Ferrari has taken a step forward in Formula 1 in an attempt to open a new development path. By now, it is well known, considering that the main figures have spoken about it extensively. Technical director Loic Serra suggested this move, which, however, at least in the Bahrain pre-season testing session, did not deliver the expected results. Some believe that Ferrari masked its performance, while others think the problems encountered are real. As far as we are concerned, without speculating, it is definitely wiser to comment over the first race weekend.
The wait is now over, considering that in just a few hours, Formula One cars will take their first official steps in the Australian weekend at the 5.278-kilometre Albert Park Grand Prix Circuit in Melbourne. In the meantime, it is worth spending a few words on a technical level about an interesting solution. The current regulatory framework is now in its fourth season. The secrets and guidelines for making the car efficient have largely been assimilated. With the SF-25 single-seater, the Ferrari engineers and technicians has created a groundbreaking car that could provide more surprises than we can imagine.
The F1-75-style sidepods
Examining the central part of the car, it is at the very least curious to note how the current Prancing Horse car has revived, after two full seasons, a concept related to the shapes seen on the well-performing Ferrari F1-75. It must be said, for accuracy’s sake, that the aerodynamics department, led by the excellent Italian engineer Diego Tondi, has reinterpreted the solution to “fit” the ideas into the car’s current design philosophy. An approach that, over the last two seasons, has followed Red Bull‘s trend, much like the rest of the grid.
We are talking about the so-called “bathtubs,” which were much more evident on the car that competed in the 2022 Formula 1 championship, with excellent results in the first part of the season. The channeling in question is less pronounced on the Ferrari SF-25, but the aerodynamic impact on downforce is quite similar. This “technical revival” features a recess carved into the upper surface of the sidepod, which serves, in a way, to contain the fluid mass flowing over the top. This more distinctly marks the difference between the airflow passing over and along the sides.
However, in reality, this solution is designed to preserve the air on the lateral portion. We say this because the “bathtubs,” according to information gathered and reported by various news media outlets, stem from the need to accumulate various aerodynamic losses. By “losses,” we mean low-energy airflow. It is no coincidence that Ferrari’s hot air outlets are positioned precisely in this area. Furthermore, by default, the cockpit significantly disrupts the downstream airflow. Ultimately, in the compromise studied for the Ferrari, the lateral airflow experiences reduced attraction toward the upper surface.
Ferrari works on the aerodynamic platform
Making an aerodynamic concept effective is never easy in Formula 1, especially when making significant changes such as modifying the front suspension purely for aerodynamic purposes. Ferrari has worked hard to rebuild the structure of the fluid mass, and although some early issues clearly emerged during pre-season testing at the Sakhir circuit, the Maranello team believes it has resolved most of the inconsistencies that made the three days of testing in the Middle East quite complicated.
We know that the Italian side did not pay any attention to lap times. Another aspect concerns the 066/15 power unit, which was never pushed to the limit by Ferrari’s drivers. We are particularly curious about this, because although little has been said about it, the efficiency of the Italian engine has made a small step forward, which, over the course of a Grand Prix, could provide benefits that make a real difference. Melbourne is a very particular track.
A layout where Ferrari has always performed above expectations. The aerodynamic platform of the SF-25 has undergone specific evaluations in recent days and, according to simulator data, the Maranello team appears to have found the right setup to unlock part of the performance that remained unexpressed during testing. The moment is near. Three days in which the work will not stop, because every minute is precious in pursuit of the primary goal: to offer the best version of itself and aim for a clear result, the race victory.
— see video above —
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