![]() ![]() However, the performance objective will override the aesthetic, as teams will not only be able to have adjustability in the upper two profiles (see below, right), but there will undoubtedly be differences in their shape too, especially their connection at the endplate and to the nose. Although that loses the floor some downforce-producing surface area, the cut-away section enables the wing to work harder, which in turn increases the energy of the vortex, which in turn speeds up the airflow from the front of the floor.The front wing will have a maximum of four planes in 2022, as shown on the prototype. To get that mini-wing working as hard as possible, the sides of the floor behind it have been cut away, so as to give the airflow on the wing’s underside more expansion space. The mini-wing will create a very small amount of downforce in its own right, but the more important function is that the low pressure on the wing’s underside will increase the energy of the adjacent vortex, inducing the airflow from the front of the floor to be sucked through harder, increasing its speed. READ MORE: Horner lauds Red Bull for ‘phenomenal’ start to 2023 but expects rivals ‘to come back hard’ in future races The increase in height of the floor will likely have made the blade wing less effective than before, and a new way of energising the airflow has been found by moving the mini-wing to the upper surface – just aft of the single vortex-inducing cut-out permitted by the regulations. ![]() Nicknamed the 'blade wing' because of its shape, its placement there meant Red Bull could not use a wing profile on the upper surface of the floor edge. It is permitted to use a single wing profile along each floor edge, and last year Red Bull cleverly interpreted that to place the wing beneath the floor, just ahead of the rear tyre. So in trying to reclaim the losses incurred by the regulation change, Red Bull have sought a different way of accelerating the airflow through the underfloor. ![]() ![]() Increasing the permitted minimum height will have the effect of reducing that pull. Manipulating the air pressure in this way creates more downforce. The closer to the ground the floor edge and the throat of the underfloor tunnel’s diffuser, the faster the airflow of the whole underfloor will be pulled. Increasing the height of the outer edge of the floor ahead of the rear tyre by 10mm and the diffuser by 15mm was done to reduce the sensitivity to porpoising. READ MORE: From cutting curfews to grid penalties – 10 rule changes you need to know about for the 2023 F1 season The challenge for Red Bull in 2023 has been to maintain that floor advantage while incorporating the regulation change. The inference from this is that the Red Bull’s underfloor was more effective than those of their rivals, the car thereby needing less drag-inducing wing area for equivalent downforce. Key to Red Bull’s performance last year was their aerodynamic efficiency, in that they created good downforce throughout the speed range with a lower cost in drag than either the Ferrari or Mercedes. What is immediately apparent from that table above is that Red Bull have made the greatest gain. ![]()
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