo, on the other hand, has opted for a more linear and reduced chord profile to further increase the efficiency of the wing.
Williams and AlphaTauri with different solutions
The choice of the Groove team is contrary to others. In fact, we can see how the main profile of the rear wing has a considerable thickness. This is essential to generate load but also leads to less efficiency. To try to compensate, the Williams technicians have reduced the chord of the mobile flap, reducing the impact with the incident air on the wing. We’ll see if over the weekend the team will propose a new wing to improve efficiency. For the moment, the Faenza-based team also has a wing specification with a medium load main profile and a mobile flap with a rather long string. Their wing probably has good straight efficiency and needs no improvement.
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