Analysis of Ferrari’s innovations: suspension, sidepod, anti-dive… A revised model at 99%

The major overhaul of the front suspension, transitioning from a push-rod configuration to a pull-rod suspension architecture, represents a significant aerodynamic optimization. It’s the obvious difference that stands out at first glance.

Ferrari wanted a technical difference in the overall design of the car by maximizing the space around the chassis. This results in an extended wheelbase, achieved by moving the front axle forward. This modification increases the distance between the front wheels and the beginning of the sidepods, thereby improving the control of the airflow wake. The reduction of aerodynamic disturbances minimizes the negative effect on the leading edge of the floor. Furthermore, this configuration facilitates the integration of a more pronounced anti-dive angle, allowing for a reduction in ride height and optimizing the downforce generated by the ground effect at high speeds.

If Ferrari does not adopt an anti-dive level as high on its front suspension as McLaren or Red Bull, it maintains a pull rod rear suspension. McLaren, on the other hand, opts for a more aggressive anti-dive system, reducing the vehicle’s pitching during braking. This setup needs to prove itself, as it completely changes the drivers’ feel during braking. With these settings, Ferrari will have better overall control of the car, allowing it to be more stable.

Loic Serra, the team’s technical director, justified this decision as follows: « The idea behind this architecture change was to clean up the airflow around the car while providing greater leeway for further aerodynamic development, which had been practically exhausted with the previous iteration. »

Last year, the car was the fastest in slow corners but lagged behind McLaren and Red Bull in high-speed corners due to lower downforce. The increased space in front of the sidepods helps improve aerodynamic clearance, and the radiator inlets in a P-shape are subtly widened. The air outlets on the column are reminiscent of those used by Alpine last year. The rear wing design draws inspiration from McLaren models, as well as developments Ferrari made at the end of last season. The front wing has been significantly modified to facilitate air passage and optimize mass flow in the central section of the underbody. The side air intakes have been enlarged. A mini wing is positioned at the front end of the sidepods, generating a vortex that flows over the upper surface of the sidepod, thereby reducing spillage at the back. The team has also raised the surface of the sidepod, adopting a configuration used in 2022. The mirrors have been redesigned to optimize airflow.

Frédéric Vasseur summarizes this feeling of joy and hope: « We feel ready, as a team, to take the extra step necessary to be the best. We are aware of the challenges that lie ahead, but we are ready to give it our all, to be competitive at the highest level, knowing that we can also count on the support and enthusiasm of our fans, who always inspire us. It is now time to focus on the work at hand and let the track do the talking. I can’t wait for the season to begin. »