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How Car Diffusers Work?
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How Does Car Diffuser Work?
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Aromatherapy Diffuser Cancer?
It is hoped that the momentum gained in the latter part of the season will carry across to the team's latest challenger - the VJM10. The front wing clearly follows in the footsteps of its predecessor, transferring a large proportion of the DNA of the wing introduced in Barcelona last season into its design. For instance, the large tunnel  used to control how airflow moves across the front face of the tyre and then around it is included. However, the shape of the upper flap  has changed dramatically, in order to facilitate the desired effect of both wake manipulation and downforce generation. A new winglet has been added to the endplate  as the team tries to improve the way in which airflow is pushed around the tyre. The double ‘Z’ winglet  that sits behind the main cascade also seems to have been increased in width, likely matching the relative position needed to move air across the face of the wider front tyre. Making wholesale changes to the front wing philosophy is something that must be weighed and measured as while the regulations have changed significantly for 2017, the maturity of the designs in 2016 was already high. Force India's 'Cobra' nose (above), as the team nicknamed it, was a clever way of exploiting the nose regulations in the last couple of seasons, the outfit looking to replicate the kind of effect the higher noses afforded. With the nose growing by 200mm in length (by regulation) the team has pushed the design a little bit further for 2017. Whereas the predecessor had enclosed nostrils to feed airflow to the underside of the wing, they've been eroded in 2017, leading to what superficially appears be a longer thumb style nose tip but lurking between the thumb and wing pillars are the guiding platforms that will channel airflow under the nose toward the turning vanes, bargeboards and splitter. Talking of the turning vanes, their length and complexity has been increased when compared with 2016, taking on a similar design to what Mercedes used in the early part of that year, with numerous serrations traversing their curvature (5 - in the front wing image above). It would be fair to say that the striking aspect of the VJM10 on first inspection is the rather ungainly growth it sports on the transition from chassis to nose, reminding us of the step nose designs we had to put up with in 2012. There is method behind the madness though, as technical director Andy Green made clear that the team was looking to make gains from the suspension that just weren't possible if the rockers were placed in a lower position. "We have tried to exploit an area of the front suspension regulations that improved the characteristics of the front suspension from a mechanical perspective, allowing us to do certain things that wouldn't ordinarily be possible. "It does mean that because of the way the regulations are worded, we cannot merge it into the nose as we would like because there is an exclusion box there that we have to respect, so unfortunately we've ended up with a little bit of a forehead." While on the topic of suspension, the team has moved away from the conjoined lower wishbone that it adopted last season and had become in vogue up and down the grid. That's likely due to the way in which airflow now moves around that area of the car and its impact downstream. The teams has also been given a little more freedom in terms of the shrouding placed around suspension elements with an additional +/- 5 degrees of freedom available, meaning similar effects to the conjoining of items can be made just by altering their angle of attack. Having introduced a blown axle early in 2016 and making numerous architectural changes to facilitate it, the team have continued to run one in 2017. It's something that must be considered from the outset as numerous flow structures emanating from the front wing and developing further downstream must be linked to the aerodynamic structure it creates, although we've seen Red Bull utilize it for higher downforce configurations and then blank it off to reduce drag in previous seasons. This area of the car is where the technical battleground will unfold in the early part of 2017 as each of the teams keeps a keen eye on what the others have done and attempt to converge on the best solution.