The secrets of the 2011 Formula One cars

The teams have played their first cards. And an initial hierarchy is even emerging, although it is still too early to draw definitive conclusions. What can be noted, however, is the diversity of technical choices and innovations adopted by the teams at the start of the 2011 season, which is increasingly difficult today given the stringent regulations imposed by the FIA. Thus, certain trends are appearing and becoming widespread, while others are unique because they are more ambitious. More or less beautiful, more or less effective, more or less “bling bling,” all these cars have something special. Let’s try to discover it by studying some of them.

The Red Bull RB7, a threatened queen

The RB7 is not a revolution, far from it. You don’t change a winning concept, especially not a reigning champion. The Austrian race car is indeed an evolution of the RB6 from 2010. This is first evident at the front, around the nose, where there are few differences compared to last year’s machine. So, there are no major novelties up to the car’s cockpit, except for the two side fins on each side of the cockpit, which are less pronounced. The sidepods and the air intake also stay true to the concept introduced by Adrian Newey (Technical Director of Red Bull Racing) since 2009 and offer nothing new. However, due to the ban on the f-duct, the duct for this innovation is gone, as is the shark fin. The most significant changes are noticeable in the diffuser area: the FIA’s ban on the double diffuser means that extra work was needed to compensate for the downforce losses at the rear of the car. This is likely an element that will make a difference in 2011. The RB7 has also undergone a “slimming down” around the diffuser to maximize the airflow through it and thus increase downforce in this area. The rear suspension, still with pull-rods, is more streamlined, and the exhausts are still designed to support the diffuser, even though this effect is less significant than last year. Since the wings are likely to evolve in the coming weeks, we’ll simply note the very slender vertical flap present at the center of the rear wing, likely containing the small motor used to activate the movable rear wing…

The Ferrari F150th Italia, meaner than you might think

Ferrari did not make waves with this car, which is quite conventional. However, the Italians made small adjustments in multiple areas, without ever completely questioning a concept that worked quite well in 2010. The front end is quite different from that of the F10: the nose is definitely higher to maximize the airflow passing under the car, and the side flaps on each side of the cockpit have disappeared. The sidepods also differ significantly on this Ferrari, with reduced air intakes positioned higher up, which clears space in the lower part and better directs airflow. Like its counterparts, the F150th Italia has evolved at the diffuser level: the exhaust gases are still blown under the rear push-rod suspensions.

The Mercedes W02, refined to shine better

The Mercedes is one of the most anticipated machines of 2011. And already one of the most controversial. And for good reason: the star-branded firm wants to win races. For this, there’s no room for playing small; they have to attack! Rosberg and Schumacher’s car has undergone significant changes; the nose is definitely higher and flatter than that of the W01, and two imposing side fins are present, unlike Red Bull and Ferrari. The air intake returns to a more traditional shape, and the engine cover has a very simple line. The silver arrows are very refined at the level of the sidepods, especially more hollowed at the air intakes and more streamlined at the rear. The exhaust gas outlets are still very low and blow into the diffuser. Finally, the rear suspension is a pushrod.

The Lotus Renault GP R31, different to make a difference.

Genii Capital seems to have breathed new life into the Enstone structure. Indeed, no one had really thought of it to the point of integrating it into the very concept of a single-seater, yet the British engineers made it happen. Gone is the lower blowing that no longer serves much purpose with the ban on the double diffuser, but welcome to front blowing! Difficult to identify because it is hard to photograph, the exhaust exits are located at the front of the sidepods on the R31, a first. What is it used for? Theoretically, it compensates for the loss of downforce due to the removal of the double diffuser and low blowing combination, the winning duo of 2010, by maximizing the airflow along the sides of the car and feeding the diffuser. Simple diffuser but more air, therefore as much downforce as in 2010, is the equation Lotus Renault is betting on. A concept that seems promising.

Here are the main trends that emerge from the beginning of 2011. Williams or even Toro Rosso could also spring some surprises. But to get a clearer idea of the strengths at play, let’s wait for the first round of this championship, which seems more uncertain than ever.