Alpine deserves credit for being the first team to explore the idea of adding a small aerodynamic flap behind the actuator of the movable rear wing. The solution was first seen on the A526 at the Japanese Grand Prix, where the aerodynamic department led by David Sanchez discovered that the regulatory volume associated with the flap actuator could be exploited to generate additional downforce without significantly compromising aerodynamic efficiency.
Since adopting the Mercedes rear-end package — which includes not only the Brixworth power unit but also the transmission and rear suspension supplied from Brackley — the Enstone-based team has made a clear step forward in performance. Alpine has firmly established itself as the “best of the rest,” currently occupying fifth place in the Constructors’ Championship with a 14-point advantage over Racing Bulls.
For the streets of Monte Carlo, every team except Ferrari focused heavily on maximizing vertical load, particularly after the FIA moved to ban active aerodynamic solutions. Within that context, the idea of incorporating additional flap elements around the rear-wing actuator was developed further for Monaco, taking on a new and highly creative form.
Alpine, the team behind the original concept, sought to push the idea even further by interpreting the limits permitted by the regulations in its own distinctive way. A Getty Images photograph showing the rear wing from behind provides a clearer view of the concept developed at Enstone.
In addition to the two vertical flap elements integrated into the actuator housing that had already been visible earlier in the weekend, three additional miniature aerodynamic elements could be seen mounted on the nolder attached to the trailing edge of the upper flap.
These components are understood to be rapid-prototyping parts designed to generate additional localized aerodynamic load. While small in size, they represent another example of Formula 1 teams searching for marginal gains in every area permitted by the regulations.
Pierre Gasly, racing on a circuit he now considers something of a home event following the disappearance of the French Grand Prix from the Formula 1 calendar, successfully guided the Alpine into Q3 and secured a valuable ninth-place qualifying result.
Meanwhile, Franco Colapinto, who had impressed with a strong performance in Canada, found himself once again behind his French teammate, finishing qualifying in 14th position.
The Monaco update further highlights Alpine’s willingness to explore unconventional aerodynamic solutions in pursuit of performance. While the gains delivered by similar components may appear modest in isolation, Monaco is a circuit where every point of downforce and every fraction of a second can make a meaningful difference, particularly in qualifying, where track position often determines the outcome of the race weekend.
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