Technical analysis of Paul Ricard testing

As Ricard is a dedicated test track, its layout can be revised for both a slower, twistier version and a faster, straighter format to provide the contrasting demands of the next races.

On the opening day of the test the teams are using the tighter Monaco track configuration. Therefore, teams are running their high downforce set-ups in preparation for the next race.

Williams have brought a Red Bull-like 'shark-fin' to the test, already copied by Renault for the Spanish GP.

Clearly in the intervening three weeks since Barcelona the parts have been designed, tested and put onto the Williams.

Admittedly, the Williams solution is sleeker than Red Bull's and incorporates a small winglet in its rear most tip.

The shark-fin is mainly used to control the rear of the car sliding, but designed not to mask the rear wing when the tail does eventually slide or in cross winds. The development may not be vital at Monaco, but will be more useful in Montreal.

Meanwhile, Toyota have brought a radical new rear wing to the test.

Just as BMW Sauber have done with their front wing, Toyota have slotted in the forward element of the rear wing. This allows the wing to be steeper without stalling, thus creating more downforce.

However, the front wing is allowed to have multiple elements, while the rear wing is limited to just two - the presence of the slot could be construed as outside the "two closed sections," as demanded by the rules.

Should it race at Monaco, the rear wing will certainly attract the attention of the other teams and scrutineers. Toyota have added extra fins to the pod wings on the shoulders of the sidepods to create yet more downforce, as have Williams.

Continuing the high downforce theme Honda have developed endplates for the "dumbo wings" and also added small winglets to the inside edges of the front wing.

The latter addition is a small gain, compared to adding a bridge wing which has been the standard approach this year, something Honda have yet to develop.