McLaren is running a low-downforce rear wing in Monza similar to the one used at Spa, albeit without the coathanger-style T-wing.
Force India’s low-downforce rear wing is set at a very low angle of attack and is devoid of endplate louvres given there is less of a tip vortex to quell.
Note the extremely short chord upper flap, which helps to balance the car given the downforce generated by the low-downforce rear wing.
A look at the bargeboards and surrounding aero appendages that have been updated on the FW40 over the last few races. Note, however, how the chassis horn is not part of the set-up, at least at present, with the two fixing points clearly visible on the side of the chassis.
An overhead shot of the FW40’s floor ahead of the rear tyre, with various L-shaped slots and vertical strakes used to change the direction of the airflow.
The inclination of Toro Rosso's front wing serves to reduce the level of downforce being generated, while the uppermost flap is removed entirely.
Ferrari looks set to stick wiith the new front wing introduced in Spa, which is devoid of the triangular fin atop the endplate.
Introduced in Spa but not raced, Haas' bowtie-shaped rear wing features a more slender central section and a taller chord at the outer extremities. The T-wing is notably absent.
Mercedes has set up with a low-downforce rear wing, which features just three open-ended-style endplate louvres with which to displace the tip vortex that is generated.
A close-up of the SF70H’s rear end, including detail of the outer diffuser flap stack, the suspension set-up and the three pointed star-shaped exhaust.
The mainplane and top flap set a low angle of attack on Renault's low-downforce rear wing, with only two open-ended-style endplate louvres to complement them.
Ferrari will utilise a lower-downforce rear wing configuration in Italy, having run its ‘spoon’-style rear wing in Spa. This wing has a shallow angle of attack and is complemented by four conventional endplate louvres, instead of the open-ended-style ones favoured in the previous specification.
A look at the gearbox, suspension and crash structure from the RB13 before it’s assembled.
The Renault power unit displaced from the RB13’s chassis offers some insight into the team's packaging choices and the layout of the engine itself.
Note the large 3rd ‘heave’ damper element, which straddles the upper portion of the chassis, so much so that the nose and chassis transition has a bump when covered by the vanity panel.
The RS17’s brake assembly and blown front axle, the latter of which is new for 2017 and assists the front wing in managing the aerodynamic wake that is shed by the front tyre.
A variation of the front wing that has been evolving in recent races for the Swiss team - of note is the narrow main cascade and the singular, tall chord upper flap.
Another angle of the bowtie-style rear wing that will be deployed by Haas for the Italian GP.
A close-up of the RB13’s rear brake assembly while the car is being prepared - note the various coatings used to deal with the heat being generated.
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