Monza is the fastest track in the Formula 1 calendar, for which teams bring special aerodynamic packages with very low downforce levels to make the cars run faster in long streches without losing too much on braking and cornering.
Italian GP is also scheduled after the very fast Spa Francorchamps, where medium-low downforce settings are used, so teams often use similar or even the same rear wing as on the Belgian course.
However, it is common to use even lower wing profiles to further reduce air resistance and increase speed, but on free practiece sessions we often see experiments with different downforce levels so that drivers and teams can find the best compromise between the lap time, which is particularly important in qualifying, and straightline speed, which is extremely important for the race to gain and protect position.
Ferrari has brought a new rear wing in Monza with its lower element (red) almost straight, but the leading edge drops slightly towards the second element (yellow) to accelerate the airstream on the way to flap (yellow) with a higher angle of attack.
The two elements together form the wing profile – upper element (flap) is shorter and has a relatively large angle of attack to provide enough downforce on acceleration and braking, as well as in medium and fast corners like Lesmos, Ascari and Parabolica. The upper part of the upper element (yellow) in the middle has the usual V-slot to reduce turbulence in the middle of the wing, behind the DRS mechanism which upsets the airflow.
Ferrari’s rear wing is not as shallow as the Red Bull wing at Spa, which is well seen in the height of the endplates above the main plane. In this place we see four horizontal slots (purple) that do not extend to the leading vertical edge of the wing , as is often the case with numerous teams, pioneered by Toro Rosso in 2016.
The aerodynamic package is completed with a simple 750 mm wide T-wing (green) that produces less downforce and drag compared to multi-element variants with larger angles of attack.
Ferrari continues to adapt the floor in front of the rear wheels, which now has five slots on each side, unlike the floor in Spa where six of them were used and Hungary where there were seven slots.
The number and shape of these slots influence the way in which vortices are created that help to isolate the airflow below the car from the outside, particularly from the turbulence of the rotating rear wheels which negatively affect the diffuser and the aerodynamic efficiency of the entire floor.
The front wing is not as extreme as some other teams, which confirms that Ferrari uses relatively high downforce settings in Monza, which is something they can afford because they have a powerful engine, just like Mercedes.
The number of elements close to the central, 50 cm wide neutral section is still five, as well as on the Spa and on many other tracks this season, and the leading edge of the bottom element is slightly reshaped, affecting the way in which vortices are sent to the other aerodynamic elements behind the front wing.