Tech analysis: The clever solutions that divide the F1 grid

Red Bull Racing RB 13 comparison

Photo by: Giorgio Piola

The Red Bull RB13's nose has drawn attention due to the inlet that can be found right at the tip of the thumb section.

It was initially proposed that the team was using the inlet for driver cooling like its 2014 nose did (inset), given inlets this far forward should only fulfill this purpose.

Force India VJM08B nose cone, captioned

Photo by: Giorgio Piola

However, the team has found a workaround, taking advantage of the cross-sectional rules that have previously allowed Force India's 'Cobra' nose solution (above).

And just like with Force India's solution, the idea is to make it as if the bodywork doesn't exist, at least from an aerodynamic perspective, with the airflow taken in by the inlet(s) immediately ejected out of the rear face, simulating a higher nose.

This is all achieved with vertical fins that are carefully placed within the nose tips thumb, in order that if a slice be taken through, the side of the nose a hole could never be made.

It was also assumed that the inlet may also be connected to the team's 'S' duct solution, which returns after a sabbatical.

However, two NACA-style inlets can be found just behind the front wing mounting pillars which are used to feed the 'S' duct in a similar way to how Toro Rosso and Mercedes fed theirs last year.

Mercedes W08 front suspension

Photo by: Giorgio Piola

Mercedes has taken what was originally thought to be a unique approach to its front suspension layout, with its outboard wishbone pivot mounted above the upright on a horn-shaped appendage (red arrow), although we subsequently found out that Toro Rosso had the same idea when it launched the STR12 a few days later.

We've seen teams do similar things at the rear of the car for a number of years, as they look to trade off the mechanical capability of the suspension with potential aerodynamic gains - and this is done for much the same purpose too.

Toro Rosso STR12 front suspension, captioned

Photo by: Giorgio Piola

Moving the upper wishbone upwards allows the lower one to be placed slightly higher too, changing the entire suspension geometry but also allowing the airflow worked by the wing a different path to follow as it heads toward the sidepods.

Mercedes has also made a change to its front brake duct fence for 2017, as you'll note a slot just ahead of the small brake cooling inlet.

Ferrari SF70H turning vanes, detailed

Photo by: Giorgio Piola

Ferrari's sidepod layout is one of the most interesting on the grid, as the team has looked to set its inlet back, keeping the opening straight, rather than be angled as the regulations intended.

To overcome this angular requirement the team has obfuscated the sidepod with a cluster of winglets which encourage the air to flow into and around the sidepod in a more desirable manner.

The team has also incorporated a secondary inlet (blue arrow) which sits above the main inlet and collects and distributes airflow inside the sidepod to improve cooling and efficiency.

Williams FW40 double planes

Photo by: Giorgio Piola

Whenever wholesale changes are made to the regulations, there are some unintended consequences: the T-wings are one such frailty in the wording of the current regulations, with changes made to October's release of the regulations that inadvertently opened up the space for these 50mm chord winglets.

Mercedes, Ferrari, Haas and Williams have adopted T-wings so far, although the latter opted for two winglets (arrowed).

These winglets, although very short in chord, will create their own downforce but will also realign the upwash and aerodynamic connection between the diffuser and rear wing to improve downforce and reduce drag.

It's also worth noting that Williams has a gurney-style trim straddling their engine cover (arrowed), as the team looks to make larger gains from the side force generated by the shark fin.