In 2010, following extensive consultation with both the FIA and the Williams F1 team, the F2 car underwent an extensive upgrade package which resulted in significant performance gains. Drivers will again utilise the Williams JPH1B F2 car in 2011. Detailed information on the changes made in 2010 are below:
Using their CFD simulation software, the Williams F1 team were able to make significant aerodynamic changes for the start of the 2010 season. Maximum downforce generated by the car was increased by 30%, while aerodynamic efficiency was increased by 24%.
The profile of the front wing flap was changed to improve under-car airflow and downforce.
The front wing end plates incorporate a foot on the outside of the plates.
All changes to the front wing were evaluated by Williams F1, using their F1 CFD simulation.
The front wing is cockpit-adjustable, with drivers able to change the increment by half a degree at a time. This is a unique feature outside Formula One.
The shape of the rear wing assembly was changed dramatically for 2010, improving aerodynamics and increasing downforce whilst also helping to reduce overall weight.
The rear wing flap was also changed. In 2009 only the rear flap was adjustable. This flap is now combined with the rear wing main plane, and they can be adjusted as a pair, offering more downforce.
A greater range of adjustments can be made to the rear wing, which can generate more overall downforce as a result.
The side pod chimneys have two chief functions: to improve the flow of air over the rear wing, and to improve cooling.
Four types of chimney were designed and trialled by Williams using their CFD simulation.
Additionally they direct hot air coming out of the radiators around the rear wing, reducing the amount of turbulent air flowing across it, resulting in greater downforce and aerodynamic efficiency.
They also help draw more air through the car, cooling the engine, radiator and intercooler.
The side chimneys replaced the 'Louvre Panel' design of 2009.
Formula Two used an improved compound and construction of tyre in 2010. The compound was specifically designed by Avon for F2. The development process began last autumn, and was completed after the pre-season tests in February.
The front tyre was also changed in size, from 250/570-13 to 245/600-13.
The barge boards significantly increase the amount of downforce generated by the underside of the car - by implementing these boards the car is able to produce up to 300lbs extra downforce from the underside of the car.
Improved airflow around the 'coke' section at the back of the car also benefits efficiency.
The material used to construct the adaptor (gearbox to engine) and the gearbox main casing was changed from aluminium to magnesium.
Operating weight reduced and overall weight distribution moved towards the front of the car.
Both the fuel tank and fuel collector system were revised for 2010, predominantly to cater for the longer race distances.
The fuel tank has a larger capacity whilst the pick-up efficiency of the collector system was improved.
Engine power was been increased for the 2010 season, and has been further increased for 2011.
The Garrett turbocharger benefits from a larger compressor and improved flow, leading to an increase in overboost power from 480bhp to 500bhp.
A host of other detail changes were also made to the car, including changes to the water system - to improve cooling - and the exhaust system, to improve airflow around the underside and rear of the car.