While there are other high-speed tracks on the F1 calendar, the ‘Temple of Speed’ remains an outlier because so much of it is straights, and this necessitates a standalone downforce package.
The lower downforce version has an upper flap that’s been trimmed and has a removable Gurney fixed to the trailing edge. Meanwhile, a more uniform trailing edge can be found on its other solution, albeit there is a V-groove cutout in the central section. The teams does have another method with which to balance the downforce and drag levels at the rear of the car too, with the beam wing offering aerodynamic support between the rear wing and diffuser. Of course, it’s not only about the rear of the car when it comes to downforce and drag levels. Teams also have to be conscious of being able to balance their needs front-to-rear, with Red Bull also making an effort to trim the front wing’s upper flap in order to cater for this.
use as a method to trim their downforce and drag levels throughout the course of this season already. also has a solution on the lower end of its downforce spectrum, whilst the team has opted to trim the trailing edge of its upper flap and add a Gurney flap to help reduce downforce and drag. This new arrangement also has a shallow angle of attack but boasts quite a large upper flap to help maintain the DRS effect when it’s in use.
Comparably you’ll also note that the lowermost beam wing element on Norris’ car has been backed off significantly, when compared with the one on Piastri’s car, illustrating how the rear wing and beam wing elements can be used in tandem to balance their performance. has what might be considered one of the most interesting designs to have surfaced this weekend as it combines a number of captivating solutions.