Ferrari had hoped that technical directive TD018 could change the course of the 2025 Formula 1 season. That was not the case in Spain, as McLaren secured a one-two finish and the usual problems with the SF-25 emerged over the race weekend at the Circuit de Catalunya-Barcelona. However, some clarifications are needed regarding flexible wings, as several top-category engineers are not convinced that Barcelona accurately reflected the effects of this FIA directive.
Ferrari is also analyzing the data on double front-end changes. We discussed this last week, observing the cars’ behavior on track via onboard footage. Beyond the nature of the various F1 cars, the new technical directive concerning the aeroelasticity of front wings has inevitably altered the balance of several cars. With a more limited flexing effect, a greater lack of rotation was seen in the twistier sections.
Meanwhile, in fast corners, oversteer became more easily triggered. Clearly, these effects were more noticeable on cars that do not have a particularly stable aerodynamic platform by design. Lewis Hamilton, for example, struggled significantly over the 300 kilometre race distance, practically never finding the right balance in the car. This does not necessarily mean it was TD018’s fault.
On the other hand, it is also worth noting that Ferrari decided to upgrade this aerodynamic component. A visibly striking and quite intriguing change in the junction between the endplate and the first two flaps of the front wing. A Mercedes-inspired innovation, but even more refined, designed in part to enhance the outwash effect produced by the car.
We are talking about a key part of the car, as it is the first element to manage and direct airflow toward the center of the car body. Additionally, the suspension setup of the SF-25 is not as optimized as McLaren’s, which has been using a pull-rod front layout for three seasons now. This is another reason it will be interesting to see Ferrari’s performance in the Canadian Grand Prix following the data analysis done in Spain.
Ferrari tam principal Frederic Vasseur did his calculations at the Circuit de Catalunya in Barcelona. According to the French manager, Ferrari gained a tenth per lap in race pace compared to the MCL39 cars, although he admitted he is not sure why. That’s why he could not confirm whether it was due to the new aeroelasticity coefficient. Still, something “strange” happened, considering the competitive hierarchy before Barcelona.
Just consider Williams, which in the previous eight races had consistently been the top team’s closest follower, but could not manage that at Montmeló. Not to mention Sauber’s breakthrough, as the team delivered a strong performance and even beat one Ferrari car. Despite the various statements from drivers and engineers, more confirmation is likely needed to define the impact of TD018.
Where aero-mechanical compromise becomes more significant, on a track with a variety of corners to optimize, the new equation on flexible wings might become more apparent. From what we gathered in the paddock, this is the hope of several teams, Ferrari included. No one expects massive differences, but as noted, the effect could be more noticeable, perhaps starting at the Circuit Gilles-Villeneuve in Montreal.
It should also be said that a team’s skill in car setup work is still decisive. Where flexibility is reduced, such as in high-speed corners, car stability naturally decreases. And by adjusting the car’s parameters, it is possible, at least partially, according to some engineers in the paddock, to compensate for the lack of flexing. In this regard, Ferrari may not be in the best position, considering that the Italian car’s operating window is quite narrow. That is also why the Maranello team is pushing to accelerate development, aiming to introduce a new floor in Austria. This would also be useful for the aero-mechanical upgrades expected by the end of the summer, barring further issues.
Meanwhile, all eyes are on Montreal, where “curb riding” will be a central aspect. Specifically, the North American track’s notoriously bulky curbs must be attacked to be fast. In this case, Ferrari’s suspension layout, generally less stiff than McLaren’s or Red Bull’s, could be an advantage when setting up the car, requiring less compromise. In addition, following last week’s simulator studies, updated with real-world flexibility data, Ferrari expects to extract more from the car. The goal is a greater level of understanding, thanks also to feedback gathered on the changes made to the front wing. So let’s be optimistic: it’s hard to do worse than Ferrari has done in 2024 here.
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