The wing used at Monza was a revised Canadian spec with twin inner triangular fences instead of one to further improve car’s underbody aerodynamic performance . The second extra one was mounted on the main plane while the first is mounted on the second plane
At Canada Ferrari tested a new rear wing design with a flat central section and extremities bending upwards in a curvy way close to the endplates . The new design offer less downforce but enough to keep the rear end stable , with the maximum amount of downforce to be produced from the main flap section and less drag as the upward bending extremities block less air and thus produce less unwanted vortexes. For race the team decided to keep the Turkish version as it made the car more stable at low speed chicanes .
TOP SPEED ISSUE
The team preserved the F-duct system at Canada , to achieve even greater top speed at long Gilles Villeneuve straights . Nonetheless even with the use of F-duct both Ferraris were behind their main competitors both in best lap times and top speed .Particularly Alonso was 10th lacking 7,3 Km/h to Vitaly’s Petrov F-duct-less Renault and Massa only 15th ! Sebastian Buemi was second behind Petrov and De La Rossa 9th , both using Ferrari engines .
It is beyond doubt that the Ferrari engine is very strong and the F-duct system contributes a lot but the car is still lacking in top speed . A justified answer to this would be the F10’s oversized cooling radiators and their greater frontal surface needed to sustain the Ferrari engine cool which produce more unwanted drag . Another one could be the fact that Ferrari has a very poor front wing updating program ( 3 front wing updates from launch time since now ) . Renault on the contrary , which had a better top speed at Canada with an engine to be considered weaker than Ferrari , launches literally a new front wing spec for nearly every race ! Finally another explanation could be the poor mechanical exit – grip when the F10 exits a corner at low downforce set up
QUALIFYING SPEED TRAP
|Pos||No||Driver||Time of Day||Speed|
|6||25||Lucas di Grassi||13:17:49||319.4|
|9||22||Pedro de la Rosa||13:10:20||317.2|
Top speed chart is credited to http://www.f1.com
The F-duct was rejected at high downforce Monaco as it would be practically unneeded at short straights . Furthermore a small winglet was added to the shark tail fin end , close to the rear wing to add some extra downforce , vital for a good pace .
Ferrari debuted its rear wing stalling system at Spain but the rear wing morphologically remained practically unchanged . The major change nevertheless took place inside the second profile structure and slits where opened at its back to let the blown air exit from there .
After China and the revisions to the central splitter , Ferrari at Turkey had its lower diffuser’s central wall revised also . The new design has a stepped inner section which extends higher than the rest reference line to prevent airflow detachment from the design’s shape. Due to this extension the V shaped elements , which help the engine starter operator to reach the gearbox , are replaced now by a simple circle hole .
The updated diffuser had a new curved main section’s splitter ( the previous was straight and is presented inside the red circle ) between the second and the third deck aiming to increase the quantity of air exiting from the second deck . Moreover the splitter is placed under a higher attack angle and also features an extended central rectangular part to prevent unwanted flow crossing between the two decks . As mentioned before the rear floor vent improves also the efficiency of the diffuser side channels as well .
All the changes to the rear end are probably instructed by the forthcoming race full final version deployment of the rear wing’s stalling system ( F-duct ) and the need for more rear downforce production .
Wheel rim Carbon fairings, which were extensively used during last years were banned since 2010 season in an attempt by FIA to make pit stops safer . So in theory all teams had to reverse back to simple rims but Ferrari instead moved a step forward and merged the fairing idea into the rim producing an interesting crown wheel rim design . The double concentric rings of different diameter may be attached on the wheel but are considered to be part of the rim , so they are made of the same homogeneous metallic material to the wheel according to FIA regulation article 12.3.
Rival teams couldn’t copy the design due to new 2010 homologated rules ( rims , fuel cell and crash structure are homologated to low down the cost ) as they already run simple rims at the first 2010 race at Bahrain and Ferrari cleverly kept it secret till the start of the 2010 season.
Ferrari’s innovative rim design extracts hot air coming from brake components in such a way that effects less the outer cooler airflow towards the rear , decreasing vortexes and improving aero performance of the car . Rival teams had to deal wheel fairing ban by developing sophisticated front wing endplates to clean airflow around front wheels profile .
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