The geometry of the end part of the front wing was determined by using CFD. However, CFD was only used on the end tip of the front wing and was the airfoil element only.
The analysis did not include the whole car whose flow field can influence how the individual elements function greatly. This is an example of how some data is better than no data.
The splitter part of the front wing has a kick up which helps reduce pitch sensitivity. If the front of the car is subject to dive, the kick up will still allow flow to the rear diffuser so it will continue to work to some extent.
The back part of the side elements shows that the front wing has an airfoil shape as well as a diffusing area. Note the vortex generator on the ends of the end plates. A strong vortex here will travel down the side of the car and help prevent air from curling under the car where it can interfere with the function of the rear diffuser.
Splitters work by trapping stagnation pressure caused by air slowing down when it hits the front of the car creating a positive pressure differential between the top of the splitter and the bottom of the car.
Since we are talking about small differences in pressure spread over a large area, small air leaks can greatly reduce the efficiency of the splitter. The PZ splitter uses this vertical surface and rubber seals to prevent air leaks here. Even a small air leak can reduce splitter effectiveness by 25% or more.
Inboard of the bodywork there is a diffuser that takes advantage of the low-pressure zone in the wheel wells and the pumping action of the front wheels to create more front downforce.
One thing that few people realize is that there is only a few psi difference between the top and bottom surfaces of a cars aero panels and sealing against air leaks is critical and they often ignore this.
PZ takes concepts from higher level GT cars and completely seals the wheel wells with these carbon tubs to help get as much downforce as possible.