The possibility of a wet weekend at the Circuit Gilles-Villeneuve in Canada ignites the Formula 1 scene. The historic Ferrari team, as well as Red Bull, are grateful for the adverse weather conditions. For the Italian side, there are several aspects to exploit in theory. With a wet track surface, the time spent on straights doesn’t vary excessively. Conversely, the seconds per lap on the slower sections of the track increase proportionally. This means that lap time performance will be less sensitive to aerodynamic efficiency values, a factor that will benefit the SF-24 car. Ground clearances will be increased, and the underbody will work further from the optimal balance.
For this reason, cars equipped with aerodynamic devices less sensitive to height variations can reap good benefits in such conditions and Ferrari is among these, as far as we know. Furthermore, the Italian F1 car can produce an excellent amount of load through the bodywork, another element from which the Maranello technicians, drivers, and engineers will seek to derive maximum advantages. As mentioned, Red Bull itself seems quite content with the weather, especially with Max Verstappen apparently thinking that this way he can “hide” some shortcomings of the RB20 single-seater.
As predicted, the Maranello team arrives in Canada with the second version of the rear wing. We are talking about the version first introduced on the SF-24 during the F1 tests at the Fiorano circuit preceding the Imola weekend. A rear wing that adapts very well to the aerodynamic compromise Ferrari seeks to be aerodynamically efficient. With a wet track, the load will need to be increased; however, the third specification, the one introduced in Monaco, with high downforce, has not been chosen. The load will be adjusted around the optimal value thanks to the variation in the angle of the beam wing.
The latter is crucial in order to properly work the car’s floor-diffuser system. The biplane of the appendix in question acts as a real extension of the diffuser, which in turn increases its volume. For the rest, we can assert that Ferrari is continuing the search for the best setup on the updated version. The chosen specification differs from the previous equivalent version in the wing-tips configuration. This way, the tuning of the all-red F1 is optimized, always using the same load level.
Thanks to this operation, data in hand, it is much easier to find a compromise between high and low speed, a crucial element in Formula 1. On the contrary, observing the images from the Montreal pitlane on Thursday, we see that Red Bull is equipped with the version with more load that they have already used in several events this year. A choice which effectively uses downforce above the optimal point since the main plane has a more pronounced frontal area than Ferrari’s. They can do this because the efficiency level is higher, and having more load will be important in wet track conditions.
Superior downforce load also stabilizes the rear of the car, especially in medium-speed corners. The goal is to “plant” the rear on the ground on entry while contributing significantly to the improvement of traction, a fundamental aspect especially at certain points of the Canadian track. Ultimately, the lap time can be built in many different ways. For this reason, currently, evaluating beforehand the feasibility or not of one configuration over the other doesn’t seem so wise.
Lastly, let’s also take a look at McLaren. The MCL38 chooses the same version of the wing used in China, Japan, and recently also at the Imola circuit. This specification ensures a medium level of aerodynamic load, through which the English cars of Lando Norris and Oscar Piastri can reach high top speeds. As for Mercedes, at the moment, it seems that the technicians have chosen the version already seen in Miami. We are talking about a specification with a concept similar to that of McLaren, which aims to optimize top speeds while providing a sufficient level of load.
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