FRANCE GP 2008: Technical news

Toyota TF108 - front-wing development

Like most teams, Toyota have introduced several aerodynamic refinements on its car for France. Although visually subtle, the number of small changes is impressive. On the TF108's front wing, for example, there are four differences to the one used in Canada. The main profile (1) features a more curved profile, with its extremities bending upwards more obviously towards the endplates. The rear edge of the flap has also changed (2), featuring a wider section, slightly reducing towards the centre, but still sporting an increased area compared to the previous version. The endplates now feature a completely different lower section, with a flat, knife-edge outer section (4) instead of the previous arched shaped one. The top-rear section of the endplates has changed too (3), now being flat and sporting a triangular, horizontal winglet on its rearmost edge, so as to better divert and split the airflow close to the front wheels, thus reducing turbulence.

Red Bull RB4 - bridge wing modifications

At the last round in Montreal Red Bull modified the RB4's bridge wing to prevent it from flexing, to comply with the latest FIA rule clarifications. For Magny-Cours, the team have revised the central section of this element (see inset). By increasing the depth of the bridge wing (red arrow), the team can boost downforce without altering the angle of the flap. In this way the car can still perform well at top speeds on the long straights, while at the same time have a sharper front end, better able to cope with the French track's twisty sections.

GP DE CANADA 2008

McLaren MP4-23 - rear wing revisions

Montreal requires medium to low downforce levels and to achieve this teams reduced both the main profile of their wings and the angle of the wing flaps. McLaren adopted an interesting rear wing that featured a main profile raised in its central section, with its extremities bending slightly downwards towards the endplates (right arrow). This solution generated not only less downforce, but also much less drag compared to the previous configuration. Also interesting to note was the horizontal plate (left arrow) linking the two vertical pillars, ensuring adequate stiffness in light of the pillars' increased height.

McLaren MP4-23 - bridge-wing support; flap revisions

Prior to the Canadian race, the FIA reinforced the rules related to flexible wings, in particular the front bridge wings, which are now a feature on most cars. The teams were told to provide additional support to the central section of the wing, by connecting it to the nosecone, and to reinforce the parts of the profile that could flex under aerodynamic load. In Montreal a flexible wing would provide a clear advantage, as it would mean less drag on the straights but higher downforce in the twisty sections. Instead of adopting a central pillar connecting the central section of the bridge wing to the nosecone, McLaren have utilised a tiny arched profile connecting the nosecone to the upper face of the bridge wing (see yellow arrow and inset). This solution appears to be less disruptive in terms of aerodynamics while still preventing the wing from flexing. Another change to McLaren's front wing, to adapt it specifically to Montreal, was deep, rounded cuts at the outer extremities of the rearmost flap (red arrow). These help reduce drag on the very long straight before the final corner.

Williams FW30 - enlarged brake ducts

Montreal is the most demanding track of the championship in terms of brake wear. Specific compounds are used for discs and pads and finding a solution that effectively controls wear whilst also keeping the brakes within an acceptable temperature range is paramount. To this end, all the teams introduced enlarged brake ducts to optmise cooling of the discs and calipers. Those on the front of the Williams (inset) featured a small winglet at the base (red arrow) to help channel airflow directly to the caliper, thus reducing its working temperature.

Ferrari F2008 - the secret to riding Montreal's kerbs

One of the distinctive elements of the Circuit Gilles Villeneuve are its high kerbs. To set a fast time all the drivers tend to ride the kerbs, but what is interesting is how smoothly the Ferraris seem to be able to attack them. This is a result of the F2008's suspension geometry, in particular at the front, where it has been heavily modified from last year. It features a very low roll centre that allows the use of reduced camber angles (see red arrows). This not only increases the tyre's contact patch with the tarmac, it also reduces roll, thereby making the chassis move less and diminishing the rebound caused by riding the kerbs. The use of a third element damper also helps dissipate the energy generated by hitting the kerbs, reducing the subsequent chassis oscillations. In summary, the changes provide a more stable car, with a much sharper front end for Montreal's particularly rapid direction changes.

Ferrari F2008 - additional venting slits

In Monaco, Ferrari added small venting slits to the chimneys on the top of the sidepods to aid cooling (yellow arrow and inset). Although in Canada the average speed is much higher than that of Monte Carlo, the hotter temperatures plus the track's long straight and twisty section make it sensible for the Italian team to keep the slits in place this weekend.

BMW Sauber F1.08 - nosecone development

Canada isn't considered a special track in terms of set-up, but for the first time this season BMW Sauber have dropped the distinctive 'boomerang' winglets on the F1.08's nose (yellow dotted line shows their previous position). They have been removed to aid top speed, particularly on the long final straight, the end of which provides one of the track's few overtaking opportunities. Another interesting change is to the outermost part of the rear flap (inset), which now features an inclined top edge, mirroring the profile of the wing's entry edge. This provides a small increase in flap surface area, enough to help sharpen front-end handling on corner entry.