CANADA GP 2005 TECHNICAL ANALYSIS
FIA FORMULA ONE : CANADIAN GRAND PRIX 2005
Small changes can bring big performance gains, hence this new design in Montreal. It may not look much different, but is in fact all new. The flap has been reduced in cross section and height, while the main profile is higher than before. Revisions to the endplates highlight the changes � their upper section is now narrower where it connects to the flap. The changes all relate to Canada’s medium downforce requirement and the top speed needed for the long straight preceding the short pit straight.
A revised design for the medium-downforce Circuit Gilles Villeneuve. The wing sports a revised flap, with reduced cross section, and revised endplates, with two, rather than the previous three, horizontal slits (right-hand arrow). With less downforce required, the main profile is higher than before. Also, the rear diagonal cut of the endplates has been reduced in width (left-hand arrow) to better manage the vortex created by airflow impact in this area.
Red Bull introduced a rear wing featuring revised endplates for Montreal. In their detail they are now quite similar to those on the Williams FW27, as they sport a revised cut at their rearmost upper corner (red arrow), so as to reduce side-wind sensitivity and turbulence in the corners. The changes seem to improve the stability of the car’s rear end.
New winglets for Montreal in front of the sidepods, not dissimilar to the ones introduced by Toyota a few races ago. The new element features a large endplate, bigger than the equivalent Toyota device. Interestingly, the new winglets are not just for slower circuits, but are expected to be a permanent feature on the car for the rest of the season. These elements provide additional downforce and help improve the airflow directed to the rear of the car.