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Several Formula 1 teams have brought what they hope will be very significant upgrades to the Hungarian Grand Prix, including changes that could be season-changing for some squads if they solve the problems they’re designed to.
Mark Hughes runs through what’s new.
THE BIG CHANGES
Ferrari
There’s a further revised version of Ferrari’s upgraded floor first brought to the Spanish Grand Prix a month ago, since when its performance has fluctuated.
The team describes the Hungary revision as ‘minor geometrical modification aimed at enhancing flow structure and aero loads stability across the full operating envelope’.
A fortnight ago in British GP practice a stiffened version of the previous floor geometry was tried and rejected after the car still suffered bouncing. Hence a revised geometry in an attempt at making it less sensitive at the low ride heights it uses at high speeds.
ASTON MARTIN
A very significant upgrade package here centred around changes to the floor on a car that is not performing up to the team's pre-season expectations.
The ‘canoe’ – the flat-shaped section in between the tunnels to which the plank is mounted – has been changed in shape to induce a different pressure distribution to the diffuser.
There are accompanying changes to the geometry of the tunnels, the floor edges and the floor fences to fully exploit that.
The beam wing’s second element is raised to make more aggressive use of the airflow exiting the diffuser.
There’s a circuit-specific front wing flap which is to balance the car with the big rear wing brought here.
SAUBER
The struggling Sauber team brings a fundamental upgrade based around a new floor/sidepod/engine cover geometry.
These can be considered as one airflow regime which is at the core of the car’s aerodynamic performance.
The radiator inlet is reshaped to allow for the re-contouring of the bodywork aft of that.
The floor edges also reflect the changes to the floor body.
The package is initially fitted only to the Valtteri Bottas car.
RED BULL
As discussed in a separate article earlier today, Red Bull has an extensive reworking of the sidepod/engine cover bodywork, with the loss of the previous high shoulder cooling channels and a reversion to a more classic-looking layout.
This is believed to be a specific high-downforce option for the team which is expected to be mixed and matched with the previous bodywork according to circuit layout. For here it will be fitted only to Max Verstappen’s car.
The cooling louvres and central cooling exits are completely different. Red Bull claims the arrangement gives better cooling efficiency (ie fewer aerodynamic losses) at low speeds.
Details such as the front and rear brake ducts have been optimised around the new bodywork and there are minor changes in the front wing profile too, giving a claimed greater front end load.
OTHER NOTABLE UPGRADES
Mercedes
A small tweak on the lower deflector trim at the bottom of the rear wing endplates has been made to reduce aero losses, which should give a small improvement in aero efficiency throughout the full range of ride heights.
HUNGARY-SPECIFIC TWEAKS
Alpine
The rear brake ducts have a wider inlet and exits.
Williams
A bigger central exit duct is available to meet the demanding high temperature/low speed nature of the track.
RB
Circuit-specific enhanced cooling from the brake ducts, generating more downforce and greater cooling.
Haas
Some circuit-specific changes to cooling louvres and ducts.
