Not all good ideas work in the real world though, and this one didn't even make it through testing, as the team struggled with heat management issues and the rigidity of the exhaust against the flexibility of the floor. It was supposed to act much in the same way as a skirt, creating a seal between the floor and the track. In the case of McLaren (above), the fantail solution had a nozzle that was mated to the floor and blew through a long slot on its edge. The two most extreme solutions to arrive were from McLaren and Lotus, as they routed the exhaust within the sidepod to try to place the tailpipe in a position where they thought they'd gain the most aerodynamically. The 2010 Red Bull RB6 designed by Adrian Newey not only featured a double diffuser, a feature that had dominated the development landscape for all of the teams in 2009, but it would also reprise the role exhausts could play in creating downforce at the rear of the car. This meant that many drivers had to try to adapt their driving style to suit - sometimes counterintuitively getting on and off the power accordingly depending on the scenario. Those original interpretations featured the tailpipe exits within the diffuser, which put a greater onus on the drivers - whose throttle inputs essentially controlled the amount of downforce available as the exhaust gases enhanced the low-pressure region below the floor.
On occasion, common design features in old cars can make a return as regulations and trends change.Īn example of this is the blown diffuser, which had a huge impact in F1 as the V8 era came to an end, having been used during the 1980's and '90's before falling out of favour as the regulations changed.
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