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[Vanja #66]

That is to say a bit more loaded BW is creating lower pressure region above the diffuser working it harder ie generating more DF which on other side dictated stiffer suspension to keep proper height, if I am connecting all these stuff correctly

Yes, exactly. It's very small differences, but they are there

[SiLo]

That is to say a bit more loaded BW is creating lower pressure region above the diffuser working it harder ie generating more DF which on other side dictated stiffer suspension to keep proper height, if I am connecting all these stuff correctly

Yes, exactly. It's very small differences, but they are there

Is there evidence of teams running big BW and smaller rear wings? It always seems like the rear wing level sort of matches somewhat the BW.

[venkyhere]

novice Q :

Is there any scenario where BW is small/weak and RW is mid/mid-high/high loaded ?

Typically a novice like me imagines that the only reason the BW has to be in a smallish/weak avatar is to limit drag, whilst sacrificing efficiency of the diffuser, which in turn means sacrificing the 'main downforce'. So whenever BW is small/weak, inadvertently the RW has to be low, not even low-mid.

[F1NAC]

novice Q :

Is there any scenario where BW is small/weak and RW is mid/mid-high/high loaded ?

Typically a novice like me imagines that the only reason the BW has to be in a smallish/weak avatar is to limit drag, whilst sacrificing efficiency of the diffuser, which in turn means sacrificing the 'main downforce'. So whenever BW is small/weak, inadvertently the RW has to be low, not even low-mid.

Logic in me says that you have to follow streamlines of the rear to enhance diffuser expansion. So if the rear wing is loaded, you should load also beam wing to help extract more diffuser perormance.

[Vanja #66]

Latest FW details and underside, photos by motorsport

[leblanc]

That is to say a bit more loaded BW is creating lower pressure region above the diffuser working it harder ie generating more DF which on other side dictated stiffer suspension to keep proper height, if I am connecting all these stuff correctly

Yes, exactly. It's very small differences, but they are there

Is there evidence of teams running big BW and smaller rear wings? It always seems like the rear wing level sort of matches somewhat the BW.

RBR is doing it this weekend

[Vanja #66]

Monza floor spec insides, photos by motorsport from Austin. Second photo of diffuser and keel has another floor behind don't be fooled

[dialtone]

Enough cooling vents to maybe even see the engine working inside.

[Vanja #66]

Wonder if it's asymmetric sidepod cooling like last year, left side is clearly open wide again this year

[nico5]

Wonder if it's asymmetric sidepod cooling like last year, left side is clearly open wide again this year

https://cdn-9.motorsport.com/images/mgl ... ail-1.webp

But in last year arrangement, the inside of the pool was low energy air which was kept away from the diffuser. This year those opening are right into the slide feeding the top of the diffuser. Doesn't that look weird to you?

[Vanja #66]

But in last year arrangement, the inside of the pool was low energy air which was kept away from the diffuser. This year those opening are right into the slide feeding the top of the diffuser. Doesn't that look weird to you?

They might switch to smaller covers on sidepods if this turns out to be too much, that area is indeed more performance-related than engine cover. It's not ideal of course, but this is how they have to run. Same with RB19 last year, on the right side

[bananapeel23]

https://i.imgur.com/IQhqNoU.jpg

Enough cooling vents to maybe even see the engine working inside.

Those are some massive louvres. I knew cooling was diffcult in Mexico but I’ve never seen louvres quite that large before, especially ones so wide open.

I guess they wont incur a huge drag penalty though, given the thin air.

[sucof]

https://i.imgur.com/IQhqNoU.jpg

Enough cooling vents to maybe even see the engine working inside.

Those are some massive louvres. I knew cooling was diffcult in Mexico but I’ve never seen louvres quite that large before, especially ones so wide open.

I guess they wont incur a huge drag penalty though, given the thin air.

It is not that thin

Engineering is about always finding the sweet spot between losses and wins.
Louvres do have a huge drag even in Mexico, but this must be the minimum amount of opening to prevent engine being cooked.

[F1NAC]

Wonder if it's asymmetric sidepod cooling like last year, left side is clearly open wide again this year

https://cdn-9.motorsport.com/images/mgl ... ail-1.webp

According to this, both sides have equal cooling louvres

[Vanja #66]

Found some time to take a better look at launch-spec floor photo from Jeddah and compare it to Monza-spec floor from Austin. Loads of changes, as we expected, I'm fairly convinced Monza floor was based on Barcelona floor with overall geometry, but the boat section and especially rear keel were changed mostly. We didn't get any useful photos of either Imola or Barcelona spec floors, so this part is just speculation

1) Area around the lower SIS tube is lower now and we know this from Barcelona photos of front turning vanes way back in June. Other than that, core geometry looks fairly similar and obviously Ferrari doesn't want to change the core flow structures on the floor

2) Front lateral boat kick is less aggressive and I suspect these lateral kicks are features that can be susceptible to asymmetric flow conditions (side wind, cornering, roll...) so keeping them moderate probably helps with flow stability across all attitudes on track

3) It's more clear now that this is where the throat of the floor roof is and this area is now lower on Monza floor

Area above 2 and 3 has also changed as a consequence, but I haven't marked it for comparison because it's not a clear difference, other than we know it has to be different

4) Rear lateral boat kick is also less aggressive now

5) As we know, diffuser keel is completely new and we've covered this topic from diffuser photos already. It's safe to say this is one of the impactful geometry changes between Barcelona and Monza floors, if not the most impactful change itself. Removing the keel kick ensures an operating window much less susceptible to ride-height changes, as these boat-kicks operate at the lowest ride height and probably induce the first separation bubble that triggers bouncing later

6) This area of diffuser, coming around rear suspension arms, seems to be changed a lot but we don't have enough details to understand how much it changes exactly. This area may have been changed with Imola or Barcelona spec