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Tozza Mazza wrote:The wing shown is from Singapore.

They had no f-duct in Hungary either. But I seem to recall that when they had no f-duct, they would go and add a small wing onto the shark fin.

MIKEY_! wrote:OK that makes more sense. I thought they only left the F-duct out at Monaco once they had developed it. (surprised I missed the difference in endplate slots as well)

PS I do realize this.

Drag is always an issue, the car with the lowest drag for a set amount of downforce at any given speed tends to have the best aero.

So what about the 2009 example I provided.

Then those slots had yet to appear which would turn out to become full width slots in 2010.

raymondu999 wrote:

Tozza Mazza wrote:The wing shown is from Singapore.

They had no f-duct in Hungary either. But I seem to recall that when they had no f-duct, they would go and add a small wing onto the shark fin.

I believe they only ran the extra wing in Monaco

The wing was only ran in Monaco Ray.

I doubt the shape of the flap was for slot optimization then, if Ferrari were running it without the slot.

Flow is fastest towards the endplate of the wing, so maybe Ferrari chose to create its downforce here?

I'm sure the answer is simple!

Aha. Cheers. I stand corrected.

Maybe it's kind of the same approach as the Williams 2011 Spa wing? having different characteristics in the middle of the wing, as it's in the dirty air of the air box?

raymondu999 wrote:Aha. Cheers. I stand corrected.

Maybe it's kind of the same approach as the Williams 2011 Spa wing? having different characteristics in the middle of the wing, as it's in the dirty air of the air box?

In a way, only it's on the flap, and the opposite shape

I know; I meant the concept of having different wing characteristics in the dirty air, rather than the specific idea of making the central part bigger

Another flap shape for comparison.