Technical innovation is what makes Formula 1 so different from any other form of racing. The on track action is as much played out by the engineers and aerodynamicists as it is the drivers. We are here to admire, study, and discuss this beauty that exists on the ragged edge of what we think is possible, or at least what we thought was possible.
This post will be updated as the weekend progresses. Discussions and questions are welcomed and encouraged in the comments section below.
Bahrain Gran Prix
Red Bull RB10
RB10 6-element front wing cascade structure.
Red Bull have hidden the FIA mandated cameras inside their nose.
RB10 bulkhead detail without the S-Duct exit; the entry can be seen below.
The air enters the S-duct from underneath the nose to reduce pressure beneath.
Red Bull RB10 - Front floor detail, note the detached floor scroll on the periphery of the floor whilst the bargeboard also features a slot in it's profile
rearward angle of the RB10's airflow conditioners.
Red Bull RB10 - Sidepod aero detail, note how the outbound airflow conditioner arcs over to meet with the sidepods shoulder to form a frame and an outer vortex generator. Meanwhile inbound of this there is a singular vertical vortex generator and the curved horizontal cockpit fin. All of these help to make the sidepod more efficient over a wide speed range.
RB10 sidepod detail.
Red Bull tire squirt slots. Since the loss of the blown diffuser (the effect of which sealed off the diffuser from sideways airflow), most (if not all) teams will have to implement some sort of version of these to reduce the harmful effects of tire squirt on ruining the diffuser's efficient airflow.
Red Bull RB10 - Y100 Winglet / Monkey Seat is mounted just below the exhaust and acts very much like the old beam wing (albeit much narrower). Note the presence of the gurney trim on the trailing edge too.
Mercedes have brought 2 different configuration front wings to Bahrain. The newest one is on top and the older one can be seen below. The newer design eliminates the horizontal vane of carbon fiber that supports the inner most vertical vane. The problem with a horizontal vane on the front wing is its influence on the airflow over the cascade element; this is not necessarily a problem if the aerodynamicists want to modify the air's movement vertically.
W05 brake detail.
Mercedes sidepod detail. Note the snorkel inlets attached to the main airbox inlet.
Mercedes W05 with no engine cover.
W05 airflow conditioner detail.
Kimi getting some air.
Ferrari hat to change floor and wishbones on Raikkonens car after this little jump in FP1
Ferrari front wing.
F14T front wing detail.
a rearward view. Note the tire temperature sensor.
F14T build up.
F14T front brake detail, sporting the ductless front brake duct.
Interesting carbon strut on the Ferrari.
Ferrari running an interesting rear wing in Bahrain. Also note the gurney flaps on the top edge of the DRS element.
F14T diffuser detail. Note the carbon element just above the edge of the floor running across the diffuser width.
F14T rear end detail.
Lotus E22 nose detail.
Lotus sporting a unique carbon creation where the regulations allow "turing vanes".
A closer view.
Lotus E22 - Brake Duct detail, note the 3 fins on the upper edge of the duct whilst they have two lower r shaped vanes. All of these appendages serve to capture the airflow dispatched by the front wing elements and repurpose it. Guiding the airflow in the right direction as it heads toward the chassis and sidepods behind.
Lotus, along with McLaren (see below) are ducting hot air out of the sidepods at the floor of the car.
Lotus have added a carbon element above the floor for their vent while McLaren (below) have integrated their vent into the floor.
Lotus sidepod detail.
E22 steering wheel detail.
MP4-29 old front nose.
MP4-29 new front nose.
McLaren nose comparison. The new nose (top) is meant to let more air underneath the nose to flow back around toward the coke-bottle zone and over the diffuser. This increase in airflow increases the speed of the air coming from underneath the chassis and therein produces more rear downforce.
MP4-29 front brake detail.
McLaren sidepod detail. Note the ductwork around the sidepod inlet.
MP4-29 airflow conditioner detail.
Also note the cooling outlet on the floor of the McLaren chassis.
MP4-29 floor detail.
McLaren floor detail.
MP4-29 rear detail.
McLaren flow-vis testing with white paint that can bee seen on their rear wing endplates. The paint would most likely originate from elsewhere, further up the chassis.
McLaren's now infamous suspension.
Force India VJM07
Force India front wing detail.
VJM07 with no engine cover.
Note the air inlet from the 2nd tier inlet behind the main airbox inlet.
The Force India chassis run a dual-pylon centerline support for the rear wing.
Note the dual-element Y75 winglet on the Force India chassis. One element (the obvious one) can be seen above the exhaust outlet, and the other can be seen between the exhaust outlet and the rear crash structure.
C33 front wings.
Note the peculiar inlet behind the airbox supports.
The C33 sidepod inlets are relatively small compared to the other teams. The Ferrari engines, which Sauber run, need less cooling than either the Mercedes or Renault engines.
Toro Rosso STR9
STR9 steering wheel detail.
STR9 rear wing detail.
Williams are not allowed to run alcoholic sponsorship on their cars in Arabic nations, so the "Martini" branding is replaced with "Racing" for this weekend in Bahrain.
FW36 front wing detail.
FW36 wing mirror supports made to condition air flow over top the sidepods.
Williams front brake assembly detail.
MR03 sidepod detail.
MR03 exhaust detail.
Caterham airbox detail.
Strange seagull where the FIA cameras should be.
Caterham warning of their powerful ERS.
CT03 front wings. The newer version sits atop, while the older version sits below.
CT03 floor detail.