Aston Martin had a disappointing pre-season test, with two reliability issues severely hampering its mileage, a particular problem given the team has changed one of its drivers for 2021. However, the team did bring some updates to the AMR21 compared to the launch/first shakedown package, with a new floor and rear wing endplates assessed during the running in Bahrain.
Firstly, the bargeboards were revised, with the lower of the three horizontal wings being removed. These wings are lifting, and therefore reduce downforce locally, but the benefit comes from increased downwash on to the forward floor, and the forward bargeboard elements, loading them up. It is possible that with developments elsewhere on the car, the benefit of this wing has been eliminated. Previously, the rearward part of this wing was attached to the first three short chord tips, but all five of these tips have now been curled over forward/outboard.
Further rearward, a number of changes have been made to the forward floor edge. Firstly, the curl has been locally backed off, possibly aimed at alleviating some flow separation, while three inboard elements, used in 2020, have re-appeared. Finally, the number of mid-span out-washing winglets has been increased to five, with the stepped floor edge position moving rearward to accommodate them.
At the rear of the floor, a slot has been introduced into the fence just inboard of the rear tyre. Given the lack of camber in the element, and the slot being at around mid-chord, this is unlikely to be aimed at improving the flow health on the element itself. Instead, this design should reduce the losses in the vortex core by shedding two separate structures, although the overall load of the fence will be reduced.
Aston Martin ran both of their floor configurations during testing, which allowed the two diffusers to be compared to the 2020 version. The first version looks like a legalised-fence version of the 2020 design, with the exception of a more trimmed third fence from the centre. The subsequent iteration introduces slots into the two inboard fences, while the outboard diffuser flaps are made up of three elements. This should allow these elements to be pushed harder, increasing the overall expansion of the outboard diffuser.
Also at the rear of the car, the team introduced new rear wing endplates at the test. They feature an increase in the chord of the three vertical vanes, which should raise the tip load of the rear wing, but with less support from the swept-in part of the endplate, worsening flow health. Further forward, the leading edge slot has been closed up – this could be a structural consideration given the reduced with of the section of the endplate which is continuous.
Finally, Aston Martin has opted for trimmed lower rear brake winglets to comply with the new rules, which is not unsurprising given the low rake of the car. In a similar area, the team has benefitted from the installation of the 2020 Mercedes rear suspension, including a raised rear lower wishbone. As a result of this, the upper rear brake duct elements have been revised – three short chord elements replace the long chord ones from 2020. Lastly, note that the number of lower elements has been increased to six, with the height of the final element’s trailing edge raised – this should help recover some of the load of these elements that was lost from their width reduction further forward.
Racing Tech 