The chassis for project 675 (Ferrari’s 2023 Formula 1 car) is in an advanced stage of production. The 2022 world championship has just ended in Abu Dhabi with Charles Leclerc taking second place in the Drivers’ championship and Ferrari successfully defending P2 in the constructors’ championship ahead of Mercedes, but the attention of the Maranello Racing Department has long been focused on next year’s car, in the hope of finally being able to challenge Red Bull and Mercedes for the Formula 1 titles.
According to Motorsport Italy, the numbers from the windtunnel are very encouraging compared to the F1-75, so great expectations are being generated: in free practice for the Abu Dhabi GP we saw Robert Shwartzman who tried a new floor with a visible curl in front of the rear wheel. This is an update aimed at 2023, which was not used in the race at Yas Marina last weekend.
Mattia Binotto underlined that the successor to the F1-75 will maintain the DNA of this year’s car and there will be no need to follow the directions taken by rivals Red Bull and Mercedes:
“We will not copy anyone. The F1-75 is an excellent development basis and we will remain faithful to our aerodynamic concept, seeking to improve performance in all areas”.
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The hollow sidepods, a distinguishing feature of the Ferrari concept, will remain the most representative element of a car which has always shown a great potential so there was no need to go and follow the different sidepod concept of Red Bull, which has ended the season with the fastest car on the grid.
This does not mean that the 675 will be identical to its predecessor, given that almost every element has been redesigned in search of weight savings and performance. A key aspect on which the technicians directed by Enrico Cardile have invested money from the budget cap is gearbox system that will be partially redesigned.
There are two reasons: the first is for an aerodynamic reason, to allow the use of an diffuser with the “elbow” which by regulation must be raised by 10 mm, while the second concerns the suspension.
In the end it seems that the decision was made to stick with the pull rod solution at the rear (the push rod was also evaluated), but this does not mean that the design of the kinematic mechanisms and the positioning of the parts inside the gearbox remain the same as the current one, because there could be changes for better weight distribution.
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