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.
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.
Interestingly,
a year later (and at the same track) and the lower dive plane is
larger (extends further forward) and the upper seems to have more
camber. The outer end fence is much taller on the lower diveplane
as well.With the appearance of more front balance being required, it becomes doubtful that the ACO achieved their goal of less overall downforce with the rear wing reductions.
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.