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: Red Bull's rear wing issues and the complexities of airflow reattachment · 16 Jul 2026 podcast

You know, the whole system works as we know.

You open it up to get rid of that drag.

Unfortunately, with the reduction in drag, downforce disappears as well.

But it gives you more straight line speed.

And then you close it to maximise the downforce to have the best cornering ability possible.

And that all happens with either lifting the throttle or pressing the brake pedal.

The rear wing shuts automatically.

The driver does have access to a button to shut it if he wants to shut it.

And we have seen in the past where DRS has had a problem with airflow reattachment where the driver would push it a bit earlier just before he brakes.

So there is...

The precedent has been set there.

Now, I believe the rear wing problem from Austria and from Silverstone, although the mechanism of it might be fractionally different, it was the same problem.

The rear wing shuts mechanically, as we see, and obviously if you look at Sky and their analysis afterwards on the screen, the rear wing shuts mechanically as it should shut.

But

That doesn't mean the airflow reattaches.

And the objective of this, as I say, the rear wing is to minimise the drag when it's open and maximise the downforce when it's closed.

So when you close the wing, you're going to work those surfaces as hard as physically possible.

because that means you're going to get the maximum downforce out of it, which will bring a lot of drag with it because you're not really too worried now about the efficiency of the wing when it's closed because you have the opportunity to open it.

So that means that the airflow reattachment on the flaps of the wing is more dramatic, is more critical.

Because when you shut that wing, as I say, the FIA regulations between it mechanically from one end of the movement to the other end of the movement is 0.4 of a second.

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