How low can you go? Skinny Monza F1 wings explained


Be a part of us as we check out the assorted options utilized by every staff to assist cut back downforce and drag for the distinctive challenges of the Italian GP.

Mercedes AMG W11 rear wing comparison

Mercedes AMG W11 rear wing comparability

Picture by: Motorsport Photographs

Mercedes carried a good quantity of rear wing compared with some rivals however, as we will see from this comparability it’s a lot lower than we’ve seen it use at any level all through the season to date, with the wing that includes a standard form and no Gurney flap on the higher flap’s trailing edge. In Austria it used a single pillar association, a large high flap full with a deep Gurney flap on the trailing edge.

For the Hungarian GP it went for a full downforce rear wing and included a double aspect T-Wing to complement it. The rear wing featured a twin mounting pillar configuration, which was favoured with the intention to cut back the wing’s tendency to be pulled round by the related hundreds. A deeper mainplane and high flap additionally accompanied them, together with the retention of the deep Gurney flap. However, observe the way it additionally expanded the central V within the higher flap to attempt to offset a number of the further drag that will be created.

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One other barely revised structure appeared for the races at Silverstone, which was loosely based mostly across the identical design because the one seen in Austria. To scale back drag and enhance their high velocity on the ex-airfield’s longer straights, Mercedes eliminated the Gurney flap from the trailing fringe of the higher flap. It was a return to a excessive downforce configuration for the Spanish GP however, fairly than the double aspect T-wing, it favoured a single aspect model.

Then to Belgium and the challenges of Spa-Francorchamps, the place the entire groups should steadiness their need to scale back drag over the necessity for downforce in sector two. As soon as once more the staff opted for a setup much like the one seen at Silverstone however ditched the Gurney flap on the trailing fringe of the higher flap because it appeared to strip off some downforce while compromising steadiness just a little.

Red Bull Racing RB16 rear view

Purple Bull Racing RB16 rear view

Picture by: Motorsport Photographs

Purple Bull continued to strip again downforce for the Italian GP in an effort to spice up straightline velocity. Each rear wing designs featured a mild spoon shaping to the mainplane, albeit with the Monza spec pegged at a shallower angle.

Red Bull Racing RB16 side view

Purple Bull Racing RB16 aspect view

Picture by: Motorsport Photographs

As you may see from each comparative photos the chord on the wing utilized in Monza (proper) is considerably shorter than the one used at Spa, with the flap successfully having the trailing edge lopped off all the best way previous the purpose the place the central V groove beforehand existed. This additionally resulted in a change to the place of DRS adjuster, while you’ll additionally observe the central mounting pillars are additionally completely different to scale back their aerodynamic affect.

Let’s check out the opposite automobiles on the grid, and the way all of them in contrast.

Click on on the arrows on the pictures to scroll by way of them…

Ferrari SF1000 rear view Belgian GP vs Italian GP

Ferrari SF1000 rear view Belgian GP vs Italian GP

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Picture by: Giorgio Piola

Ferrari examined the Monza specification rear wing early-on through the Spa weekend. As proven on this comparability it’s a lot decrease downforce than the one which the staff truly utilized by the staff in Belgium. The T-Wing was additionally disposed of.

Ferrari SF1000 entrance wing element

Ferrari SF1000 front wing detail

2/13

Picture by: Giorgio Piola

As a way to take some load off the entrance finish and steadiness out efforts on the rear of the automotive, the Scuderia additionally made modifications to the entrance wing, reducing down the trailing fringe of the innermost portion of the higher flap.

AlphaTauri AT01 entrance wing Italian GP

AlphaTauri AT01 front wing Italian GP

three/13

Picture by: Giorgio Piola

AlphaTauri didn’t have a one-off Monza particular package deal, because it already used the extraordinarily low dowforce package deal on the Belgian GP. This included modifications on the entrance and rear of the automotive, with the staff sporting maybe one of the vital aggressive entrance wing options on the grid, because it sliced a good portion off the entrance wing’s higher flap. It’s a choice that’s echoed up and down the sector as groups realize it supplies a cheap answer and if obligatory may be trimmed additional on web site.

