 The
Bentley's front end air management takes a slightly different approach.
The inlet for the radiators is in the relatively standard mid-waist position.
But in order for the air to get there, it first blows past the suspension
which is simply covered by a small cover forming a faux duct. The
aim is to reduce the lift generated by the air as it travels over the front
bodywork on its way to the cooler inlet. By routing the air through
this duct, it reduces lift generated (the air must slow down as it travels
into this inlet) and it actually enhances front diffuser action as the
diffuser's trailing edge resides below this high pressure area. |
 Note
the trailing edge of the front diffuser residing in the high pressure area
of the faux duct. The high pressure area acts as a gurney enhancing
the draw of the front diffuser. The NACA ducts feed the brakes. |
 The
front torsion bar suspension is evident in this image. Note the diffuser
strake trailing edges (4) mounted to the brake cooling duct structure.
Additionally, the structure housing the brake duct inlet also forms the
trailing edge of the duiffuser. The stub wing continues both the
upper and lower sections until they are 25 mm apart at the trailing edge,
thus staying legal (and not forming an illegal wing section, ref. Art 3.6.1). |
 The
front diffuser/crash box structure mounts directly to the tub via only
a hand full of quick release fasteners. Bentley showed how quickly
they could change the entire unit during the 2003 12 Hours of Sebring event,
replacing a damaged splitter in a matter of minutes. |
 Le
Mans scrutineering 2003. Note the apparent removal of a number of
strakes as compared to the picture above looking into the trailing edge
of the diffuser assembly at Sebring. Additional evidence comes from
the empty recesses for the missing strakes. There are spaces for
4 strakes per side with only 1 complete strake (leading edge and
trailing edge, note the split line in the strake to allow for removal of
the undertray unit) being used here. |
