 The
raised nose has become a common feature (if somewhat aesthetically controversial)
among contemporary LMPs. Doing so frees up additional splitter area
and improves airflow over the top of the diffuser. The small duct
in the nose presumably helps draw cooling air into the footwell and the
mechanical components located there. |
 The
908's front diffuser shows a rather aggressive center section with only
two longitudinal strakes (one either side). The yellow highlights
show the height difference between the top of the splitter and the bottom
edge of the diffuser. That they don't come to a common trailing edge
is worthy of noting and is a primary difference between this solution and
the Audi R10's. |
 The
entire nose/diffuser quick-releases off in seconds allowing for very rapid
replacement and access to the front suspension. |
 The
shutter panels are for regulations compliance and cover the suspension
and underfloor from view brining the bodywork in that area up to at least
200 mm in height from the reference plane (the height bumps up to 400 mm
once past the cockpit opening). |
 Within
the valley between the front fender and the monocoque is a turning vane
that is attached to the inner fender. |
 At
Sebring twin sets of dive planes with outboard gurney "endplates" were
utilized. |
 A
full set of front fender louvers also augmented the need for more front
grip in the face of higher total downforce levels being used at Sebring. |
