Aston Martin

The nose is higher and now separated from the front wing elements.

Pylons are attached to the nose the front wing from which the front wing is mounted. The volume of the nose is created to guide the upstream flow around the central front wing elements and manage the upwash from the wing.

The sidepod inlet is high and predominantly facing upwards.

This creates a large undercut volume underneath that leads into the rest of the bodywork. The inlet is sized to capture the massflow required to provide sufficient cooling. Externally flow is managed to the coke and deck.

The diffuser extends rearward from the flat floor and carries the diffuser winglet defined by the regulations. A single fence is positioned within the diffuser. The purpose of the diffuser is to manage the expansion of the flow from beneath the floor creating load on the lower surface. The winglet is adapted to the local flowfield to maximise performance.

The large undercut from the sidepod is continued to the rear of the car.

The top deck slopes down towards the rear of the car, with cooling exits more centrally on the engine cover. The purpose of the bodywork is to manage flow from the new front end regulations.

Three element narrow front wing.

The wing is mounted to the nose from the second element. SM is achieved with a moveable third element. The front wing optimises spanwise loading whilst delivering the required aerobalance range, which is achieved varying incidence of the rear element.

Three element rear wing with the pylons mounted to the lower surface of the first element.

The rwd two elements are activated in SM mode, reducing their incidence. In CM the rear wing is optimised to provide maximum load while remaining stable and consistent. The SM deployment angle is defined to reduce drag as much as possible.

The front wing endplate includes a diveplane on the outboard side and an OB foot with a channel on the lower surface.

The front wing endplate manages the circulation at the tip of the wing and positions downstream features around the front tyre.

The floor leading edge devices have been revised. The new floor leading edge devices modify the spanwise generation of load across the width of the floor to improve performance.

The chord of the 3rd front wing profile is shorter in conjunction with a reduced length strake.

In conjunction with the front wing endplate change the modifications improve the load distribution at the outboard end of the wing.

The edge of the outboard footplate is raised.

In conjunction with the front wing change the modifications improve the load distribution at the outboard end of the wing.

Additional bodywork louvres.

Additional bodywork louvres may be added to increase the exit area of the bodywork to provide the cooling level required at this event.

Updated and repositioned exhaust tailpipe bracket.

The updated exhaust tailpipe bracket is used to generate additional local load on the surfaces at the rear of the car.

Revised trackrod OB position.

This is the typical front suspension adjustment for this circuit to achieve the required steering range for the prevalent corner characteristics.

Inlet shape revised in line with the bodywork package.

The bodywork package has evolved to improve the feed to the rear of the car and complement the changes to the floor geometry.

All the surfaces have been revised.

Revised lip and longer rear deflector.

The new front brake duct external elements work alongside the new front wing to manage flow around the front wheels.

Revised front view and planview with chord redistribution. The front wing, endplate and nose are a package to improve the performance of the front end of the car in combination with the other car updates.

Longer, thinner nose.

Changes to all of the permitted surfaces of the floor. All floor changes are developed as a package to increase the load on the floor and therefore improve the car performance.

The foot/board and the area in front of the rear tyre have been modified.

Conceptually similar cooling panels. The louvres provide the usual range of options to allow the setup of the cooling system for optimum performance depending on conditions.

Small changes to the leg positions and external fairings.

The rear suspension and rear brake ducts modifications were developed with each other and the changes to the rear of the floor.

Subtle changes to the inlet, exit and vanes.

Change in twist distribution of the rear wing brace.

Updated body, diveplane and foot.

Chord is redistributed between the three elements, winglets added to the TE of the flap.

The three components of the rear wing increase CM load while reducing SM drag, and are aligned with other changes to the rear of the car.

Updated floor leading edge vanes.

Changes to the main diffuser, fences and winglet.

Relative subtle changes to the shape of the bodywork

New floor fence in the diffuser. Changes at the back of the car work in combination to increase rear load after evaluating the performance of the new package.

Modification to the lower edge of the diffuser winglet.

Optional new front wing flap.

The flap extends the range of balance that can be achieved with front wing adjustment for car setup optimisation.

Reduced chord of the final element outboard. The local changes to the final element and to the inboard foot of the FWEP improves the performance of the new front wing introduced at the previous event.

Modification to the inboard foot.

Revised fairings for one of the front suspension members.

The external fairing for one of the front suspension members has been modified to improve alignment with the onset flow.

Update to the area of the floor in front of the rear tyre.

The geometry in front of the rear tyre has been modified to improve the airflow to the underside of the floor increasing load generated in this area.