Ferrari therefore approaches the seventh round of the 2024 F1 season, the Imola Grand Prix, which will see the official debut of the SF-24 EVO. This is the first aggressive update to the red car, aiming to significantly improve performance. The package has already been tested at Fiorano and we have closely observed the behavior of the Italian car. In terms of timing, there is nothing major to report. The two main drivers did not seek out time results; instead, the work focused on data collection, which is currently being studied.
To validate the update and move from the subjective to the objective phase, as always in Formula 1, the track will be necessary. Three free practice sessions along the banks of the Santerno River will allow the Ferrari drivers, in collaboration with technicians and engineers, to seek the much-anticipated answers. The Imola weekend looks promising. The Prancing Horse should also present the new version of the floor, as the one seen on the home track last Friday only differed from the base specification in the attachments of the longitudinal fence. Therefore, it cannot be considered an update.
The differences will be elsewhere, located at the entrance of the floor, underneath in the keel area (venturi channels), on the floor edge, and the cutting edge. Some modifications to the diffuser area are also possible. It’s important to remember that although Ferrari has equipped the SF-24 EVO with Red Bull-style “shark inlets,” the floor of an F1 car remains the most important macro component within the current regulatory framework, as it can provide vertical thrust without generating drag. Other minor upgrades that can still make a difference concern the cockpit area.
We refer to the vortex generators that enhance the outwash effect, aerodynamic appendages shaped like “cobra” in the upper area of the sidepods. At the rear, we noticed a small novelty concerning the rear wing, where the final shape of the second plane is more pointed and less rounded. This measure is inspired by an idea from Mercedes, always very active in this regard. Ferrari has modified the so-called wing tips with the aerodynamic purpose of gaining some downforce without increasing the car’s drag. This is certainly useful considering the suboptimal end of straight speed of the red car.
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Through the images that were taken by various journalists who had the opportunity to be present at the Fiorano circuit, we can confirm without a doubt: the Ferrari SF-24 EVO, in addition to the reshaping of the inlets, has undergone a slight remodeling compared to the base version of the car. Specifically, the team of aerodynamics experts, led by technical director Enrico Cardile, decided to “narrow” the section in the lower rear area. This measure is designed to increase the flow of clean air towards the rear of the car. Furthermore, such a solution helps to “clear a path” for turbulence-free flows.
Moreover, the volume in the initial portion of the sidepods is also different. This operation was intended to connect the sidepod with the new RB20 Bull-style inlet. Speaking of the new inlets located on the sidepods, we can confirm that the S-Duct system is no longer in use in the latest update of the Maranello single-seater. We refer to the vertical entry channel located in the undercut area which, although still present, has been connected to a more classic horizontal intake placed higher up. This results in a single “L”-shaped intake section.
Understanding the reasons why the technicians abandoned the “vertical duct” solution is not simple. Most likely, considering how the aerodynamics of the car work in this particular area, they aimed to follow a concept already implemented on the Mercedes W15, using both slots primarily for cooling internal components. Currently, the vertical intake is connected to the horizontal one and should provide a good airflow to “feed” the radiator.
However, we need to consider the specific area of the Ferrari SF-24 EVO we are analyzing. Regarding this part of the F1 car, it must be noted that the fluid entering the vertical intake has a very thick boundary layer. This refers to the portion of flow that comes into direct contact with the surface, in this case, the side of the cockpit. As the air mass brushes against the surface, it loses energy, the boundary layer thickens, and consequently, the cooling capacity of the intake is not optimal. The mass flow rate entering the car, therefore, is proportionally lower than the maximum possible amount for a given slot size.
On the other hand, adding a vertical intake for radiator cooling means the horizontal slot’s intake section can be slightly reduced, yielding useful aerodynamic effects. Although it is not guaranteed that the air will reach the radiators, based on the information gathered, we know that the internal modifications are minimal. The internal components’ layouts have only been slightly adjusted to fit the new solution. Therefore, the vertical duct might cool secondary components.
Source: FUnoanalisitecnica
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