Haas pushes for technical independence from Ferrari with VF-25 innovations. Haas increases technical independence from Ferrari with the VF-25.

The American team, led technically by Andrea De Zordo, maintains its link with Ferrari but is working to develop its own concepts: on the VF-25 we will not see Ferrari’s new rear suspension, yet there is a push to challenge Aston Martin for eighth place in the Constructors’ Championship.

Haas is the F1 team with the smallest workforce. The team, directed by Ayao Komatsu, has an organizational structure unlike any other, benefiting from collaboration with Ferrari (the design department is located in the same building as Ferrari’s simulator and the indoor pit stop area), Dallara for the chassis and many other components, and even Toyota, which has opened a partnership that could expand in the future. Under Gunther Steiner, the team’s technical “dependence” on Ferrari was very evident, whereas under Komatsu there is now a clear attempt to increase autonomy under the technical guidance of Andrea De Zordo, a longtime former Ferrari engineer.

Thanks to the detailed images by AG Galli, even though the team did not introduce updates in Hungary, we can show some features of the VF-25 that make this car increasingly different from the DNA of the SF-25, while still maintaining a “sibling” relationship. Haas followed Maranello in terms of driver positioning in the cockpit, adopting the shorter gearbox and generally the rear end, but did not switch to Ferrari’s pull-rod front suspension. For obvious budget cap reasons, among others, they also decided not to upgrade the rear suspension with the new SF-25 attachments.

The differences are actually quite marked: the cooling system is not the same as Ferrari’s, featuring radiating masses arranged differently than on the SF-25 (including at the rear), requiring greater heat dissipation through the engine cover.

Interestingly, the rod stiffening the rear portion of the floor in front of the rear wheels attaches to a curious vertical support rising from the Ferrari-style floor, rather than connecting directly to the chassis.

The rear brake calipers show that the outermost cover is made of a dual material different from all the others, which likely serves to better manage temperatures in the airflow pocket formed between the two elements of the corner.

Haas has developed its own airflow circulation system within the hidden cavity, modifying flow diverters through development work.

Esteban Ocon and Oliver Bearman’s car has the potential to regularly score points and challenge Aston Martin for eighth place in the Constructors’ Championship (currently just one point behind). Extensive aerodynamic research has focused on maximizing the outwash effect of the front wing, creating a “channel” that directs airflow around the front wheel. In addition to twisting the three elements at their junction with the outer endplate, vortex generators are observed blowing behind the endplate, which has been carefully cut to increase airflow.

Achieving proper balance is one of the most difficult challenges: Haas can place ballast inside the nose (indicating that the VF-25 does not reach the minimum weight limit), at the lowest overhanging point of the front end.