There would be no structural benefit of the original design. It's just for aerodynamic reasons. You will always get some losses at the junction where the pillars meet the rear wing. Structurally it was best to attach the pillar to the rear wing suction side as we've seem in many seasons previously. But the flow tends not to be so healthy around the junction and leads to earlier separation on a critical wing. So the designs started to migrate to attachments on the pressure side. However still you will get losses sent to the suction side of the flap. Following the design trend by moving the junction even higher you send the losses over the pressure side of the flap so cleaner flow on the flap and less likely to separate. The aero effect is likely not huge but then we see lots of little details on F1 cars where the effects will be small!matt21 wrote:Does this make any difference? And if yes, what is the benefit of the original Renault solution.Thunders wrote:There is the now legal RW Pylon:
https://imgr2.auto-motor-und-sport.de/N ... 042649.jpg
For me it doesn´t really matter, and as a designer I wouldn´t put too much of effort there.
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is there any team who has used the same configuration and also 4 or even 5 dampers ?! 
