F1, Ferrari: one of SF-24’s key strengths is suspension mechanics amid different compromise choice. The Ferrari SF-24 has one of its strengths in its suspension mechanics.

The victory secured by Charles Leclerc on the streets of Monte Carlo in the Monte Carlo Grand Prix highlighted one of the many strengths of the SF-24 single-seater. At low speeds, the Ferrari appears to be the car that best handles curbs and surface irregularities, with a natural ease that is envied by Red Bull and McLaren. Thus, the choices made by Ferrari on the 2024 car, initially met with skepticism at the time of its presentation back in February, now take on new significance.

Today, the RB20 single-seater is likely still the best car in the field considering the overall characteristics, but the last two races, which were held at the Imola circuit and in Monaco, have highlighted some interesting limitations. In Monte Carlo, Red Bull struggled with poor agility over curbs and bumps, with a limited ability to deal with surface irregularities, as confirmed by Max Verstappen himself, who pointed out at the end of the race that in the second sector, the Austrian side were in bad shape, as they couldn’t touch the curbs without the car getting unsettled and losing a lot of time. The Red Bull technicians tried softening and stiffening, but the car was like a go-kart, it bounced a lot, it didn’t absorb any curbs, bumps, or changes in slope.

A similar dynamic emerged the previous week in the Emilia Romagna Grand Prix at the Imola circuit, but with a difference. In Max Verstappen’s hands, the RB20 aggressively attacked the curbs of the fast Tamburello chicane, eliciting envy even from Charles Leclerc, only to become unsettled in slower sections like Variante Alta. It seems that after a jump, the Red Bull stabilizes with a large vertical force, whether it’s the weight of a full fuel tank or the aerodynamic load at high speeds. A small confirmation comes from the better pace Max Verstappen manages to express in the early stages of the race.

In Monte Carlo, McLaren also encountered a similar problem. Team principal Andrea Stella admitted that it doesn’t seem like McLaren can achieve the same behavior over bumps and curbs as other cars. Their drivers were clear that other cars can attack the curbs more easily, and on a track like Monaco, it makes quite a difference. The Team Principal’s words indirectly refer to Ferrari.

The victory of the Prancing Horse in the Monaco Grand Prix was somewhat unexpected, considering that slow corners remain a weak point of the SF-24 compared to direct competition. However, the Ferrari showcased enviable stability over curbs and through the city streets of Monte Carlo, thanks also to the suspension philosophy. In particular, the suspension design is a matter of compromise between three aspects: size and impact on local airflow; stabilization of ride heights and vehicle posture; kinematics and mechanical grip.

During the presentation of the SF-24, Italian aerodynamicist and Ferrari technical director Enrico Cardile emphasized this aspect, highlighting how much the Maranello team had taken into consideration the compliance of the suspension, that is, its movements and the absorption of bumps. He highlighted that the Italian side had thoroughly considered this aspect. Enrico Cardile noted that for their goals and flow management, they had found a good compromise with the current suspension layout, balancing aerodynamic performance and suspension compliance.

Symbolic is the unconventional choice of the Ferrari engineers to focus on a new-concept rear pull-rod suspension compared to the push-rod of the competition, which is more favorable for the circulation of flows in the gearbox area. It is not a matter of recognizing the superiority of one system over the other, but the different choice indicates that the objectives were also different. Technical director Enrico Cardile explained that switching from pull-rod to push-rod did not present any benefits that would justify the compromise in terms of weight and compliance. This indicates that Ferrari, in its design compromise, has given significant consideration to the mechanical behavior of the rear end. This focus was confirmed a few months ago to Racecar Engineering by Andrea De Zordo, technical director of the Haas customer team, who noted that Ferrari’s design takes the suspension’s mechanical behavior more into account.

The merits of the Maranello suspension system do not stop there. Current Formula 1 cars are based on ground effect, exploiting the aerodynamic interaction between the floor and the ground to generate downforce. To make the best use of this interaction, it becomes a priority to perfectly control the ride height during driving, where even a single millimeter can make a difference. This is something British car designer Adrian Newey was perfectly aware of, dedicating himself especially to the suspensions during his last years at Red Bull.

In the past two years, the world champions have been the best at stabilizing ride heights during driving, also managing to collapse the rear end at high speeds to induce partial diffuser stall, gaining speed on straights. However, according to Auto Motor und Sport journalist and Formula 1 expert Michael Schmidt, in 2023 the competition has achieved similar mastery, including Mercedes, Ferrari, and the customer Racing Bulls, which now mounts updated Red Bull mechanics.

Michael Schmidt also reports that Ferrari today has even better ride height control than the original Red Bull. This is partly due to the new internal mechanics, with the switch from cup springs to heavier torsion bars, crucial for achieving greater precision in ride heights. Once again, Enrico Cardile’s comments from last February provide a small confirmation. He explained that the rear suspension mechanics are positioned differently within the transmission box, marking a new concept and an innovation for Ferrari compared to their previous methods of suspension management. The advantages of this new mechanical design will be particularly beneficial in Montreal, where effectively absorbing bumps and curbs will be a central concern.

Source: FUnoanalisitecnica