Originally Posted by
NJB13
This article seems to suggest it indeed can be used/invoked during the race as well as qualifying and that there is a solution to at least mitigate the heat damage issues.
Bot translation of the article:-
Even Ferrari to Hockenheim will have a mapping of control unit that will delay time from engine, allowing the pilot to maintain engine in shooting even when these will take its foot off the accelerator. In this way it is possible that discharges blowers on the diffuser guarantee an additional downforce, while maintaining a minimum pressure which otherwise would lose in release phase. We say now that this is not a gimmick of Maranello, but yet another solution copied from Red Bul Racing and then developed taking into account the characteristics of F10. In Britain there is who was convinced that it was precisely thanks to this that the Rb6 have always something extra in capacity and various experts argued that the eight pole positions conquered on nine Gp were the fruit of this solution. Apparently we put with peace of mind because the ignition delay helps make the monoposto less unstable, but would those advantages be insured, seven tenths in one round on competition. Lingers sagacemente Adrian Newey has developed a strategy that Renault was using to safeguard its engines R30: the delay on/off, in fact, it was thought to improve the reliability of transalpine V8 and not to improve performance. Unlike what you thought and wrote, in fact, with this electronic mapping not inject more gasoline, but it makes sure that the intake and exhaust those you remain open at the same time for a moment. Then the exhaust gases, in release phase, would only hot air (otherwise there would a considerable increase of consumption): transalpine technicians had conceived this solution to reduce temperatures in the heart of the engine, thus extending the life of the engine. Adrian Newey, which is a perfectionist, tried to exploit this opportunity in aerodynamic terms: is it for this that has set the Rb6 with discharges blowers, but from what it was able to seize, this gimmick is not only useful for a lap in qualifying, but can be used in the race and not only for a ride. In short, the additional load can be useful to stabilize the single seater, ensuring a small increase of load, but certainly not the solution that makes slippery, the Red Bull, so the "hunting" starts over and went back to look with particular attention in the area of the suspensions. Ferrari, for its part, continues the development of a package which is optimized for maximum performance: the trial is conducted in a simulator from Alonso and Massa would have highlighted that the F10 with the latest news should be able to fight for the victory. We will see to Hockenheim, though the fear of technical director Aldo Costa is that it has not yet closed completely the gap by Webber and Vettel in qualifying lap: and it is precisely on this subject who are working hard at Maranello ... by Franco Nugnes
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Well, that just about sums it all up!!!
no seriously tho....the drag-racers have been messing around with ignition timing and camshaft profiles since the 40s!!!!!!!!!! In Formula 1 nowadays with pneumatic valve trains such as they have there is far more scope for excessive valve overlap and spark timing... i mean, its easy when you think about it! 
Fernando usuallymakes a strong to the season like a charging Bull getting up to top speed very quickly........but this Bull is gathering pace to make its killer lunge for glory at the end!!! 
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