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 184
42 GPWEEK.com // 42 GPWEEK.com // PARTNERS: F1 >>> CANADA Montreal is a very different circuit to Monaco, (even though the track is, like in the Principality, semi- permanent), around the island of Notre Dame, just in front of the Montreal harbour. It is a track where traction, acceleration, brake efficiency and also top speed, (in its last section) are the fundamental ingredients to succeed. It is a ‘proper’ track ‘ where the aero efficiency of the cars, and mainly its balance are paramount. Not many changes were expected, despite the just-mentioned crucial areas of the car (brakes and aero package), but many teams showed interesting developments in this respect. Among the top teams, Ferrari and Mercedes sported interesting development parts on their cars, while Red Bull was not standing still in its previous configuration of nose cone. Now it appears less ‘squared’ compared to its previous version, and the new configuration helps in terms of improvement of the management of the air flow in front of the sidepods. Ferrari presented with revised brake cooling drums, in its ‘extreme’ configuration in terms of openings. Here, the brake disks were almost completely visible so as to improve the cooling performance, and at the same time additional inlets were placed on the inner shields of the drums. From the aero development point of view, Ferrari brought a deeply revised front wing, featuring three horizontal slits, but also a completely different winglet cascade on top of the main profile, Now it looks very similar to an element adopted by McLaren on its previous version of front wing. The new winglets, in detail, are constituted by a double curved downwards profile that is not any longer connected to the endplates, as it is in fact linked on the main profile in two points. This solution helps in terms of keeping an adequate downforce load in the twisty section of the track, while at the same time helping in terms of less penalizing the efficiency, by reducing the drag it generates , compared to more standard winglets. The efficiency of the F 138 seems to be not being underestimated by rivals. Here, in fact, Mercedes introduced a deeply revised engine cover that resembles in many elements the one featured on the italian cars. (see inset). The new engine cover is slimmer in its lower section and rear tail, featuring also on its top a big ‘shark fin’ in a very similar fashion to the Ferrari one. Also, the connecting profile of the engine cover to the chassis now seems smoother than before, improving the aero efficiency of all this area. The new narrower section of this area considerably helps in terms of reducing the blocking of the airflow in the area in front of the rear wing at the level between the beam wing and the top main wing profile. Montreal – all the elements combine TeCHNICAL PAOLO FILISETTI Technical Editor F1 >>> CAnADA