British GP tech: Engines feel the strain

The fast, open nature of Silverstone requires both engine power and good aerodynamic performance. But as we saw during Friday practice, the changeable weather, particularly the wind, can make the right setup a moving target.

With the 2014 cars having more torque and less grip, getting the cars right for Silverstone is a new challenge. Running high downforce, the cars are pressed hard against the track and need a stiff set up to keep the underfloor off the ground.

But the slow parts of the lap mean the cars still require good mechanical grip, especially in the rain.

The internal combustion engine is pushed hard and there isn't the amount of braking to charge the ERS easily. So teams will have to increase the charging rate for the ERS-K and use more harvesting from the ERS-H, the latter of which will burn up fuel, in the bid for the maximum duration of the 160Kw from the MGU-K.

Already this weekend has proved punishing for the power units, we can expect more unreliability in the race.

Ferrari

Ferrari again ran with the Canadian/Austrian Grand Prix-spec bodywork, with the slimline engine cover with the cooling outlets extending rearwards around the suspension. Also, the single rear pillar rear wing mount was on both cars.

But the drivers diverged on their brake ducts. Neither car ran the blown axle setup, but Alonso's car had inner brake ducts that pass more airflow straight through the wheel.

This is an alternative way of creating the blown outwash effect of the hollow axles. The airflow coming out through the wheel aiding the front wing endplate to divert the airflow around the front tyres.

Red Bull

There's a well-practiced routine at Red Bull to fit new aero parts for FP1 and run them immediately with the bright yellow flow-viz paint.

This gives us a clue as to what parts are new. This weekend, Ricciardo went out with a revised front wing endplate setup.

Evolved from the Canadian GP spec, which had a vane mounted inside the endplate, this new wing now has the vane with a slight endplate of its own, creating an l-shaped profile.

Force India

Following its success in Austria, the aero package introduced there is carried over to Silverstone.

One part tested only briefly at the Red Bull Ring was the single rear wing mounting.

As with most teams, Force India has shifted away from twin pillars between the gearbox and top rear wing, instead fitting an inverted Y-shape pillar.

Here the wing is supported by a single pillar, which then splits around the exhaust pipe to mount on the gearbox.

This shape helps stabilise the structure and creates less obstruction to the wings under surface.

McLaren

Small details fitted to the McLaren, in addition to its major update from Austria, were revised floor around the rear wheels.

The floor was tested in free practice and was fitted with a series of pressure sensors.

The two key features around the rear tyres were a revised strake and slot. Both of these devices seek to prevent the rear tyre wake upsetting the diffuser's performance.

If the new floor was working as expected, then the team would have been able to see a decrease in pressure below the diffuser as evidence of that.

Lotus

As with McLaren, Lotus ran a revised floor, again with different flicks and slots.

On the E22, the original three slots moulded in carbon fibre were replaced with a metal part with just two slots.

Additionally, the flicks along the floor's edge were altered, again to work the interface between the tyre and diffuser for better sealing.

Williams

Key to the team's development this weekend was a new floor specification. Testing of this was interrupted by the problems in free practice, where both cars were out of action after a few laps.

Further problems affected the team, when Bottas's car had a problem with the upper bodywork.

A large section was ripped from near the fuel filler towards the rear of the sidepods. This was because of a bodywork fastener failure.

Caterham

In a problem very similar to Williams, Ericsson's car stopped with a power unit problem and the bodywork was damaged by the failure.

The team has confirmed it was an exhaust problem, as the exhausts curl up over engine, the failure affected the upper bodywork.

Toro Rosso

Another team retaining its successful developments introduced in Austria, Toro Rosso's key update was largely in response to the suspension failure on Kyvat's car.

Technical director James Key confirmed is was a rear trackrod failure. As the part failed it allowed the rear upright to move and ripped itself from the rest of the suspension.

But Vergne's overheated brake problem was simply a team error in the size of blanking used for the brake ducts.

Without enough air reaching the brakes, the carbon discs overheated and lead to brake failure.