The last phase of the season is always less conducive to improvements in the cars, because the equipment used almost all their resources to design the car next season. If we add to that the timetable required two consecutive Grand Prix in Asia, the result is that in Suzuka have been few outstanding technical innovations.
The positive is that any aerodynamic developments that may be implemented in the car, serve to 2018, so collect field data circuits adds a little more knowledge you can open interesting doors for the next car.
Unreliability has led the Italian team has had another order of black for its sporting aspirations week, but neither seems to have things very clear aerodynamically, because both drivers took a different setup for qualifying and the race . Kimi Räikkönen felt more comfortable with the spoiler with double curved central support (1) and straight principal plane at its base, instead of having spoon shaped (2) Sebastian Vettel did use.
This change implies use of secondary flap with a single V center (3) for Finnish, it furthers the endplate used with the leading edge of the slots closed (4). This wing configuration used by Vettel Ferrari is the same as used in the Belgian Grand Prix.
Vijay Mallya's team did not modify the bodywork of his car, but introduced Monkey seat (1) rear wing downforce to win over Malaysia race in which he did not use it. This element, which is always used depending on the needs of the circuit, this time presented two planes to take advantage of the exhaust and aerodynamic flow from the engine hood to generate extra downforce in fast and long corners of Suzuka.
Sepang is a very similar to the Japanese circuit in many things, but the two long straights which makes equipment has unbalanced the scales slightly toward higher top speed, thus discarding secondary elements that generate more drag as in the case of Monkey seat.
Possibly the greatest development team has presented in this Grand Prix is Sauber, who completely redesigned his front wing. Suzuka could be observed up to six changes, which aim improve aerodynamic flow treatment to the suspension and the outside of the front tires and the generation of downforce on the previous train.
The first change occurs at the junction of the splitting of main plane (1), which changed its appearance. In that same plane, the division went from double to triple (6), allowing a more comprehensive complicated--although air towards the bottom of the car treatment.
And in the secondary planes, the points (2) They again extended to give the car more -something load is often removed in circuits where the top speed is paramount as is the case of Sepang-. the shape of one of the aletines was also changed suspended (4), happened to be simple, while in the latter group of side flaps, was removed the Vertical aletin (5) used in Malaysia. To try to generate even more gripping flaps Gurney incorporated into the final secondary flap (3) in an attempt to get a more stable car in fast corner.
Finally we look at Williams, who changed his rear wing with respect to Sepang, opting to discard type main plane curved spoon (1) to mount one more conventional straight and generates more drag, but also more downforce. To complement this change, Williams introduced an endplate with five slots on top instead of four in Malaysia (2), while maintaining the open edge attack. These grooves generate vortices correctors that help the rear spoiler to create downforce.