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One of these is to stabilise the airflow received by the rear wing, which has been made turbulent by the upwash from the front wing and suspension. This area has become more consequential this year given the increase in the width of the tyres, which are punching a bigger hole in the air. The turbulent airflow created by the airbox and chassis also corresponds to the height of the rear wing. The shark fin aligns the flow passing down its length, improving its distribution over the rear wing element. Meanwhile, the effect of the shark fin in channeling air is of particular interest to the teams while cornering (in yaw), as it can help stabilise the car and use the side force being generated to improve downforce and reduce drag. T-wings Williams FW40 double planes Photo by: Giorgio Piola The arrival of T-wings is one that came about when a mistake made its way into a redraft of the 2017 regulations in October. These regulations have undergone numerous changes as they've matured, with the zone that has allowed the arrival of the T-wings closed off in the preceding version of the regulations. Article 3.15.1 With the exception of the opening described in Article 3.15.3, when viewed from the side, the car must have bodywork in the area bounded by four lines. One vertical line 1330mm forward of the rear wheel centre line, one horizontal 550mm above the reference plane, one horizontal 925mm above the reference plane and one diagonal which intersects the 925mm horizontal at a point 1000mm forward of the rear wheel centre line and the 550mm horizontal at a point lying [on] 50mm forward of the rear wheel centre line. The reversion to the previous wording (in italics) in this article opened up a 50mm box zone ahead of the rear wheel centreline, which is the space that these T-wings occupy. Having seen this grey area emerge, F1 designers immediately looked at this an opportunity, with Mercedes, Ferrari , Williams and Haas all developing varying solutions.
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