McLaren MCL35 rear

McLaren MCL35 rear

four/13

Picture by: Motorsport Photographs

McLaren, having already opted for a extra standard low-downforce providing on the Belgian GP, took issues a stage additional for the Italian GP by decreasing the general dimension of its wing to scale back downforce and drag.

Rear wing and DRS actuator on the automotive of Daniel Ricciardo, Renault F1 Group R.S.20

Rear wing and DRS actuator on the car of Daniel Ricciardo, Renault F1 Team R.S.20

5/13

Picture by: Mark Sutton / Motorsport Photographs

Renault had already trimmed its automotive out to a downforce degree akin to what you’d anticipate for Monza in Belgium final week. As such, it ran a really related association this week, that means the straightline enhance it appeared to have towards a few of their rivals final week was inevitably quashed.

Lance Stroll, Racing Level RP20

Lance Stroll, Racing Point RP20

6/13

Picture by: Mark Sutton / Motorsport Photographs

Racing Level opted for the same rear wing association in Italy as used at Spa, placing extra downforce at its disposal than opponents which it is ready to offset with the Mercedes energy unit. This provides additional stability within the low velocity corners and will increase the lifespan of the tyres. It’s additionally value noting that each drivers opted to make use of the T-Wing on the Italian GP, whereas in Belgium, the place you’d anticipate them to make use of it, they didn’t.

Antonio Giovinazzi, Alfa Romeo Racing C39

Antonio Giovinazzi, Alfa Romeo Racing C39

7/13

Picture by: Mark Sutton / Motorsport Photographs

Alfa Romeo briefly trialled its Monza specification rear wing on the Belgian GP. The wing itself is especially low downforce for the staff and noticed Raikkonen rocket to the highest of the velocity traps at a number of factors through the weekend, regardless that the staff is combating a scarcity of straightline velocity owing to the Ferrari energy unit. The distinctive function of this rear wing are the mounting pillars, which have had the curved aspect on the high unceremoniously hacked off.

Rear wing of Kimi Raikkonen, Alfa Romeo Racing C39

Rear wing of Kimi Raikkonen, Alfa Romeo Racing C39

eight/13

Picture by: Mark Sutton / Motorsport Photographs

As a comparability right here’s the rear wing raced by Alfa Romeo in Belgium, with a spoon-shaped mainplane used with the intention to attempt to retain downforce within the central portion of the wing, whereas decreasing drag on the outer part.

Alfa Romeo Racing C39 rear wing pillar element comparability

Alfa Romeo Racing C39 rear wing pillar detail comparison

9/13

Picture by: Giorgio Piola

Right here’s a comparability of the 2 kinds of mounting pillars which have been utilized by Alfa Romeo up till now, with those utilized in Italy a variation on the taller ones on the left.

Kevin Magnussen, Haas VF-20

Kevin Magnussen, Haas VF-20

10/13

Picture by: Mark Sutton / Motorsport Photographs

Haas has, for numerous years, used a particular bow-tie formed trailing edge on the higher flap of its rear wing design for the Belgian and Italian Grands Prix. This appears to work opposite to the remainder of the grid in lots of respects, as whereas others are eager to minimize the tip vortex by decreasing the flaps peak on the outer nook, it does this additional inboard on the juncture with the slot hole separators.

Haas VF-18 rear wing, Belgian GP

Haas VF-18 rear wing, Belgian GP

11/13

Picture by: Giorgio Piola

It’s a design that the staff has used for the final three years, with this illustration of the wing used on the 2018 challenger mentioning the place the trailing fringe of the higher flap descends towards the slot hole separator.

George Russell, Williams FW43

George Russell, Williams FW43

12/13

Picture by: Mark Sutton / Motorsport Photographs

Williams had an alarmingly giant rear wing on the FW43 on the Italian GP. Whereas the Mercedes energy unit may also help to offset a number of the drag penalty that ensues, it’s clear that it opted to not spend time and useful resource on a one-off wing design that will have little to no profit elsewhere on the calendar.

Roy Nissany, Williams FW43

Roy Nissany, Williams FW43

13/13

Picture by: Charles Coates / Motorsport Photographs

Taking on from George Russell in FP1, Roy Nissany additionally ran the FW43 in even greater downforce trim, utilising the spoon-shaped rear wing and double T-Wing combo.


 

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