NEWS // UPGRADED 2010 F2 CAR PROVES FAST @ TESTING

The second generation Williams-built FIA Formula Two car has set a stunning pace in testing this last week. With substantial upgrades to the car that was used throughout last year's series, lap records in 2010 are almost certainly going to fall.

2009 Champion Andy Soucek (above), who has been on hand to aid with the development of the upgrades along with series test driver, Stephen Kane, spent time in two separate test cars at Barcelona on January 28th, before moving to Portimão on February 2nd. Soucek's laptime of a 1:33.280 in Portugal bettered the corresponding 2009 pole time set by a Formula Renault 3.5... [read more]

Both Motorsport Vision and Williams have spent the winter period hard at work on aerodynamic revisions which have yielded 30% more downforce courtesy off a full CFD evaluation.

Along with handling improvements the, JPH 1B will benefit from a larger turbocharger which will push power output up to 425hp and 480hp (with powerboost)

Series Director Johnathan Palmer hailed the significant advances the team had made during pre-season testing, saying: "Patrick Head and the Williams F1 personnel working on F2 have done a great job to substantially hike the performance of the F2 car for 2010. In 2009 to achieve the target of making our first race on schedule, development time was inevitably compromised as the design had to be frozen for manufacture quite early."

"The 2010 F2 package of upgrades is the result of many months' careful work, particularly aerodynamic modelling with the CFD programme. The team went to Barcelona via Lurcy-Levis in France to do straight line testing, which reassuringly verified the CFD theory."

"It was very encouraging to see such instant pace improvement on the opening day of our test programme at Barcelona. To be 2.4 seconds faster than our fastest pole position time so soon and in less than optimal conditions was pretty impressive."

JPH 1B Upgrades In Full:

Aerodynamics

Aerodynamic changes have been designed by the Williams F1 team using their CFD simulation software. Williams' CFD-based predictions for improvements to the car have proved extremely accurate after being corroborated during testing. Maximum downforce generated by the car has improved by 30%, whilst aerodynamic efficiency has increased by 24%

Front Wing

The profile of the front wing flap (here in black) has been changed to improve under-car airflow and downforce. The front wing end plates are completely new, and now incorporate a foot on the outside of the plates. All changes to the front wing have been evaluated by Williams F1, using their F1 CFD simulation. The front wing is cockpit-adjustable, with drivers able to change the increment by half a degree at a time. This is a unique feature outside Formula One

Rear Wing

The shape of the rear wing assembly has changed dramatically for 2010, improving aerodynamics and increasing downforce whilst also helping to reduce overall weight. The rear wing flap has also changed. In 2009 only the rear flap (here in black) was adjustable. This flap is now combined with the rear wing main plane, and they can be adjusted as a pair, offering more downforce. A greater range of adjustments can now be made to the rear wing, which can generate more overall downforce as a result.

Side Chimneys

The new side pod chimneys have two chief functions: to improve the flow of air over the rear wing, and to improve cooling
Four types of chimney were designed and trialled by Williams using their CFD simulation. Additionally they direct hot air coming out of the radiators around the rear wing, reducing the amount of turbulent air flowing across it, resulting in greater downforce and aerodynamic efficiency. They also help draw more air through the car, cooling the engine, radiator and intercooler. The side chimneys replace the 'Louvre Panel' design of 2009.

Tyres

Formula Two will use an improved compound and construction of tyre in 2010. The compound has been specifically designed by Avon for F2. The development process began last autumn, and will be completed after the pre-season tests in February
The front tyre has also changed in size, from 250/570-13 to 245/600-13. It is anticipated that the changed tyre compounds will lead to significant gains on track.

Barge Boards

The new barge boards significantly increase the amount of downforce generated by the underside of the car - by implementing these boards the car is able to produce up to 300lbs extra downforce from the underside of the car. Improved airflow around the 'coke' section at the back of the car has also been a benefit to efficiency.

Gearbox

The material used to construct the adaptor (gearbox to engine) and the gearbox main casing has changed from aluminium to magnesium. Operating weight reduced and overall weight distribution moved towards the front of the car.

Fuel Tank

Both the fuel tank and fuel collector system have been revised for 2010, predominantly to cater for the longer race distances
The fuel tank has a larger capacity whilst the pick-up efficiency of the collector system has been improved.

Engine

Engine power has been increased for the 2010 season
The Garrett turbocharger used in 2009 will benefit from a larger compressor and improved flow, leading to an increase in standard power from 400bhp to 425bhp, and an increase in overboost power from 450bhp to 480bhp.

Detail Changes

A host of other detail changes have also been made to the car, including changes to the water system - to improve cooling - and the exhaust system, to improve airflow around the underside and rear of the car.


Images and Info: FIA Formula Two
Editorial: Neil Tozer