A Refreshed Williams FW47 Unveiled
Thankfully, the Valentine’s Day-themed livery that adorned the Williams FW47 was far from garish when the car was revealed during its Silverstone shakedown on Friday. The dark blue screenfade effect was actually quite cool, reminiscent of a gateway into a badly damaged ’90s CRT screen, complete with the lingering screen burn of an era when Williams was at the pinnacle of Formula 1. The team is transparent about its lofty ambitions to return to those glory days. With James Vowles now at the helm for a third year, the good ship HMS Williams is picking up steam, bolstered by a highly-rated new crew member and a new title sponsor, its first since ROKiT was involved during the team’s turn-of-the-decade nadir. However, the team has been increasingly clear that its focus on the FW47 is a brief layover, with the ultimate destination being success under the 2026 regulations.
Aerodynamic Evolution and Structural Improvements
Under the leadership of Pat Fry, the Williams engineering team has not taken a half-hearted approach to the FW47, despite its primary focus on the future. The car showcases clear evolutionary steps from the FW46, a vehicle that grew in stature throughout the season but was also prone to instability, particularly in medium-speed corners and low-grip conditions. The brief for the FW47 was to address these issues while also adding downforce, reducing drag, and enhancing drivability. A notable change is the completely new front wing assembly, which includes a sleeker, more contemporary nose design. Last year’s car featured a broad, flat nose that seemed influenced by Fry’s time at Alpine, but the FW47 adopts a narrower approach, presumably by slimming down the crash structure. This alteration not only improves aerodynamics by utilizing exposed edges to generate vorticity but also highlights the infrastructural improvements Williams has been implementing, especially in the composites department. By upgrading its manufacturing processes and machinery, the team can produce lighter, yet structurally robust parts, giving them the latitude to opt for more daring designs.
Retaining Key Elements and Innovative Design
Williams has largely retained its front suspension configuration, employing push-rod-activated rockers. This choice, a matter of preference among designers and aerodynamicists, suggests that the team believes this setup remains effective. The push-rod’s upper mounting is still positioned behind the first wishbone leg, setting up airflow with the front-most suspension fairing and guiding it along the second. This design leads into the tub area, which, unlike the trapezoidal front section of the FW46, now appears more streamlined. This change likely opens up more space underneath the inlet, a feature influenced by the RB20-style intakes introduced in Zandvoort last year. The updated tub design, with its more shapely engine cover, indicates more efficient packaging of the powertrain and ancillary internals, which is crucial for optimizing aerodynamic performance.
Rear Suspension Redesign and Aerodynamic Benefits
One of the most significant changes to the FW47 is the shift to a push-rod rear suspension layout. This move, common among several teams, positions the front leg of the upper wishbone lower, creating more space and cleaning up the airflow around this area. The primary advantage of this design is the ability to move the springs and rockers away from the underside of the car, thereby enlarging the diffuser space. While this change introduces new challenges for the vehicle dynamicists, the overall effect should be a net aerodynamic gain. This redesign aligns with Williams’ technical partnership with Mercedes, which used the previous year’s suspension package in 2024 to maintain a pull-rod rear assembly. The shift to a push-rod layout is a strategic decision aimed at maximizing performance under the 2026 regulations, even if it means sacrificing some immediate gains in 2025.
Stabilizing the Rear End and Flow Optimization
The FW47’s rear wing, displayed in a higher-downforce configuration during the reveal, features a flatter mainplane and exposed tips on the upper element. While similar to last year’s design, there are subtle iterative tweaks that promise improved aerodynamic efficiency. Williams used various rear wing configurations in 2024, and the team will likely continue to refine these throughout the 2025 season. The visible parts of the floor, however, remain largely unchanged from the FW46’s final iteration at Abu Dhabi. This conservative approach might limit the car’s performance gains, but it allows the team to allocate resources and focus on the 2026 regulations. The team’s strategy is a delicate balance between immediate competitiveness and long-term development, recognizing the risks of investing heavily in areas that may not yield significant returns next year.
A Year of Transition and Future Prospects
The looming 2026 regulations cast a long shadow over Williams’ 2025 plans. James Vowles has frequently emphasized that this year may be subject to some sacrifice for the sake of next year’s build. While the team hopes the FW47 can address the shortcomings of last year’s car and help them climb the rankings, they are prepared for a more modest season. The car’s design is the product of iterative improvements at Grove, signaling that the team is on the right track. The extent to which Williams will fall behind in 2025, assuming minimal development, will depend on the approaches of other teams. If the FW47 can stabilize the car’s handling and show consistent performance, it will be a valuable stepping stone toward the team’s ultimate goal of reclaiming its former glory in 2026.
