The technical director of the Maranello-based Scuderia Ferrari, Enrico Cardile, recently shed light on the challenges faced during the winter of designing the SF-23 chassis. In this analysis, we explore the intricacies of Ferrari’s design choices, particularly concerning the sidepods and anti-intrusion cones, and the modifications planned for the 2024 Formula 1 season.
Conceptual Differences:
The 2022 Formula 1 season marked the return of ground-effect aerodynamics, with Red Bull, Ferrari, and Mercedes introducing three distinct car designs. The F1-75, RB18, and W13 followed different aerodynamic concepts, with the early stages of the 2022 season favoring Ferrari and Red Bull over Mercedes, which struggled with porpoising issues.
In 2023, Ferrari and Mercedes continued refining their designs to bridge the gap with Red Bull. Adrian Newey recently suggested that regulatory changes in the car’s floor and height between 2022 and 2023 might have aided Red Bull in outperforming Ferrari, particularly in high-speed corners, where the F1-75 excelled in 2022. James Allison from Mercedes admitted that adjusting the regulations to counter porpoising forced them to make trade-offs, deciding between prioritizing aerodynamics or minimizing the W14 2023’s ride height. Mercedes opted for a conservative approach at Brackley, a choice that did not yield the desired results.
In Maranello, the SF-23 aimed for a balance between performance in high-speed and low-speed corners. However, the outcome was a compromise that led to a significant loss of aerodynamic load in fast corners. For 2024, Ferrari plans a comprehensive redesign of the rear end and a new chassis. This chassis modification might also open the door to changes in the sidepods, as explained by Enrico Cardile, Ferrari’s technical director.
Sidepods and Chassis Design Challenges:
Enrico Cardile highlighted that design limitations primarily centered around the chassis: “The main difference between our car and Red Bull’s was the design of the sidepods. Ours were more voluminous than Red Bull’s.” Ferrari’s approach involved using part of the sidepod fairing to better control the turbulence generated by the front tires. This design choice eliminated the need for a V-shaped chassis. The anti-intrusion cone was positioned under the radiators, maximizing the structure at the allowed maximum height. This enabled Ferrari to design the front part of the underbody more favorably.
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However, Enrico Cardile acknowledged that this chassis design posed constraints when placing the anti-intrusion cone on the car’s underbody. “For a different design, some things need to change. Our chassis design limited us too much in placing the anti-intrusion cone on the car’s floor,” he explained.
Future Modifications and Prospects:
Looking ahead to 2024, Ferrari is gearing up for a rear-end overhaul and a new chassis design. These modifications aim to address the compromises made in 2023, especially in terms of aerodynamic performance in high-speed corners. The redesigned chassis is expected to offer more flexibility in configuring the anti-intrusion cone, potentially leading to changes in the sidepod design.
In conclusion, Ferrari’s quest for aerodynamic excellence involves a meticulous balance between design elements. The lessons learned from the SF-23’s limitations are shaping the approach to the 2024 season, with an emphasis on refining both the chassis and sidepod configurations. As the Maranello team continues its pursuit of Formula 1 glory, the evolving design philosophy promises to deliver a more competitive and versatile racing machine.
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