of one, to create an even greater angle of attack. These are mounted via endplates on the both leading edges, which help reduce the vortex acceleration and size.
The whole wing is mounted by four composite tubes which lead straight to the rear wheel wishbones. It’s a free standing design, which is different. All the other teams mount their wings to the chassis rear bulkhead or the sub-frame.
By creating a low-pressure drag area behind the aerofoil, it increases the effectiveness of the wing because low pressure pulls high pressure towards it. This means that for a specific drag trade-off, more downforce is therefore generated from the wing. By slotting the elements on a gurney, the net pressure gained can be significantly increased.
Furthermore, Delft are using a
‘slat method’ of
retrieving
downforce
on the
diffuser.
The diffuser
can operate
at a higher
angle of attack without inducing wing stall.
Ultimately, this means they can curve the diffuser side walls more aggressively for increased expansion of air flow. This should also translate into a considerably stable rear end. Lastly, one can note the eight strakes which help keep the air flow underneath the car straight and level as it exits.
The wheels are mounted with bespoke tyres (built for Delft). The goal of the vehicle dynamics department is to maximise both car and driver performance in the competitions.
The tyres of any car form the only contact patch with the road. Thus, all
forces which accelerate the vehicle in both longitudinal and lateral direction are generated by the tyre, so it's important to maximise grip (on the wet skid pad and the traction test). Up to, and including the year when the Delft 2013 was made, the team always used pre-designed tyres. Generally speaking, not a lot was known about the essentials of tyre dynamics, and how to maximise the performance of the tyres on the car.