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 .
Monza was a critical race for Ferrari’s and Alonso’s championship hopes so the team decided to bring two rear wing versions . The first one of higher downforce which was tested during free practice sessions can be regarded as a modified Canadian spec with a new V shaped second plane raised at its centre(1) and and both planes to be raised up close to the endplates (2) .
The second version of lower downforce which was raced by both drivers , had a simpler shape and endplates lacking shark gills (3) . Both versions were combined with the Ferrari’s rear wing stalling system in an attempt to increase further car’s top speed at very long Monza straights .
At Sakhir the rear wing was sustained practically unchanged since launch time . Nevertheless the new shark finned engine cover was connected directly on the wing’s second plane . Lastly the wing features a small slit in the middle zone of the main plane to let air bleed through it preventing wing’s stalling in high speed and high attack angle .