One of the most interesting questions about Formula 1, a question concerning the historic Scuderia Ferrari team, is linked with the aerodynamic philosophy that the next car from Maranello will adopt. The answer, in part, came from the outgoing Mattia Binotto based on his comments in the last few weeks: the Ferrari 675, in theory, will follow the guidelines from the 2022 single-seater.
On the other hand, thinking about it, redesigning a car from a blank sheet was very expensive considering the budget cap issue. It could have been done, ok, but the finances to then develop the car during the championship would have been small, as pointed out by funoanalisitecnica.com.
Furthermore, another important factor must be taken into account to evaluate this scenario. Fully approaching a new concept, perhaps similar to the Red Bull one, meant starting at a considerable disadvantage compared to the Milton Keynes team, thanks to the know-how acquired during the recently ended Formula 1 world championship.
Furthermore, according to the information collected by Formula One Technical Analysis, the technicians within the Ferrari Racing Department strongly believe in the design approach studied for the new regulations: apparently they have finely understood where and how to intervene to correct the key issues of the F1-75 challenger.
F1/Ferrari 675: flexible wings and efficient floor
Over the course of the 2022 Formula 1 season we learned about the main weaknesses which have affected the Italian car. Although improvements have not been lacking on the aerodynamic efficiency issue, a very important parameter in the technical context linked to the new generation wing cars, the levels of the RB18 are still far from being achieved.
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In this regard, the additional hours granted by the regulation in the wind tunnel, assigned on the basis of the final positions in the standings, will be very useful for further refining this crucial parameter at certain circuits.
The goal remains the same: to “clean” the flows that envelop the single-seater and, consequently, reduce the drag generated by the red car while maintaining the same downforce points. To put this idea into practice, work was done on managing the turbulence that is created around the front tyres.
Ferrari, moreover, has found it appropriate to start developing the concepts relating to the so-called flexible wings, a prerogative strongly adopted by Red Bull and in part also by Mercedes. This aspect takes on a certain importance in the general aerodynamic framework of the car, offering big advantages which, in certain circumstances, widen the set-up window and positively affect the lap times.
On a practical level, it is a matter of crossing the elements that make up the carbon fibers in an appropriate way. This “simple” operation generates a certain flexibility of the front wings which in high-speed straights tend to lower as air resistance increases. While in the slower areas the wing returns to the pre-established position to generate the adequate load.
A further essential point that the Ferrari Racing Department has paid close attention to concerns the floor, the section of the car where we will see various developments. According to what funoanalisitecnica.com editorial team has learned, there will be a very specific change of direction inherent in the design.
Adrian Newey led the way in this area, as the very smooth profile of the RB18 diffuser limited the vertical thrust peak. This feature reduced floor sag in that area. In this way the tedious phenomenon of porpoising has been reduced, allowing the Austrian side to adopt ride heights established by the project.
The Maranello specialists studied the Red Bull philosophy in depth, with the clear intention of adapting it and making it effective on their own car. Let’s talk about the transition between the back and the diffuser which provides for a less angular connection. This solution avoids a “depressive peak” which, as a result, minimizes the infamous and somewhat harmful aerodynamic hopping, reducing it to a “minor nuisance”.
F1/Ferrari 675: update on the internal combustion engine
Reliability, a concern that urgently needed a remedy from the Maranello team given the big problems during the 2022 Formula One championship.
In fact, in the middle of the season, the team from Italy was forced to weaken and limit the power unit, causing clear performance deficits. Fortunately, taking advantage of the rule relating to the aforementioned reliability, various interventions on the internal combustion unit will guarantee a significant leap in quality in view of the 2023 Formula 1 world championship.
The triggering cause of engine troubles is located in the pre-combustion chamber, which is necessary to facilitate the evaporation and mixing of the fuel. Up to 3% of the fuel is released in this stage. Combustion begins in this part of the engine and then continues in the chamber itself.
The problem identified concerns the heat emission peak which is recorded right in the initial phase inside the pre-chamber, a context to be avoided as it produces strong thermal and mechanical stresses. The internal combustion part of the 2023 power unit, therefore, will mitigate this peak to ensure a natural evolution over time.
Ferrari engine designers worked on ignition times to reduce the heat trend. To carry out this operation, in addition to intervening on the atomisation of the mixture, an attempt was made to make the jet inside the chamber more turbulent. This system has already been developed in recent years, when technical partner Mahle supplied Ferrari with the TJI (Turbulent Jet Ignition) system.
According to funoanalisitecnica.com, the mechanism has been refined in recent monthh and is now capable of generating a highly turbulent flow that is able to fill the chamber in the best possible way.
These factor favors self-ignition in different points of the combustion chamber and, automatically, increase the thrust on the piston, eliminating the problems suffered during the 2022 Formula 1 campaign.
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