The tech tricks F1 teams used to attack Monaco

It's easy to view Monaco as less of a unique challenge in Formula 1 these days, thanks to the opening-up of some of the tight corners over the years and an increasingly super-smooth surface.

But the narrow streets of Monte Carlo and the low-speed, low-energy circuit layout still pose headaches for the teams, which always find different ways to tackle a track that requires maximum mechanical and aerodynamic grip but does not pose the usual downforce vs drag headache.

Most teams brought circuit-specific parts to Monaco, as an extra bit of downforce never goes amiss on a circuit where the penalty you pay for extra drag is less important than at other tracks.

Force India introduced a new three-element T-wing, which gives that little bit more downforce, but this design will be too draggy for most other tracks.

The ends being a 'U' shape reduces that drag slightly, as it minimises the vortex that would normally be created at the end of a straight wing. We may see it again perhaps in Hungary or Singapore, but otherwise it will be destined for the skip.

Force India also added a small, single-element monkey seat (lower red arrow). This improves the performance of the centre-section of the upper wing by increasing the turning moment on the mass airflow that is passing between the rear wing endplates.

In comparison to Force India's subtle monkey seat, Ferrari went wild. The SF70H has two - a rounded one around the exhaust exit to help reduce the pressure differential across the turbo, which will improve the performance of the MGU-H, and another multi-element component helping the performance of the rear wing by tidying up the airflow.

The regulations only allow for this width, otherwise they wouldn't be called 'monkey seats'. If the teams had their way, the monkey seats would be more like park benches, as they would stretch them right across. But the airflow in this area is disturbed by the engine cover, so a monkey seat does a reasonable job of helping tidy this up.

Sauber brought along its version of the double T-wing, very similar in concept to what McLaren is using - with radiused outer ends to reduce drag.

The C36 also featured a new diffuser, but Monaco is a specific track, so we didn't really see what the team could achieve with these developments. Sauber had a torrid weekend and should go home, re-group and forget about Monaco.

McLaren is having a tough year with the performance of engine supplier Honda, but that is not stopping the team pushing hard on chassis development.

The new front wing it first introduced in Spain is as complicated as any in the pitlane. Complication doesn't automatically make it good, but to design, research and build a front wing to this level means you need to understand the intricacies of the airflow in all the various areas and how they interact with the rest of the car.

McLaren had one of these in Spain and two available at the start of the Monaco weekend, but after several incidents for Jenson Button and Stoffel Vandoorne that total is probably now down to none. These intricate parts cost in excess of £100,000 each, which just goes to show how expensive motor racing is at this level.

Williams added some small detail turning vanes to the outer extremity of the diffuser on the FW40. It is important to get this area of the diffuser, the rear brake duct turning vanes and the low pressure area behind the rear tyre working together.

If this can be achieved, the complete rear of the car works to extract the airflow coming through from under the car, improving the performance of the complete underfloor.

Mercedes has increased the complexity of its bargeboards with that major update it brought to the previous race in Spain.

The vertical three-dimensional turning vanes on the top of the horizontal lower sharks teeth help with the bargeboards' airflow turning moment. The bargeboards' main function in life is to scavenge the airflow from underneath the front of the chassis and send it around the undercut of the sidepod into the coke bottle area.

Get this all working as one and you get better front wing and underfloor performance. You will also have a more efficient car overall.

Mercedes also introduced a new nose concept in Barcelona. This has a three-dimensional horizontal vane mounted to the underneath of a new, narrower nose. It replaces the three-element vertical turning vanes that were mounted at the intersection of the nose to chassis.

None of these components work in isolation and this horizontal vane will be related to Mercedes' new bargeboard developments. As the airflow spills off the top of the new narrower nose to fill the void under the nose, this vane will help tidy it up and introduce better quality airflow to the bargeboard area.

Because of the pressure differential across their surfaces, each component induces some form of vortices off its trailing or outer extremities. Optimising or minimising these vortices as required is the aerodynamic complication of a current Formula 1 car.

To do this takes endless hours, weeks, months and even years of CFD and windtunnel research.