Williams: Endplate-less Front wing

Williams introduced a new concept of front wing for Canada. Working along similar geometry for the three wing elements, the endplate design has evolved to be formed totally by the wings main plane. In order to meet the rules of side profile surface area, the wing sports a vane that also mounts the cascade. While sealing the airflow beneath the wing, a function normally served by the endplate is formed by a small fence added below the main plane.

You can see with the cascade and under-fence removed, there is effectively no seperate endplate

With the cascade and under-fence removed you can see the line of the main plane (yellow) forms a continuous curve across its entire length, no separate parts form the end plate. You can also see the two flaps curve down to form the rest of the ‘endplate’ function.

An extra slot in the main plane near the outer tip, makes the a 4-element (3-slot yellow) set up

Lastly the wing continues to exploit a solution used by Williams all season. The wing is notionally a three element design, with a main plane and two flaps. However an extra slot is formed in the outer span of the main plane and this formed effectively a four element for more highly loaded outer section. You can see the depth and length of the wing in this outer is greater than the other sections of wing, so this area creates the highest amount of downforce.

3 thoughts on “Williams: Endplate-less Front wing

  1. Thanks for focusing some attention on Williams’ new parts. It’s been a while since they showed this amount of change in their front and rear wings. The older design, and the one they ran in the race had a slot the full width of the main plane to create a four element wing. What are the benefits of reducing the size of the slot?

  2. Hi Craig

    I have been following Williams front wing development with interest myself. You say that the latest wing works along similar geometry for the 3 wing elements. The forward, main plane, element of the wing looks totally re-worked and now the second wing element blends down sharply to meet the FIA section at Y250. Changes in the area of the wing can greatly affect wing loading as they determine the level of suction on the central FIA section and also the strength of the large vortex that forms at Y250, where the FIA section starts. Additionally the inboard third element (flap) tip now raises clear of the second element also probably to aid in the clean formation of this Y250 vortex. I would also say that the new wing looks generally cleaner than the old one as the slot gaps between the elements look much more concistent across the span.

    Regarding the slot that starts outboard to create the fourth element I am not sure how important this feature actually is. The region of the main plane that is split by this slot is not particulary aggressive so it probably does not need the slot to re-energise its boundary layer.

    good work with the blog

    • Bill,
      Thanks for your comment on my Williams front wing post. Its nice to see someone post some insightful comments, you certaily pointed out more than I had time to do in my quick anlaysis.

      I tried to email you but hotmail bounced the message back, please get in touch scarbs@scarbsf1.com

Leave a Reply to bill Cancel reply

Fill in your details below or click an icon to log in:

WordPress.com Logo

You are commenting using your WordPress.com account. Log Out /  Change )

Google photo

You are commenting using your Google account. Log Out /  Change )

Twitter picture

You are commenting using your Twitter account. Log Out /  Change )

Facebook photo

You are commenting using your Facebook account. Log Out /  Change )

Connecting to %s