Tech insight: How Ferrari is targeting gains to close the F1 gap

Although the Red Bull Ring flattered its shortcomings, Ferrari’s SF90 has clearly not delivered on its early pre-season promises, as the Scuderia’s approach to the new regulations has resulted in a car that has an array of weaknesses, all of which are difficult to overcome during the course of a campaign.

However, it continues to push on and look for track-specific gains that can help. One such area of development in this regard has been its front brake assembly, with numerous changes made to enhance feel, improve cooling and reduce weight.

The latter is a relative novelty for Ferrari, as although the likes of Mercedes and Red Bull favour a lightweight construction philosophy, the Scuderia have always preferred a more solid foundation with it comes to stopping power.

Having reached high levels of rigidity, it’s begun to work on the lightening parts of the braking system, in the belief that by reducing the unsprung masses it is possible to improve the car’s behavior, giving greater reactivity, particularly in change of direction.

Here are its most recent brake developments, click on the images below to scroll through…

Ferrari SF90 front brakes, Canadian GP

For Canada (above), one of the most challenging tracks for the braking system, Brembo had brought a carbon disc with seven cooling holes in a chevron formation on the outer surface (totalling over 1,400 holes). This solution was coupled with a mounting bell that was characterized by long, narrow, rectangular openings near the disk. In France, where the braking zones were less problematic, a disc with six cooling holes in the chevron formation made its debut and was characterized by a scalloped surface in the central part – a design we’ve seen Mercedes use for a number of years now.

Search continues for aero improvements

The team continues to look for answers to address its aerodynamic inefficiencies this year too, which resulted in the use of a new turning vane arrangement in Austria.

Ferrari pressed on with a more conventional turning vane layout for 2019, rather than follow the trend initiated by Mercedes of draping a cape over this section of the nosebox.

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However, as has been the case since their introduction and proliferation over a decade ago, the position of the turning vanes corresponds to the prevailing regulations, with the first examples mounted on the nose and reaching back under the chassis, while later examples were almost exclusively mounted under the chassis.

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Ferrari SP90, rear wing end plate

Noteworthy as it remained on the car for Austria, having been introduced in France, are the changes made to the SF90’s rear wing. The designers have opted to totally remove some of the lower strakes, make the upwash strikes above them slightly shorter and alter the cutout behind the wing section, which is now taller than before – all changes which alter the aerodynamic interaction between the diffuser and rear wing.