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Ferrari F10 – Top speed issue despite F-duct at Canada , a new rear wing was also tested


 

        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 

 

  Canadian spec

QUALIFYING        SPEED TRAP

Pos No Driver Time of Day Speed
1 12 Vitaly Petrov 13:08:34 323.6
2 16 Sebastien Buemi 13:10:19 323.2
3 11 Robert Kubica 13:31:31 321.5
4 17 Jaime Alguersuari 13:38:34 320.5
5 23 Kamui Kobayashi 13:20:32 320.0
6 25 Lucas di Grassi 13:17:49 319.4
7 2 Lewis Hamilton 13:33:23 318.3
8 15 Vitantonio Liuzzi 13:09:04 317.9
9 22 Pedro de la Rosa 13:10:20 317.2
10 8 Fernando Alonso  13:07:29 316.3
11 14 Adrian Sutil 13:12:25 315.5
12 3 Michael Schumacher 13:09:03 314.5
13 1 Jenson Button 13:12:29 314.5
14 18 Jarno Trulli 13:07:17 313.9
15 7 Felipe Massa 13:11:06 313.8
16 9 Rubens Barrichello 13:31:19 313.3
17 6 Mark Webber 13:30:10 312.0
18 19 Heikki Kovalainen 13:18:39 311.8
19 5 Sebastian Vettel 13:42:11 311.8
20 4 Nico Rosberg 13:32:19 311.0
21 10 Nico Hulkenberg 13:39:26 310.8
22 21 Bruno Senna 13:17:35 308.8
23 24 Timo Glock 13:04:06 308.3
24 20 Karun Chandhok 13:03:55 307.4

 

Top speed chart is credited to  http://www.f1.com

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Ferrari F10 – Downforce no matter what for rear wing Monaco spec


  Monaco  

 

         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 F10-Debut of the F-duct system at Spain


   Spain

 

           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 .

 

  pre-Spain

Ferrari’s F-duct initial version

October 31, 2010 1 comment

Ferrari F10 – two rear wing specs for Monza


 

         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 .

F10 , rear wing – Bahrain details


 

     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 .

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