Could this be the year that Ferrari finally regains its championship-winning form in Formula 1? Since the introduction of ground-effect regulations, Ferrari has consistently played second fiddle to Red Bull, who have excelled in understanding the aerodynamic requirements of these cars. Red Bull’s dominance, coupled with a few mistakes from Ferrari and the presence of Max Verstappen, has made it difficult for the Scuderia to come out on top. Winning is about surpassing the competition, and until Ferrari can do that, they will remain in second place at best.
Ferrari’s decision to sign Lewis Hamilton for 2025 and beyond will undoubtedly change the team dynamic this year. By making this move, Ferrari is essentially admitting that they lack confidence in their current drivers to deliver the best results. This means that Charles Leclerc is no longer the golden boy, and Carlos Sainz’s future with the team is uncertain. Expect some fireworks both on and off the track as a result.
Although Ferrari ended the 2023 season on a relatively positive note, they were still unable to secure more than one race win. Regardless of the driver behind the wheel, Ferrari needs a car that can outperform the rest of the field. So, let’s take a closer look at what they have produced.
Upon examining the overall front view and comparing it to last year, it appears that there haven’t been any significant changes in this crucial area. This is a bit concerning because the front section of the car sets the stage for the rest of its aerodynamic performance. If this area is not optimized, it will negatively impact the overall performance of the car.
Analyzing the specific changes from last year, it seems that they are all somewhat negative. While the front wing will naturally adapt to different downforce levels required for each circuit, it’s worth noting that the controversial outwash vanes supporting the rear flap in 2023 have disappeared. This reduction in outwash will result in more turbulent flow entering the front tire.
Additionally, the front section of the nose now has a more bulbous shape. While this may not be a major negative, it does affect the airflow around the sides of the nose. Overall, the front suspension remains the same as last year, utilizing a pushrod system.
Examining the plan view, we can observe the lower wishbone, trackrod, top wishbone, and pushrod in more detail. The design is compact, with narrow top and bottom wishbones to keep the rear legs away from the leading edge of the floor. However, there are no groundbreaking innovations in this area.
Moving to the rear view, we can see the suspension links and the amount of anti-dive Ferrari has incorporated into the front suspension. The top wishbone rear leg is mounted lower on the chassis than the forward leg, while the lower wishbone rear leg is also positioned lower. This difference in pickup points generates anti-dive, which helps maintain the car’s ride height under braking.
Ferrari has adopted a Red Bull-style radiator inlet, but with less surface area compared to previous years. The team seems to have retained a higher percentage of front opening, indicating a potential need for increased cooling or a lack of advanced cooling technology compared to other teams.
In terms of the floor edge detail, Ferrari’s design is relatively tame compared to Red Bull’s aggressive features. The team has exit vanes on the front corner and a longitudinal edge vane with a slot gap. However, there is nothing particularly standout about their approach.
An overhead shot reveals a top body surface inboard gulley that allows airflow spillage from the radiator without disrupting the main airflow structure or other downforce-producing elements. There is also a small duct on the cockpit side, which appears to have grown in size compared to last year. Its purpose is unclear, but it may serve as an exit duct for cooling purposes or potentially function as an ‘S’ duct.
Shifting focus to the rear suspension, Ferrari continues to utilize a pullrod system. However, there have been several changes in the location of components relative to the top wishbone. The inner mounting and suspension components have been moved further rearward. This adjustment could be due to a shorter gearbox, allowing for a rearward engine placement and a longer, narrower fuel tank. Alternatively, Ferrari may have wanted to shift the weight distribution slightly rearward for better track-specific tuning.
As for the lower beam wing, the regulations permit a maximum of two elements within a specific area. Ferrari’s design features a small forward upper element and a more aggressive lower element that works in conjunction with the diffuser. This combination enhances downforce production and reduces underfloor sensitivity. When the DRS is activated, it induces an aerodynamic stall, resulting in a larger reduction in drag and increased top speed.
Ferrari’s straight-line speed was a significant issue last year. While it’s challenging to gauge efficiency solely from the rear wing, the design philosophy suggests a focus on reducing drag. The treatment where the rear flap joins the endplates creates a more efficient package. The absence of a gurney flap on the rear wing flap trailing edge indicates a desire to reduce drag, although this may compromise braking stability.
Overall, Ferrari’s 2024 car has some positive aspects and appears well-constructed. However, it lacks groundbreaking innovations that would propel the team to the top. The true differentiating factors lie in the parts that are not visible, as they maximize the car’s performance. As a Ferrari fan, I expected a bit more from this design.
According to the Source the-race.com