The team conceded that, with more major components redesigned than stock, this latest version of the FW44 could effectively be called a new car.
There were only enough spares for Alex Albon at Silverstone, and it was feared his first lap crash on Sunday had damaged them beyond repair and he could be forced to take a step back for this weekend. -end.
However, the team has confirmed that Albon will again be granted exclusive use of the components at the Austrian Grand Prix, before both drivers can race it from France.
Taking design cues from several other teams up and down the grid, Williams ditched their downwash-style short sidepod solution for something much more conventional.
But in doing so, he was forced to treat almost every other surface of the car as well, so that the aerodynamic garland did not show any breakage. That’s why it needed such a major overhaul, because changing a single part of the car wouldn’t have worked.
It starts with the front wing, as it is the first surface that influences the airflow path and also provides balance to the rear of the car.
Williams FW44 front wing comparison
Photo by: Uncredited
In this regard, Williams has made changes to the flaps, brackets and adjusters, which provides a wider working range in which the front wing can work.
In order to achieve their goals here, the team changed the end of the wing the trimmer is mounted on, with it now placed at the outboard end. This is so that the teardrop pod can also be used to clear the airflow in front of the front tire.
The most notable of Williams’ changes comes in the form of the new sidepod solution, with the team making a game-changing change to their overall concept.
Having started the season with the short wash ramp solution with an option everywhere, the new body fitted to Albon’s FW44 shared some DNA with the solutions from Red Bull and Ferrari.
In order for these changes to be made, the team changed the internal layout of the radiators, coolers and other related accessories.
As part of this revision, the dual seat cooler layout was replaced with a single cooler, resulting in a narrower body wrapped around it.
Meanwhile, it required finding more space in the pontoons to accommodate this change.
In terms of bodywork, the pontoon front replaces the more conventional pontoon entry of the older design with a wide, shallow entry and a deep undercut. This is similar to the layout we see on the Ferrari.
Subsequently, the sidepod resembles the sort of design scheme seen at Red Bull, with a downward wash ramp at the rear to help draw airflow through the floor.
On top of that, the cooling outlet has also been re-profiled to not only better serve the aerodynamic changes around it, but also to help meet the team’s cooling goals.
To take advantage of the changes made to the front part of the pontoon, changes have also been made to the front part of the floor and to the fences.
Fences impact not only the performance of the subfloor, but also the throughput on the top surface of the floor.
In either case, changes made further down the floor will also work in concert. In this case, the team chose to discard the triangular-shaped floor edge wing and move the floor arc forward, which has a dramatic effect on the overall floor geometry.
Williams FW44 halo fins
Photo by: Uncredited
The halo got a few changes too, with two fins added to its rear legs as they transition to the body. These come in the form of the type of winglet deployed by other teams in this region, although seemingly at a flatter angle on the FW44.
Meanwhile, an L-shaped fin is fitted just behind, with both set to help redirect the downward airflow over the wash ramp down the pontoon, over the engine cover and improve relations with the suspension fairings, which have also been revised to maximize performance.
At the rear of the car, the team has also redesigned the diffuser and brake duct fins to take advantage of all the changes made upstream.