On the contrary raising excessively the angle of the inner section maximizes the turbulence caused to the airflow interacting with the flap which then heads towards the under surface of the floor and around the sidepod bottoms, something totally unwanted. Of course it is more beneficial to raise the angle of the outer section to gain downforce as the disrupted air will head onto the tyre profile behind the flap. This clever approach gives freedom to mechanics to adjust differently the attack angle of the two sections, depending on each track special downforce needs. The outer section is supported onto the middle flap via a flap separator close to the neighboring inner section and is adjustable as an independent element.
Williams since Melbourne divided the upper flap into two separated sections, an outer section close to the endplates and a second larger inner one.
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