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GP Week : Issue 75
Technical Update: Australian GP As you would expect, there were not many significant changes on the cars at Albert Park, as they were shipped directly from Bahrain; although it was still possible to spot some interesting ones. In particular we focus our attention on two developments -- Ferrari's introduction of a revised front wing on its F10, and Sauber, the rst team to introduce McLaren's F--duct system on its cars. The two are completely di erent development routes, but both are indicative of the respective development process followed by the two teams. Ferrari, on one side, is following a step-by-step development in terms of optimisation of its package, while Sauber, not able to fight for the top positions, is following a route of bigger steps, even though they are introduced quickly in the medium term. Now let's have a deeper look of their respective solutions: As briefly discussed above, BMW Sauber is the first team to put their own version of the McLaren's F-duct on their cars. The system used on the Swiss cars, while inspired by the MP4/25, differs substantially from it. In particular, the system differences are with regard to the positioning of the F- duct itself, placed on the sidepod, and not on the front of the cockpit as on the McLaren (see detail drawing). The size of the air intake of Sauber is slightly lower than that of McLaren and the airflow that passes through the long tailed engine cover, is directed exactly on the main profile of the rear wing, escaping through the central slot (see detail drawing) present in it, and not on the flap, as it happens on the McLaren. Sauber used this solution, however, only on Friday, decising it still needs more refinement before they use it in qualifying and the race It is interesting to underline that Sauber was able to be the rst team to adopt its version of F-duct, thanks to the presence of a slot in its rear wing main pro le, already in place since last year's Singapore Grand Prix. Ferrari's new front wing on the F10 was used the first day only by Alonso, then adopted by Massa for the rest of the weekend. In detail, the new wing differs from its predecessor in the endplates. In particular, the outer winglets are characterised by a more straight leading edge and are much lower profile and placed further back than the previous version. The main endplate instead is much more curved outward in its final part, so that the airflow is deflected in a more efficient way, outside of the front wheels, reducing the turbulence generated in this area. Two small technical changes, from Sauber and Ferrari, caught the eye of GPWeek Technical Editor PAOLO FILISETTI F1 NEWS >> 15