Jost Capito had promised it when he was appointed Williams team principal: Grove’s team would no longer be the Cinderella of F1, condemned to last place in the Constructors’ championship, where it had fallen into the wicked management of Claire Williams.
We recall that in 2019 the noble English team, which in history has won nine constructors’ world titles (only Ferrari has done better with sixteen) did not have enough spare parts to set up two cars, so Robert Kubica was forced to race with often tweaked solutions and reassembled pieces.
Since the team was taken over by the Dorilton Group, the music has changed: within the factory there has been a profound restructuring in the organization of work that has led to many changes in people. As Andreas Seidl put McLaren in order, Jost Capito put the pieces of the puzzle in their proper place and the whole began to produce results.
If Williams’ game bag had been zero points last year, on the eve of the Turkish GP the British team already has 23 world championship points which earn it eighth place among the Manufacturers, ahead of Alfa Romeo and Haas.
An important leap forward that showed surprising peaks in qualifying for the Belgian GP and the Russian GP with George Russell in the front row at Spa-Francorchamps in the wet and third in Sochi ahead of Lewis Hamilton’s Mercedes in similar weather conditions.
It is true that Williams benefits from a very talented driver like George Russell, but after the summer break the car seemed decidedly more competitive: the work of the new technical director François-Xavier Demaison is giving interesting results.
The FW43B in the single lap expresses interesting potential showing good aerodynamic efficiency qualities that allow the climb to Q3 more frequently.
It should be noted that Grove’s car, which only added the letter B to last year’s acronym (just like the Red Bull RB16B), is one that has gained competitiveness despite strong regulatory constraints that prevented the creation of new cars. , but only updates of the 2020 ones using two development tokens.
Williams were good at interpreting the aerodynamic cuts imposed by the FIA by redesigning the car around the Mercedes M12 power unit.
George Russell, Williams FW43B
Photo by: Mark Sutton / Motorsport Images
Grove’s aerodynamics have not copied other solutions, but have developed their own concept in the central part of the car: they have chosen very narrow bellows mouths and minimal sides that immediately descend towards the floor trying to exploit the Coanda effect to re-connect the flow on the bottom and compensate, at least in part, the cut of the pavement.
On the FW43B, therefore, you can see the eye-catching “lung” that makes the bonnet particularly bulky with a very personal design that is not too beautiful to look at, but which has proved to be quite effective. At the rear, the Williams titanium gearbox has been retained pending the installation of the Mercedes composite material gearbox next year.
Detail of Williams FW43B barge boards
Photo by: Giorgio Piola
Among the aerodynamic features, there is also the absence of “Venetian blinds” in the connection between the barge boards and the flow deviators on the sides of the bellies. The FW43B stands out for having maintained as many as seven vertical flow diverters. The last three also give shape to the bridge candlestick that connects to the bellies.
Detail of the front wing of the most charged Williams FW43B for the Russian GP
Photo by: Giorgio Piola
In Williams they took care of the aerodynamic look for the fast circuits: if the nose was a derivation of the 2020 one, the front wing has been modified to reduce drag and limit drag.
In Sochi, very squared flaps were seen, also in this case in contrast with the competition, aiming for a more unloaded set-up on a track where maximum aerodynamic load was needed. In the outer part, the search for the out wash effect of the flows directed towards the outside of the front wheels is highlighted.
In Monza, on the other hand, there was a notch in the central portion of the adjustable flap with the clear intention of increasing the maximum speed at the speed trap, below.
Detail of the front wing of the Williams FW43B at the Italian GP
Photo by: Giorgio Piola
To close, Williams tried to continue the development work with almost exclusive suppliers who worked with them in a rather close partnership: for example the rims are AppTech forged magnesium: the rear ones have been embossed to help warm the tires, while the braking system is from the English AP Racing.
Jost Capito had promised it when he was appointed Williams team principal: Grove’s team would no longer be the Cinderella of F1, condemned to last place in the Constructors’ championship, where it had fallen into the wicked management of Claire Williams.
We recall that in 2019 the noble English team, which in history has won nine constructors’ world titles (only Ferrari has done better with sixteen) did not have enough spare parts to set up two cars, so Robert Kubica was forced to race with often tweaked solutions and reassembled pieces.
Since the team was taken over by the Dorilton Group, the music has changed: within the factory there has been a profound restructuring in the organization of work that has led to many changes in people. As Andreas Seidl put McLaren in order, Jost Capito put the pieces of the puzzle in their proper place and the whole began to produce results.
If Williams’ game bag had been zero points last year, on the eve of the Turkish GP the British team already has 23 world championship points which earn it eighth place among the Manufacturers, ahead of Alfa Romeo and Haas.
An important leap forward that showed surprising peaks in qualifying for the Belgian GP and the Russian GP with George Russell in the front row at Spa-Francorchamps in the wet and third in Sochi ahead of Lewis Hamilton’s Mercedes in similar weather conditions.
It is true that Williams benefits from a very talented driver like George Russell, but after the summer break the car seemed decidedly more competitive: the work of the new technical director François-Xavier Demaison is giving interesting results.
The FW43B in the single lap expresses interesting potential showing good aerodynamic efficiency qualities that allow the climb to Q3 more frequently.
It should be noted that Grove’s car, which only added the letter B to last year’s acronym (just like the Red Bull RB16B), is one that has gained competitiveness despite strong regulatory constraints that prevented the creation of new cars. , but only updates of the 2020 ones using two development tokens.
Williams were good at interpreting the aerodynamic cuts imposed by the FIA by redesigning the car around the Mercedes M12 power unit.
George Russell, Williams FW43B
Photo by: Mark Sutton / Motorsport Images
Grove’s aerodynamics have not copied other solutions, but have developed their own concept in the central part of the car: they have chosen very narrow bellows mouths and minimal sides that immediately descend towards the floor trying to exploit the Coanda effect to re-connect the flow on the bottom and compensate, at least in part, the cut of the pavement.
On the FW43B, therefore, you can see the eye-catching “lung” that makes the bonnet particularly bulky with a very personal design that is not too beautiful to look at, but which has proved to be quite effective. At the rear, the Williams titanium gearbox has been retained pending the installation of the Mercedes composite material gearbox next year.
Detail of Williams FW43B barge boards
Photo by: Giorgio Piola
Among the aerodynamic features, there is also the absence of “Venetian blinds” in the connection between the barge boards and the flow deviators on the sides of the bellies. The FW43B stands out for having maintained as many as seven vertical flow diverters. The last three also give shape to the bridge candlestick that connects to the bellies.
Detail of the front wing of the most charged Williams FW43B for the Russian GP
Photo by: Giorgio Piola
In Williams they took care of the aerodynamic look for the fast circuits: if the nose was a derivation of the 2020 one, the front wing has been modified to reduce drag and limit drag.
In Sochi, very squared flaps were seen, also in this case in contrast with the competition, aiming for a more unloaded set-up on a track where maximum aerodynamic load was needed. In the outer part, the search for the out wash effect of the flows directed towards the outside of the front wheels is highlighted.
In Monza, on the other hand, there was a notch in the central portion of the adjustable flap with the clear intention of increasing the maximum speed at the speed trap, below.
Detail of the front wing of the Williams FW43B at the Italian GP
Photo by: Giorgio Piola
To close, Williams tried to continue the development work with almost exclusive suppliers who worked with them in a rather close partnership: for example the rims are AppTech forged magnesium: the rear ones have been embossed to help warm the tires, while the braking system is from the English AP Racing.
Jost Capito had promised it when he was appointed Williams team principal: Grove’s team would no longer be the Cinderella of F1, condemned to last place in the Constructors’ championship, where it had fallen into the wicked management of Claire Williams.
We recall that in 2019 the noble English team, which in history has won nine constructors’ world titles (only Ferrari has done better with sixteen) did not have enough spare parts to set up two cars, so Robert Kubica was forced to race with often tweaked solutions and reassembled pieces.
Since the team was taken over by the Dorilton Group, the music has changed: within the factory there has been a profound restructuring in the organization of work that has led to many changes in people. As Andreas Seidl put McLaren in order, Jost Capito put the pieces of the puzzle in their proper place and the whole began to produce results.
If Williams’ game bag had been zero points last year, on the eve of the Turkish GP the British team already has 23 world championship points which earn it eighth place among the Manufacturers, ahead of Alfa Romeo and Haas.
An important leap forward that showed surprising peaks in qualifying for the Belgian GP and the Russian GP with George Russell in the front row at Spa-Francorchamps in the wet and third in Sochi ahead of Lewis Hamilton’s Mercedes in similar weather conditions.
It is true that Williams benefits from a very talented driver like George Russell, but after the summer break the car seemed decidedly more competitive: the work of the new technical director François-Xavier Demaison is giving interesting results.
The FW43B in the single lap expresses interesting potential showing good aerodynamic efficiency qualities that allow the climb to Q3 more frequently.
It should be noted that Grove’s car, which only added the letter B to last year’s acronym (just like the Red Bull RB16B), is one that has gained competitiveness despite strong regulatory constraints that prevented the creation of new cars. , but only updates of the 2020 ones using two development tokens.
Williams were good at interpreting the aerodynamic cuts imposed by the FIA by redesigning the car around the Mercedes M12 power unit.
George Russell, Williams FW43B
Photo by: Mark Sutton / Motorsport Images
Grove’s aerodynamics have not copied other solutions, but have developed their own concept in the central part of the car: they have chosen very narrow bellows mouths and minimal sides that immediately descend towards the floor trying to exploit the Coanda effect to re-connect the flow on the bottom and compensate, at least in part, the cut of the pavement.
On the FW43B, therefore, you can see the eye-catching “lung” that makes the bonnet particularly bulky with a very personal design that is not too beautiful to look at, but which has proved to be quite effective. At the rear, the Williams titanium gearbox has been retained pending the installation of the Mercedes composite material gearbox next year.
