Gary Anderson

speaker

2,816 appearances 7 recordings 1 series first heard Jun 2026 last heard 17 Sep

Gary Anderson’s voice in public audio — every appearance, attributed to the second.

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recordings per month · last 12 months

Recordings per month over the last 12 months — 7 in all, peaking in Sep 2026 with 2.

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The Race F1 Podcast · Tech Show: Why doesn't car compatibility play a bigger role in driver recruitment? · 17 Sep 2026 podcast

system, the flow direction is still the the correct way.

All you're doing is increasing the angle.

So the load will go from being very small to to getting a bigger load on the on the rear of the car, in other words down force wise.

So the chances of it having airflow separation problems is minimized.

Whereas with the Ferrari Red Bull McLaren solution where you flip the wing completely

You have to rotate it around and then you have to instigate the flow on those flaps in their correct direction, get the flow to attach before you close the gap completely onto the main plane and create all the rear down force.

So there from my point of view with the upside down flap assembly or the revised the flap assembly goes in the opposite direction, um there is much more chance that the airflow separation of airflow.

flow separation problems when you try to shut it because the wing has to generate that airflow from from zero again before it will actually start to create a positive load on the back of the car.

Now on the way there, the the one thing that happens with the Ferrari Red Bull and McLaren wing is that for an infinite amount of time it's it's a very small amount of time because the wing has to be open or shut.

in in point four of a second.

Um basically you got a parachute at the back because the the flap assembly is vertical for a little while and that's you know a big frontal area.

So initially when the wing is closing you have a a braking stability on the back of the car that's like a parachute hanging out the back of the car.

So you get the the that that drag, that instant drag increase to slow the car down.

Because it the rear wing doesn't shut until you hit the brake pedal.

So you want everything to slow down at the same time.

So it has an advantage in that area as opposed to the potential negative of the of the uh s s the slow airflow reattachment because it's coming from going in the wrong direction, basically to go in the right direction.

Well, yeah, the the thing is it's it's the the brake design um is driven by two or three things.

One is to save weight because you if you don't want to have more braking than you need.

So as long as your P U characteristic harvesting is a a sort of fairly uniform linear style of load that's going into the rear axle, um, then you just need to

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