Jordan shook down two cars at the Silverstone test. One for new race driver Giorgio Pantano who carried out long runs in preparation for Melbourne and one development car for Timo Glock. Both drivers had problems exiting the pit with either clutch of gear problems and on returning to the pits were running at much lower speed than other teams. A few innovations were evident on the cars and a first for me to look at the new car.
The main innovation was the rationalization of the flip ups, the small pair of aerofoils run on the flip up have always been mounted with a large endplate, The new design sees the endplate reduced to a minimum and similar to a Renault design from two years ago.
Under the nose was large bulbous pod, on closer inspection the pod did not have any apertures for ride height or slip sensors, nor did it have any wiring routing out of it, suggesting it is not a GPS sensor wired into the car.
I cannot confirm the use of the pod unless it was being run a dummy device to assess its impact on aerodynamics, before using it as a active sensor.
A nice chance to see the rear of the front wing endplate showed the curled footplate and underwing fence.
Jordan have moved to a single keel set up, with the front legs of the lower wishbone mounts to a tall keel. The aerodynamics still use the three vane bargeboards, with the shallow curved lower vane matched to two more tightly curved upper vanes.
Ahead of the steering rack are two brake reservoirs unusually being made in carbon and not white plastic. Below them are where the wheel tethers fasten to a more solid part of the chassis and not the keel.
To the rear the cut off taller engine cover is apparent and the neat exhaust exits. Notice how complex the rear brake ducts are.