Williams FW37 Mercedes

[Matt Somers]

Matt, the drawings are lovely. I have to make one remark though: it looks, emphasis on looks because eyes can always play tricks on oneself, that you drew the endplate to merge with the outboard upperflaps. I don't think that's what happening; my impression is that they are seperate.

Yea it's just the angle I'm working with that makes it look like that, wanted to try and use as close to a head-on as I could and that made the FW look that way :S

[turbof1]

I think that if you move out the endplate as well that it'll solve the issue.

I myself have quite some work cut out on the same department. The outboard and middle section require complete new drawing up at each part.

[LookBackTime]

Tech Analysis: Hungarian GP developments
By William Tyson - Jul 25, 2015

Source: http://richlandf1.com/?p=38932

Williams section



Valtteri Bottas got his hands on the only upgraded front wing Williams brought to the race this weekend, which he noted made a small improvement to the front end grip of the car. Its philosophy follows what Mercedes and Ferrari are doing with the outboard elements of the wing – forming a rapidly expanding tunnel for a larger vortex to generate from.

Whilst the majority of the wing remains similar to its predecessor, its core design has been fundamentally altered at the outer section of the wing.

Seven elements (highlighted) are used to form an aggressively arched tunnel that starts much further inboard than previously (see red marker), spanning further and further outwards as they approach the back of the wing. Air is further injected into the outwashing flow via the three slots made into the footplate, controlling the formation of the large vortex that is projected around the front tyre behind.

Having promised that they have learnt from the mistakes made in Monaco, the two Williams cars did fairly well to get close to the Ferraris in qualifying. The FW37 is still a bit off the red cars downforce levels, but the new front wing is a step in the right direction. We should get a clearer picture as to where they are after the summer break when Felipe Massa will have the new bits as well.

[PlatinumZealot]

Lovely illustration. Very clear and concise!

[LookBackTime]

I just read "Analysis: Mercedes AMG F1 W06 Front Wing Changes" again.

http://www.f1technical.net/features/20015

Made me to understand better how the new Williams FW is working too.

[turbof1]

I'll probably also will do an article on the new Williams front wing, although just to highlight the changes.

Progression goes rather slow; I wasn't happy with my drawings of the previous wing. I only just managed to finished that up.

[Morteza]

Williams FW37 - revised front wing


© Giorgio Piola

Williams made a big change in the design philosophy of their front wing in Hungary. The team used to have their own, quite distinctive wing shape (inset), whereas the new design (main drawing) - seen on Bottas’ car only in Budapest - is based more on Mercedes’ philosophy. Note the new shape of endplate with the horizontal fin on the outside. Another change is to the main plane and the stepped area on the outer lower edge of the wing (highlighted in yellow). This was introduced by Mercedes and copied by other teams. As there was only one example available, Bottas got to use the new wing because he is ahead of team mate Massa in the drivers’ championship.

[PlatinumZealot]

The design serves to bring the foot plate vortex more inboard because of the narrower 2015 front wings. Very elementary direction but only Mercedes saw it early on.

[Henning]

What is the benefit of bringing the footplate vortex further inboard? I thought the idea of the vortex was to encourage airflow around the outside of the tyre. If you bring it inboard, might it risk sending the vortex straight at the tyre?

[Advino116]

What is the benefit of bringing the footplate vortex further inboard? I thought the idea of the vortex was to encourage airflow around the outside of the tyre. If you bring it inboard, might it risk sending the vortex straight at the tyre?

Only the leading edge of the vortex footboard moves inboard. This means the vortex tunnel starts further inboard, but ends at the same position at the rear extreme outer edge of the wing. In my understanding, this encourages the airflow to curve further outboard and clear the tyre

[Drica]

Could it be that Williams is slowly moving away from the low drag philosophy? It looks to me, and im by no way a aerodynamics specialist, that FW37 is a bit more draggier compared to the FW36. I was thinking about this because there is a obvious change in the front wing philosophy, more vanes on the sidepods, and the deflectors are somewhat similar to those on the W05 Merc. So, could anybody guide me more into this?

[LookBackTime]

Williams F1's Pat Symonds says big update packages 'old fashioned'
By Lawrence Barretto Tuesday, August 18th 2015, 14:54 GMT


Williams technical director Pat Symonds believes the days of Formula 1 teams bringing a one-off big upgrade package to a grand prix are now gone.

Traditionally the first race of the European season in Spain and the first race after the summer break featured major upgrades on many cars.

But teams are increasingly focusing on bringing smaller updates more often, with the likes of Force India's B-spec car's debut in Britain and Williams's raft of updates in Austria exceptions to the rule.

"Austria was a bit of anomaly in a way," Symonds told AUTOSPORT.

"We don't work in a world of upgrade packages - that's old fashioned.

"It just so happened we had a number of components which happened to fit together in Austria.

"It was something as simple as having a new rear wing that wouldn't fit with the old floor, so the new floor had to come into the same time.

"It turned into a package, it was the way it worked out, but the general trend is to bring a little bit at each race and that is what we intend to do from herein."

A strong development rate was crucial to Williams's resurgent 2014 F1 season and it also made steady gains through this season, with positive correlation between the windtunnel and the track.

With nine races still to go, Symonds says Williams plans to continuing developing the current car, especially as the work can prove useful for next year's machine.

"We have plenty to come yet and have plenty already sitting in the pipeline which has been signed off and is just going through the final bits and pieces," said Symonds.

"There is still windtunnel time allocated and there is still work going on in vehicle dynamics.

"Because we don't have big upheaval between 2015 and 2016, there is a lot of evolutionary work we can do which will still be relevant. I expect us to keep pushing."

But he added that the main focus was now on next season's car.

"Our first 2016 design meeting was in January," he said. "That is point one.

"Point two is the day after the end of the season when you know everyone is working on next year's car and then there's a transition point somewhere in between.

"The point depends on a number of things, like your prospects and your position in the championship.

"It's a process we go through and it's adaptable but obviously now, there is more focus on the new car rather than the old car. We've passed that part of the transition."

[zioture]

More photos here http://www.newsf1.it/f1-news-gp-spa-photo-gallery3059/

[PlatinumZealot]

Big rear wing compared to the Bulls.

[LookBackTime]