by clicking the arrows at the side of the page, or by using the toolbar.
by clicking anywhere on the page.
by dragging the page around when zoomed in.
by clicking anywhere on the page when zoomed in.
web sites or send emails by clicking on hyperlinks.
Email this page to a friend
Search this issue
Index - jump to page or section
Archive - view past issues
GP Week : Issue 227
TECHNICAL MerCeDes speNDs Its tOKeNs wIseLY ... TecHNIcAl paOLO FILIsettI Technical Editor The Italian GP is, as usual, a special race, due to the unique layout of the track that requires a one-off set up, compared to the rest of the calendar – of course with the exception of Monaco that, aerodynamically, sits exactly on the opposite side, requiring in fact the highest downforce levels of the entire season. Here, at the other extreme, all the teams adopt the lowest downforce configuration possible – hence most of the changes seen on the cars were mainly focused on that target. In particular it was interesting to note how Mercedes, which had already worked very actively in Belgium a fortnight ago, adopting a deeply sinuous rear wing, introduced here an evolution of the same element, sporting a deeply revised main profile, endplates and flap. In particular, the latest version of the wing now features a less sculpted profile, that in fact results in the conjunction of three sections: the central one is flatter compared to the arched profile of the Belgian version, while the side sections are connected higher to the endplates, so as to reduce the drag generated in this area – even though of course such a layout implies a reduced amount of downforce, that is recovered by the higher top speed reached on this track. As well, the chord of the main profile was dramatically reduced compared to the Belgian version, together with revised endplates featuring just four short slits. Of course Mercedes, didn’t bring just a revised aero package to Monza –the Brackley-based team introduced its third Power Unit (PU), deeply revised using all the seven remaining development tokens for the current season. The PU was revised in its combustion chambers but also in many other areas connected with the top side of the ICE. This evolution seems to be not just focused on increased performance research for this season, but it also it paves the way for the early version of next season’s engine. Ferrari on the other hand reached Monza, with a similar aero layout to the one adopted in Spa, just reducing the aero refinements to some bits and pieces, aimed at fine tuning both the aero setup of the car but at the same time also its mechanical dynamics. What was in fact astonishing was the almost perfect dynamic set up the cat sported, especially running over the kerbs, but also in the fast corners, with a very smooth behaviour and the car almost glued to the tarmac. The font wing was the same version utilised in Belgium, of course just differing from that one in terms of flap angle. This element played a pivotal role in making the aero balance of the car, together with the rear wing, consistent and stable. On the PU side Ferrari, introduced its fourth PU, spending three of the seven tokens that were still available on its development. The remaining tokens probably will be used in a fifth engine (incurring a penalty) in the very last races, given that the championship will most likely be already decided at that time. 35 GPWEEK.com // 35 GPWEEK.com // F1 >>> ITALY PARTNERS: