Just a few days ago, preceding the 2024 launch of Ferrari, Team Principal Fred Vasseur orchestrated a collective meeting with the staff of the Ferrari Racing Division. There were no dramatic proclamations; Fred Vasseur, known for his straightforward approach, outlined his objectives of enhancing and rallying the team. Surprisingly, there was no mention, at least for now, of the sensational revelation that sent shockwaves throughout Formula 1 – Lewis Hamilton’s slated arrival in Maranello at the end of the 2024 Formula 1 campaign.
In other realms, unique atmospheres prevail. Events in Milton Keynes see Christian Horner facing accusations of inappropriate and coercive behavior. Against the backdrop of this investigation, the unveiling of the RB20 looms. While nothing is conclusive at this point, Horner’s potential exit would have significant repercussions if it materializes.
Mercedes has announced a radical overhaul of its car, consistent with James Allison‘s earlier statements. However, the departure of the 7-time World Champion has likely cast a shadow over the team’s mood.
The ongoing struggle between FIA and FOM continues following the clear rejection of Andretti Global’s entry request by F1 management. Last but not least, the list of less favorable developments could include some new, tongue-twisting car names.
Despite often prematurely being declared the winter period winners, Ferrari ‘won by a landslide’ this off-season – an assessment grounded in facts rather than wishful thinking. Yet, it would be premature to assert that the Maranello team has disclosed most of its 2025 plans.
The Scuderia is gearing up to stream the presentation of the new Ferrari SF-24 from Maranello in two days. The livery is expected to defy the norm, featuring a highly discontinuous design with minimal black elements. Weight is no longer a major concern. As tradition dictates, the car will hit the track immediately. From Fiorano to Bahrain, the engineers will ascertain if the successor to the problematic SF-23 was born under favorable conditions.
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What to anticipate and what not? A succinct recap of the expected updates on the SF-24 single-seater, which we will officially see in just two days:
Front – significant changes are not anticipated for the nose, but the design of the front wing could see a shift in the direction already demonstrated by Haas post-Austin and particularly Las Vegas, resembling the Red Bull RB19 but with more advanced evolution. An efficient front wing could indicate a well-balanced aerodynamic profile for the car.
Floor, Venturi inlet, and sidepods – the most crucial areas of this generation’s cars. In early 2023, Ferrari struggled with brutal porpoising. Expectations center on resolving this issue to enhance drivability and driver comfort. The lower SIS has been lowered and recessed into the bottom to create ample space and achieve a significant excavation under the inlets.
Unlike Haas and several other cars, there may be no need to revisit the second diverter applied to the t-tray. The outermost diverters on the sides of the venturi inlets may feature increased geometry, similar to Red Bull, for protection against the wake of the front wheel.
Airbox – Cooling – A compelling comparison with the same power unit supplied to Sauber and Haas reveals a new layout with the application of ears to increase entry. However, this implementation might not be seen on the SF-24, as it could have different cooling needs.
S-duct – Original engine cover and solutions in the Halo area – Aerodynamicists have introduced new solutions, making this area the most visibly different. The SF-24 will differ significantly from the ’23 with the introduction of the center tray after the Halo, above the sloping sidepods. The exhaust at the rear part of the bonnet will be notably more open, while the bypass duct seen on the SF-23 remains and has been updated.
Suspensions – mechanical revisions have likely been made in terms of geometries for aerodynamics and to achieve greater anti-dive. However, the kinematics remain unchanged. The SF-24 will retain the Push-Rod in front and Pull-Rod in the rear, adhering to the established pattern.
Chassis 2024-25 – Chassis 676 and 677 are in the tunnel. With regulatory stability allowing, technicians are compelled to work on a dual front this year. Ferrari’s design engineers acknowledge that 80% of the 2025 resources will be reserved for the 678, as the 2026 cars will necessitate significant attention. Teams will commence CFD on these next-gen cars from next January. Ferrari can proceed in parallel to develop the next car as swiftly as possible this year, unless there are unforeseen surprises or maneuvers. The budget cap, unless altered, will not permit the possibility of redoing a chassis exclusively designated for 2025 use.
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