TECHNICAL: the most notable developments of the Monaco GP F1 2024

 

Formula 1 has landed in Monaco and, contrary to what one might think after so much evolution seen in Imola, we have found numerous evolutions , above all, focused on high aerodynamic load configurations. Thus, most of the teams have debuted new rear wings, which will surely serve them well, not only on this track but on others such as Hungary or Singapore. But not only, as we will see, because the grill has allowed us to delight in a large number of other technical details.

Let's review, then, all these small updates in each of the squads to adapt to a circuit as special as Monaco.

But before that, it is worth taking a look at how some teams (of which we have adequate photos) are working on the diffuser area , at least, according to what the regulations allow them to do. In this sense, and thanks to the excellent photographs of Xavi Gàzquez, we can see some of his essential points, without judging its effectiveness, of course, despite the performance we have seen on the track:

1. The central area has become very stylized since the first diffusers of this regulation, with McLaren's perhaps being the widest. Furthermore, while Ferrari and Red Bull maintain a more stylized center that joins the front part in a sharper way, this is not the case with the Aston and McLaren examples. 
2. The front area, in the center of the floor, has been greatly simplified in the case of Ferrari, Red Bull and McLaren, but not in Aston, which follows the path set by Red Bull last season.
3. The expansion zone of the diffuser, on which the teams have declared numerous updates (for example Ferrari in the last race) is worked in a spectacular way in the case of Ferrari, creating very obvious air flow expansion channels, also visible in the case of Red Bull and Aston and, to a lesser extent, in that of McLaren.
4. Different options that produce different performance, a topic on which we will not comment, of course

Returning to Monaco, the Italians have brought a completely renewed rear wing , with more load than in Ímola, with a main plane (1) straight and an upper one (2) with a greater angle of incidence, but keeping the edges very pointed and cut in its junction with the endplate (the lateral wall of the wing

Given that Monaco is a slow track with no long straights, the cooling of the cars has become a problem for the teams, which is why Ferrari has tested at least three different versions of the new rear cooling outlets ( which debuted in Ímola), equipped with 2, 3 or 5 outlets to cool the Ferrari power unit.

In addition, we can appreciate the presence of a two-plane beam wing , much wider and with a greater angle of incidence to generate more rear load, given that on this track drag is a matter of minimal importance, since the top speed is not so important in the streets of the Principality

The Milton Keynes technicians have also brought a completely new, high-load rear wing , which they have indicated that they only intend to use on this track. The thing is that on this track, like in Singapore, their car is not as efficient, which is why they have looked for a configuration with more load than the leading teams, as we can see in the comparison of wings that appears throughout this article. . Maintaining the pointed edges, as in Ferrari, they have brought a straighter main plane (1), an upper plane (2) with a high angle of incidence, as well as equipped with a gurney flap (3) to generate more load

Of course, the two planes of the beam wing (1 and 2) are much wider and with a greater angle of incidence to extract more aerodynamic load in the speed range typical of this track 

Thanks again to the photos of Xavi Gàzquez we can see how in the last race Aston evolved, changing the edge and its angle, at least three of the four Venturi channels , as we see in numbers 1 to 3. Hopefully all this work It will work for them once they understand the setup work of this evolution.

Silverstone technicians have brought a  completely new, high-load rear wing , which evolves the following parts:

1. We see a straight main plane, without a spoon.
2. The upper plane has a greater angle of incidence, without cut edges.
3. The endplate has a greater cut to work with the vortex that comes out of this area.
4. The edges of the top plane are no longer cut and join more effectively with the endplate and main plane.
5. The central V cut is almost non-existent.

Aston has come with a beam wing with two planes (1), more extended and wider, with more load, while solving the problem of cooling the power unit with an engine cover  (2) with a greater output than in Imola.

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