Aerodynamics

• The lifting wings push the air coming off the front wing's secondary elements back down onto the side wings.
• Like the flagpoles, the winglets on the sides of the lifting wings shed vortices that guide the tyre wake away from the rear wing and side wings.
• The floating wings send air up to the rear wing and add some downforce of their own.
• The side wing primaries make downforce through ground effect.
• The right side wing's endplate houses the radiator, placed where, in theory, the air is least disturbed, so it can take in as much air as possible.
• Every other element shares one job: sending air up to the rear wing.

• The rear wing is a cascade of elements rather than one large airfoil, to avoid flow separation.
• High-pressure air from the pressure side of the primary bleeds through the gap to the next element and onto its low-pressure suction side. That re-energizes the boundary layer on that element and delays separation, which is why the upper elements can be set nearly vertical.
• Together, the three elements make the majority of the car's rear downforce.
• The primary collects the air and starts it up the cascade, and the secondary elements behind it take that air and continue the cascade.
• The secondary elements directly behind the TSSI send the air in a similar direction to the main airfoils beneath them, so freestream air does not disrupt the wake.

• The diffuser is where the air under the car leaves it, through a channel whose cross-section grows toward the back.
• As the channel grows, the air slows down and its pressure rises back toward that of the air around the car.
• Recovering that pressure at the exit lets the air underneath run faster and at lower pressure. The difference between that low pressure under the car and the higher pressure above it pushes the car down onto the track.
• It works best with clean, sealed flow under the car, which the front wing's endplate vortices help to protect.

The team already has pre-machined cores and moulds in that airfoil, and the other elements use the NACA 6412.

Ten extra 3D printed elements replaced infusions, saving roughly 60 infusion hours and 20 sanding hours, and new jigs made cutting and locating repeatable.

Speed, yaw and ride height sweeps were run with elements removed one at a time, and the tunnel validated a lift coefficient of 1.8 and a drag coefficient of 0.77.