Detail of Williams FW43B barge boards
Photo by: Giorgio Piola
Among the aerodynamic features, there is also the absence of “Venetian blinds” in the connection between the barge boards and the flow deviators on the sides of the bellies. The FW43B stands out for having maintained as many as seven vertical flow diverters. The last three also give shape to the bridge candlestick that connects to the bellies.
Detail of the front wing of the most charged Williams FW43B for the Russian GP
Photo by: Giorgio Piola
In Williams they took care of the aerodynamic look for the fast circuits: if the nose was a derivation of the 2020 one, the front wing has been modified to reduce drag and limit drag.
In Sochi, very squared flaps were seen, also in this case in contrast with the competition, aiming for a more unloaded set-up on a track where maximum aerodynamic load was needed. In the outer part, the search for the out wash effect of the flows directed towards the outside of the front wheels is highlighted.
In Monza, on the other hand, there was a notch in the central portion of the adjustable flap with the clear intention of increasing the maximum speed at the speed trap, below.
Detail of the front wing of the Williams FW43B at the Italian GP
Photo by: Giorgio Piola
To close, Williams tried to continue the development work with almost exclusive suppliers who worked with them in a rather close partnership: for example the rims are AppTech forged magnesium: the rear ones have been embossed to help warm the tires, while the braking system is from the English AP Racing.
Jost Capito had promised it when he was appointed Williams team principal: Grove’s team would no longer be the Cinderella of F1, condemned to last place in the Constructors’ championship, where it had fallen into the wicked management of Claire Williams.
We recall that in 2019 the noble English team, which in history has won nine constructors’ world titles (only Ferrari has done better with sixteen) did not have enough spare parts to set up two cars, so Robert Kubica was forced to race with often tweaked solutions and reassembled pieces.
Since the team was taken over by the Dorilton Group, the music has changed: within the factory there has been a profound restructuring in the organization of work that has led to many changes in people. As Andreas Seidl put McLaren in order, Jost Capito put the pieces of the puzzle in their proper place and the whole began to produce results.
If Williams’ game bag had been zero points last year, on the eve of the Turkish GP the British team already has 23 world championship points which earn it eighth place among the Manufacturers, ahead of Alfa Romeo and Haas.
An important leap forward that showed surprising peaks in qualifying for the Belgian GP and the Russian GP with George Russell in the front row at Spa-Francorchamps in the wet and third in Sochi ahead of Lewis Hamilton’s Mercedes in similar weather conditions.
It is true that Williams benefits from a very talented driver like George Russell, but after the summer break the car seemed decidedly more competitive: the work of the new technical director François-Xavier Demaison is giving interesting results.
The FW43B in the single lap expresses interesting potential showing good aerodynamic efficiency qualities that allow the climb to Q3 more frequently.
It should be noted that Grove’s car, which only added the letter B to last year’s acronym (just like the Red Bull RB16B), is one that has gained competitiveness despite strong regulatory constraints that prevented the creation of new cars. , but only updates of the 2020 ones using two development tokens.
Williams were good at interpreting the aerodynamic cuts imposed by the FIA by redesigning the car around the Mercedes M12 power unit.
George Russell, Williams FW43B
Photo by: Mark Sutton / Motorsport Images
Grove’s aerodynamics have not copied other solutions, but have developed their own concept in the central part of the car: they have chosen very narrow bellows mouths and minimal sides that immediately descend towards the floor trying to exploit the Coanda effect to re-connect the flow on the bottom and compensate, at least in part, the cut of the pavement.
On the FW43B, therefore, you can see the eye-catching “lung” that makes the bonnet particularly bulky with a very personal design that is not too beautiful to look at, but which has proved to be quite effective. At the rear, the Williams titanium gearbox has been retained pending the installation of the Mercedes composite material gearbox next year.
Detail of Williams FW43B barge boards
Photo by: Giorgio Piola
Among the aerodynamic features, there is also the absence of “Venetian blinds” in the connection between the barge boards and the flow deviators on the sides of the bellies. The FW43B stands out for having maintained as many as seven vertical flow diverters. The last three also give shape to the bridge candlestick that connects to the bellies.
Detail of the front wing of the most charged Williams FW43B for the Russian GP
Photo by: Giorgio Piola
In Williams they took care of the aerodynamic look for the fast circuits: if the nose was a derivation of the 2020 one, the front wing has been modified to reduce drag and limit drag.
In Sochi, very squared flaps were seen, also in this case in contrast with the competition, aiming for a more unloaded set-up on a track where maximum aerodynamic load was needed. In the outer part, the search for the out wash effect of the flows directed towards the outside of the front wheels is highlighted.
In Monza, on the other hand, there was a notch in the central portion of the adjustable flap with the clear intention of increasing the maximum speed at the speed trap, below.
Detail of the front wing of the Williams FW43B at the Italian GP
Photo by: Giorgio Piola
To close, Williams tried to continue the development work with almost exclusive suppliers who worked with them in a rather close partnership: for example the rims are AppTech forged magnesium: the rear ones have been embossed to help warm the tires, while the braking system is from the English AP Racing.