On February 13th, the new Ferrari SF-24 took to the track for its first 15 km shakedown, a crucial test to verify the correct functioning of components. Initial indications speak of a well-born single-seater, with excellent runs on the Fiorano straight. After examining the main differences with the SF-23, let’s delve into the analysis of the Ferrari SF-24 suspension system.
The suspension layout has not changed between the SF-23 and the SF-24, but the men from Maranello had the opportunity to examine the weaknesses of the kinematics and address them. Operating geometries have also been modified with new internal kinematics between the shock absorber and the torsion bar. Examining both suspension groups closely reveals several interesting novelties. First of all, there is the elusive search for the antidive effect, with the upper wishbone significantly inclined to favor this effect. Specifically, the front arm is now at the chassis limit to further exaggerate the antidive search. Unlike last year, the steering tie rod is now separated from the lower arm. With this configuration, the steering components also play an even more crucial role from an aerodynamic perspective. The configuration of the lower arms is also essential, positioning them to stabilize the platform during braking.
Looking at the overall front suspension, there is no cry for revolution but for a sharp and effective evolution of previously seen concepts. The placement of the lower wishbone, in particular, is significantly lower, aided by a chassis modification that allowed for this configuration. Changing the perspective and moving upwards reveals other differences with the SF-23.
Now, the upper triangle is decidedly more rearward compared to the lower one. This has significantly increased the caster of the front suspension, allowing for a wider dynamic camber in corners. This solution is advantageous for cornering grip, as it allows for the tire’s greater contact patch on the ground during cornering phases. In the top view, another difference with the SF-23 emerges.
Moving to the rear, additional innovations emerge, with a pull-rod suspension revolutionized in kinematics. The position of the arms has not undergone significant changes. The upper wishbone now utilizes a larger surface, with the rear arm further rearward. The front arm is also slightly lowered to improve anti-squat and stabilize the platform during acceleration and travel.
The lower triangle, where the half-shaft is positioned to transmit power to the wheels, has also changed. This seems to have been moved rearward to generate the dynamic caster effect during acceleration. This dynamic allows the rear wheels to “turn” appropriately to ensure the maximum contact patch possible. However, the real revolution is represented by the suspension tie rod, which completely changes its position.
Onboard the SF-23, the tie rod was very advanced, with the arm representing a real aerodynamic obstacle in that area. The new configuration, on the other hand, almost assumes the position of the suspension push-rod’s tie rod. Now it is almost perpendicular to the direction of the incident flow in this crucial area for performance. To achieve this change, Ferrari technicians have overhauled the kinematics of shock absorbers and torsion bars.
Inside the gearbox bell, these elements have been flipped to allow the correct functioning of the gearbox and significantly taper this entire area. In doing so, Scuderia Ferrari has created a channel of air of considerable size, crucial for feeding the beam wing and diffuser with flows from sidepods and underfloor. Additionally, it should be mentioned that this visible work could have enormous advantages in the diffuser keel, now thinner to better expand the air from under the car.
Source: f1ingenerale
