The way flaps connect to the endplate in race car designs is extremely vital, as it plays a substantial role in amplifying the outwash effect being generated. The rear output of cars, which inadvertently affects wheel-to-wheel racing, was aimed to be limited with the regulations brought for the new generation of cars. However, understanding the value of outwash from the front wing in improving performance later in the race, the teams have explored ways to compensate for any losses.
In 2022, Mercedes first proposed a similar solution, differing slightly in execution but achieving the same purpose of how it could utilize its endplate to create the outwash. Regulatory changes in 2023 led to a minor switch in their design approach, instead pursuing a semi-detached design solution—an idea that has proliferated throughout racing grids.
Following Mercedes‘s lead, competitors have seen the potential in such a design and strived to optimize their car’s wing design, either through adaptation or further alterations. The primary technique involves completely cutting away the lowermost rear section of the endplate and displacing the flap tips from the endplate’s vertical axis. The aerodynamic effectiveness of this design is amplified with an intentional twist on the flap’s vertical part, allowing each tip to create individual vortex structures influencing the broader aerodynamic output.
In addition, the introduction of horizontal winglets above the flaps on the endplate’s inner face further optimizes these flow structures. In the case of Williams, these winglets are mounted above the final element on its front wing. The shape of the endplate, the position and type of diveplane, and the form and location of the spars connecting the flaps and endplate, along with the flap transition’s shape, also significantly contribute to improving the mainflow structures. In Williams‘ case, they decided to change their diveplane design entirely, switching from the unique wedge-shaped solution to a more traditional S-shaped variant.
The front wing’s overall architecture was modified to accompany the introduction of its semi-detached flap solution, drastically shifting the shape and function of the flaps. These changes can be clearly seen on the upper flaps’ trailing edge. Changes were also made to the load structure of the design elements, visible through the rearrangement of the slot gap separator brackets.
Furthermore, several changes have been made to the AMR24‘s front wing to improve the car’s performance window by Aston Martin. The team also took the initiative to make modifications to the floor, edge wing, and diffuser in Japan to enhance the car’s underflow.
A twist was introduced to the edge wing’s back portion of the scrolled and straked section, along with the floor’s edge contours being adjusted in harmony with the edge wing modifications. In consequence, the diffuser’s shape had to be reworked to benefit from the newly created flow conditions.
Additional tweaks to the AMR24’s sidepod bodywork were made, introducing a swage line running across the bodywork’s front upper corner and along its flank. Aston Martin readopted this design concept first used in 2022 before they shifted to the more efficient downwash ramp-style solution. The combination of these two designs and adjustments to the sidepod’s midline cut, slightly raising the belly compared to its previous specification, exhibit fascinating iterative advancements made in the racing industry.