Ferrari is preparing the SF-24 for the first seasonal shakedown. The team is fully geared up to test the red car. This is a preview of what will be scrutinized more carefully during the pre-season testing session in Bahrain at the Sakhir circuit. Today, for the men of Maranello, the opportunity arises to collect crucial data with the main drivers. While awaiting the unveiling of the latest Prancing Horse, let’s analyze the renders.
Ferrari SF-24/Technical Analysis Front Axle: Reshaped Nosecone, Push-Rod Alters Kinematics
As anticipated, the nose remains detached from the main plane, a solution already adopted on the SF-23 since its presentation. However, the nose tip is now stubbier and flatter, while the profile’s line has been modified to achieve a less pronounced drop. Additionally, it possesses a more consistent chord length across the profile’s width to ensure no areas where the load is localized.
The front wing is, therefore, clearly inspired by Red Bull, including the endplate, whose design hasn’t changed as it underwent significant modifications last season. The same profile, with the edge oriented outward to increase outwash. The appendage attached to the outer wall remains unchanged.
As previously mentioned and then confirmed in the detailed analysis yesterday, the suspension remains push-rod, but the kinematics have undergone radical changes. This scheme is used instead of pull-rod for ease of access to components and a different aerodynamic philosophy. Note that the choice between the two schemes is of relative importance. The attachment to the chassis of the first arm of the upper triangle has been raised by several millimeters, conforming to the current trend.
However, the attachment is not as “extreme” as on other cars. This solution allows for a higher percentage of anti-dive. It’s worth noting that there was already a percentage of anti-dive on the SF-23 last year, but for this year, the value has been increased to minimize the effect of weight transfer during braking.
By raising this link, the spacing between the triangles increases, providing greater structural rigidity to the suspension. Consequently, the thickness of the links can be reduced, undoubtedly minimizing aerodynamic bulk.
Ferrari SF-24/Technical Analysis Midsection: Downwash/Inwash, Undercut, Tray
The lateral intrusion cone has been lowered by several millimeters, bringing it to the lower limit of the regulatory volume. This way, the cone is incorporated not inside the volume of the sidepods but at the initial portion of the floor. For this reason, a “step” in Red Bull style is visible on the floor surface in the respective area.
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This significantly increases the volume available for the undercut, which is vital for generating proper outwash and simultaneously allowing a high flow of clean fluid to the rear. This is also achieved with more concave sidepods in the lower central area to allow more direct fluid circumnavigation.
To achieve this, internal components have been “shifted” towards the rear, and in part, reorganized. A common practice for almost all teams. It will be interesting to see during the season the layout of the air-water heat exchangers in space. The entry section of the sidepods has been radically updated. Note the fairly long tray, an element that does not function like a wing profile but is tasked with “catching” the fluid flowing above the upper arms of the suspension.
The concept has not been taken to the extreme as on the Aston Martin, whose tray is a few millimeters higher. On the upper part of the sidepods, near the chassis, there is a structure that anchors to the Halo and serves to alter the directional components of the fluid in that area.
The overall shape of the sidepods maintains the downwash-inwash concept, which continues to differ from Red Bull’s solutions. The sidepods are downwash, so the fluid follows a downward path, but there remains a strong inwash component, causing the flow to tend towards the inside of the car. This pattern is visible on similar sidepods, such as those on the Alfa Romeo from last year.
As anticipated yesterday, even though there were some doubts, the Vertical-Duct has been retained on the SF-24 since the team did not want to lose this solution, given the extensive development effort invested in it. However, the exit vent seems to have been modified, likely due to significant changes in channeling.
On top of the sidepods, there is a kind of basin, a solution shared by other cars on the grid, serving to preserve the fluid flowing above the sidepods from the fluid flowing outside at the same height. Even the rear cowling, in its final part, the Coca-Cola area, has been made more voluminous. Looking at the floor, the entry edge of the Venturi channels is visible. The configuration of this area improves outwash, considering that in the past season, the team worked on the design of the profile to increase the fluid’s push towards the outside.
Essentially, it’s like a wing profile. In the innermost portion, an attempt is made to generate a higher local static pressure than in the outermost area, aiming to produce an outwash effect. This component seems to be similar to the last version on the SF-23. A fairly linear profile with a slight downward curvature. It does not have significant discontinuities, making it a less extreme element compared to other cars.
The sharp edge of the floor also seems to have remained the same, with the classic two extractors in the initial portion. In the case of the SF-24, we see that the second, larger extractor is connected to the longitudinal blade disconnected from the rest of the floor and supported by supports. The localized cuts on the floor have disappeared. Also, note the small strut that has remained to limit the vibration and lowering of the floor. Not a great sign, considering that many teams are already doing without it.
Ferrari SF-24/Technical Analysis Rear Axle: Revised Pull-Rod Kinematics
At the rear, as announced, the pull-rod scheme remains in contrast to other teams. The general trend is indeed to adopt a push-rod scheme, not for kinematic reasons but for aerodynamic reasons. The three-dimensional spatial arrangement of the suspension strut attaches to the chassis in a lowered position, so it is in the midst of the clean flow in that area from the circumnavigation of the sidepods and the upper area of these.
The single-pillar solution at the rear remains, already tested last season, and the wing should be one of the medium-downforce specifications already used in 2023.
Source: Niccoló Arnerich and Alessandro Arcari for FUnoanalisitecnica
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