Ferrari team principal and now also technical director Frederic Vasseur is experiencing a particularly intense summer. While waiting for the arrival of the figure who will lead the technical revival of the Prancing Horse team by the end of September (referred to as Mister X), the responsibility of making immediate choices falls on the French team principal, following a programmatic line.
The Racing Department is in a very delicate phase as several projects, all very important, are being defined these days. First of all, the Ferrari technicians are seeking the dark ailment of the SF-24: the Barcelona aerodynamic update package is not working, as some speak of a 20-point downforce loss when porpoising starts in fast corners and an aerodynamic setup that resolves the problem, based on insights from the British GP, needs to be approved.
Carlos Sainz, dubbed the “voice of truth,” believes that the Silverstone lesson has served to understand the red car’s woes and now the aerodynamic staff led by Diego Tondi needs time to sort out what is not working. Meanwhile, we will see the Ferrari 3.0, with the Barcelona configuration in Hungary and the 2.0 Imola version at Spa-Francorchamps, waiting for the right mix to arrive in Zandvoort to compete in the second half of the 2024 Formula 1 championship as a protagonist capable of challenging Mercedes and, on some tracks, even Red Bull and Mercedes.
In reality, the Ferrari engineers are already focused on project 677, the code for what is internally called the “Lewis Hamilton car.” Next year’s single-seater was supposed to be an evolution of the SF-24, minimizing costs, because the bulk of the budget will be allocated to the 2026 Formula 1 car.
The current Ferrari car shows clear limits, so Fabio Montecchi, Chief Project Engineer, Corrado Onorato, Deputy Chief Designer, and Diego Tondi, Head of Aerodynamic Development, are the engineers working on the 677, a car that will have nothing in common with the current one.
This is an important aspect to emphasize because in Maranello they have decided to take a different direction with the 2025 single-seater and not follow the path chosen with the design of the SF-24. A clear break with the era of Enrico Cardile, who is set to join Aston Martin, that had already been decided months ago.
We have already anticipated that project 677 will adopt the pull rod front suspension system, following the modern concepts of Red Bull and McLaren, while the rear will remain faithful to the current configuration, without being tempted by the push rod.
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The chassis will be completely redesigned, not only in the front to accommodate the suspension mechanics on the floor of the chassis and with the steering possibly moved back in perfect MCL38 style, as the Woking car is the new model that Maranello is inspired by, but also because the car’s layout will change with a revised weight distribution in an attempt to find the best compromise in tire exploitation.
This year, Ferrari has been the team that has collaborated the most with Pirelli in developing the 2025 tires. And while it is true that test data has always been shared by the sole supplier with all teams, having direct feedback from the main drivers is an advantage that can provide useful insights into the development of new tires that will need to be less sensitive to overheating.
According to some rumors, Lewis Hamilton’s first Ferrari will have a shorter gearbox, with a slight shift of the engine towards the rear because the side pod openings and, consequently, the cockpit will be moved back. Following the concepts of McLaren and Red Bull, they aim to move the front wheel away from the side pods to reduce the negative effect of wake turbulence.
The 677 is therefore engaging the Prancing Horse staff more intensely than one might have thought, and it should not be surprising if the SF-24 will have limited development in the second part of the championship. From October 1st, Loic Serra, the former Mercedes engineer strongly desired by Fred Vasseur, will join the Racing Department: he will be the technician tasked with “thinking” the 678 according to the directions given by “Mister X” and the constraints derived from the power unit area led by Enrico Gualtieri.
In Maranello, they have no intention of “abandoning” the SF-24, as there is still half the championship to go, but it is clear that priorities have shifted towards the 677.
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