The variety of curves present at Le Castellet make it one of the most complete tracks of the entire season, as well as one of the most representative on a technical level, outlining a subtle analogy with Barcelona on this front. It is therefore no coincidence that numerous teams have designated the French trip as the best appointment to introduce their evolutionary packages, on a par with what has already been seen in Spain. In the Paul Ricard pits there are technical innovations, anticipated by the official documents provided by the Federation pending the static display of the cars in the pit lane.
Brackley’s team introduces a new iteration of the underbody to France. In detail, the bottom has been revised in the portion along the side edge next to the rear wheel, aiming to reduce the local load to improve the flow conditions towards the diffuser and the load generated by it. The Anglo-German team thus continues the work of strengthening the aerodynamic stability of the W13. On the front axle, the cooling ducts of the braking system have also been revised, also influencing the thermal management of the tires.
The leading team of both world classifications is presented to Paul Ricard with the umpteenth updates to the fund. In detail, the French development focuses on the grid with the strips underneath the entrance section of the Venturi canal. A new cascade of upper aerodynamic appendages external to the wheel group was also brought to the rear, developed with the intention of “Gain local load without destroying the flow of the cascade of the lower elements or the adjacent outlet section of the brake air intake”.
The F1-75 is ready to take to the track at Le Castellet with significant updates to the Venturi side channel structure, already anticipated on Thursday. At the rear, the Scuderia di Maranello has also revised the geometry of the diffuser.
The British team introduces the most extensive evolutionary package of the season since the one seen in Barcelona. The MCL36 has been revised as a whole, with the changes coming from an overall vision rather than a separate design. The bottom and the diffuser are of new conception, working in synergy with a revised bodywork in the bonnet and sides. In parallel to what has recently been done by Alpine and Red Bull, the changes to the hood go hand in hand with a different position of the grilles for the evacuation of hot air, seeking a better compromise between cooling and aerodynamic efficiency. The Woking team also brings to its debut a new group of aerodynamic appendages at the rear installed directly on the wheel groups, new rear brake air intakes and new endplates for the rear wing after some reliability problems encountered by the team.
The Anglo-French team is preparing for the home race with a revised bottom in the grid below the Venturi channel, aiming to accentuate the outwash effect, emphasizing the deviation of the flows in the underbody towards the outside to encourage lateral extraction. At the same time, the external strip in front of the Venturi inlet section has been modified.
Full-bodied package of updates for the Italian team. The AT03 has been profoundly updated throughout the entire package, starting with the underbody. The inlet section of the Venturi channel has been changed, indicating a different channeling of the front flows. The underlying grid is renewed, aiming at a greater generation of load and a better exploitation of the vortices generated by the flaps themselves. At the rear, the inclination of the diffuser ramp has been slightly increased, while the hole previously opened in the external skirts has been blocked, thus allowing a better exploitation of its extraction and load generation capabilities. In Faenza, new sides were also developed, raising the external bodywork on a par with what Alpine was doing on Ferrari inspiration for better isolation of the central flows from the turbulence external to the body-car coming from the front wheels. Thanks to this shielding, the external strip at the bottom in front of the inlet section of the Venturi duct, used for the same purpose, has been shortened in order to increase the flows channeled into the underbody. Finally, the side edge of the bottom has been revised for a better generation of the vortices constituting the pneumatic mini-skirt, increasing the load generation thanks to the more effective insulation of the low pressure environment under the frame.
Minor modifications for the AMR22, limited to the addition of a Gurney flap along the outer edge of the bottom to increase local load generation.
A purely mechanical update for the British team, which has revised the support of the most advanced part of the flat bottom to allow greater deformation in the event of impact with the curbs for better adaptation to the irregularities of the road surface.
The team headed by Frédéric Vasseur brings a new lower deflector to its debut in France, located on the inside of the rear wheel unit. As this is a highly regulated component, the changes have been developed in compliance with the regulations and, according to what the team has declared, guarantee a slight increase in performance.
Last race without updates for Haas, whose first evolutionary package is expected for the Budapest appointment.
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