Monaco GP tech attack

Keep up-to-date with all the latest technical developments in F1 with the sport's leading graphical analyst Giorgio Piola. His illustrations are second-to-none, direct from the pit lane, and outline just who is doing what to find the all-important advantage in the world's fastest-moving sport

The F2004's chimney (1) has a big effect on downforce. It channels the airflow to the winglets and directs hot air away from the car, where it would have a detrimental effect on tyre temperatures and could make the airflow more turbulent The endplate of the winglet (2) has been modified, with a bigger wall to separate the airflow. The endplate opens up in thickness (3), like the Renault's main wing endplate.

Guide vanes were modified (old version inset) with a different trailing edge shape, giving detail aero improvements.

At Monaco there was a new axle-level wing (1) like the one already seen on the BAR and Williams this year, but with a twisted profile. After Spain the FIA changed its interpretation of the rear-wing fence rule, meaning teams have had to modify them. The wings can no longer be of aerodynamic profile, but must be there only to make the mounting stiffer (2). Renault has stretched this interpretation with fences shaped far more than what is necessary for fixing only. The rear endplate (3) increases in thickness towards the top, increasing flow to the wing element.

The Anglo-French outfit reintroduced the concept of the engine/monocoque strut seen on the R23 and placed it on the R24, transforming the feel of the car for its drivers. Made from carbonfibre, it increases the beam stiffness of the rear of the car. On the R23 they were attached from the gearbox to the tub, but on the R24 they go from the engine cam covers to the tub.

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