The day after “Lewis Hamilton Day,” Scuderia Ferrari is focused on finalizing the last details in anticipation of the debut on February 19. Under the technical leadership of French engineer Loic Serra and the various departments, the 677 project should feature several elements of continuity and others of significant change. The Ferrari 677 will be full of innovations, with the latest rumors suggesting changes beneficial for Charles Leclerc and Lewis Hamilton.
Chassis and Suspension
Although the name of the new car coming from Maranello is not yet defined, we can confirm that the chassis and aerodynamics project has been completed for some time. The Maranello team is currently developing the car on dynamic test benches to extract the best basic setup for the 677. This task is necessary due to the switch to the front pull-rod layout, which has required more learning time than expected, with the former Mercedes driver overseeing the entire dynamic test.
Positioned on the dynamic test bench, which simulates the many track conditions such as banking, acceleration, braking, and corners, this has allowed the chassis department to better understand the new suspension layout. The new kinematics forced a remodelling of the upper and lower wishbones, aiming not to lose the strengths of the old push-rod system. With more anti-dive (a more inclined upper wishbone) and a different angle, the Ferrari engineers and technicians aim to maintain braking force and performance in slow corners.
At the rear, the changes will be minor but still present. Due to a slight variation in the wheelbase for a more balanced weight distribution, the rear end has been “tweaked” to accommodate the evolved pull-rod. The suspension system, which surprised in 2024 for its wide range of adjustments, still showed some limitations in certain areas. With targeted interventions on dampers, bars, and the third element, the new Ferrari single-seater for the 2025 Formula 1 championship is expected to have a wider operating window, even with increased aerodynamic load.
Aerodynamics and Ferrari 677 Power Unit: the Innovations
Visually, the new Ferrari SF-25 is expected to undergo significant changes, with notable modifications to the front wing, nose, and bodywork. Frederic Vasseur‘s statements citing “90% new” should be taken with caution, as some elements of continuity will remain, more than just 10%. When a component is called “new,” even a single bolt can make it qualify as such.
The 677, ready for some weeks now, is expected to have a nose similar to the one debuted on the Haas VF-24 at in the United States Grand Prix weekend at the Cirucit of the Americas in Austin, attached to the mainplane. There will also be changes to the flaps and their geometries, marking a clear evolution from what was seen in 2024. Among the elements of continuity, the “curled” structure seen in Singapore between the endplate and the wing mainplane should remain, along with a better deformable structure for the flaps.
Through improved and cleaner management of airflow directed towards the center of the car due to the pull-rod suspension, Ferrari has heavily worked on the bodywork. The sidepod inlets are not expected to undergo many changes, with targeted adjustments aimed at optimizing cooling and aerodynamics. With more space between the suspension arms, the airflow towards the undercut is more open on the 677. This is in line with a management of the airflow directed to the floor based on the experimental floor seen in Las Vegas.
Changes are also expected to occur in the aerodynamics of the engine cover, where engineers have worked to optimize the heat exchange of the power unit. This area showed its shortcomings during the 2024 Formula 1 campaign, with Enrico Gualtieri, the Technical Director of Power Unit, pushing hard to improve both performance and reliability. Engine maps have also been optimized for a noticeable gain in qualifying lap times. The Italian media asked for a specific time gain in tenths, but to avoid creating expectations, the source said they are very optimistic, with a significant advantage over the SF-24.
The radiators are expected to maintain the same layout, but some may be positioned higher, behind the air scoop. This will allow for a centralization of the masses, useful in dynamic terms.
Source: f1ingenerale
