The team took this action to make sure it had enough time in case there were teething issues with this significant modification, which affects not only the car’s aerodynamic performance but also the cooling system of the power unit and its ancillaries.
Ferrari has taken some time to conceive, produce, and construct a package this size, and it is evident that the team is working around Formula 1’s global timetable to provide the improvements when the series returns to Europe.
This decision’s reasoning was probably influenced by the fact that the previous two races were sprint competitions, which meant there was only one practice session available at each event to evaluate the differences in behavior and determine the ideal configuration for the new components during the competitive session.
The most noticeable modification to the SF-24 is the adoption of an overbite sidepod inlet layout [1], which more closely resembles Red Bull’s approach, even though other teams have different overbite variations.
Ferrari has chosen to join the intake of the bypass duct beside the chassis with its new horizontal inlet [3], forming an inlet that is more akin to a P-shaped inlet found on the Alpine and Mercedes.
However, as part of the upgrade, this led to the discontinuation of the outlet next to the cockpit and halo. As a result, the vanes were also modified, becoming even more stylized and resembling a Cobra from the front [4].
Even though it does imply the inlet is now boxed inside that area, the sidepod’s undercut is raised when it transitions from an underbite to an overbite, giving it additional space to catch airflow as it travels down and around the bodywork.
As a result of the modification, the surfaces that follow can also be optimized to enhance flow to the back of the vehicle. The upgrade also includes a significant waistline adjustment [2].
Additionally, because of the overbite, the upper surface of the sidepod no longer passes through an inlet, which probably improves the flow over the sidepod.
The engine cover and cooling outlets have also been updated, together with the sidepod bodywork and cooling characteristics. A larger single outlet akin to the one used in Japan was deployed as part of the package tested at Fiorano [7].
Additionally, there are certain surface details that have changed, suggesting that a lot of work is also being done beneath the SF-24. The edge wing’s [5] scrolling forward part has been modified with a severe camber added, and the strakes have also been bolded to fit.
The downstream edge wing profile is altered further, and the floor’s split line support bracketry has also undergone modification. Rather than securing both sections in place with the bracket of the support spar, an additional horseshoe bracket has been added, allowing for greater segmentation of the two sections [6].
It’s interesting that this arrangement matches what we saw in 2023 (left below), indicating the team chose to employ a solution that probably offered performance advantages in the past but that they were unable to fully utilize.
The team also made some changes to the endplate cutout and tip section of the rear wing [8], hoping to improve the efficiency of the wing by extending the wingspan of the upper flap and modifying the tip vortex.
Rather of being rolled over to match the form of the mainplane ahead, the tip portion now has a more squarer profile. This has also caused the support bracket between the two parts to be shifted further inboard and made shorter.
The trailing edge and endplate cutout of the mainplane are then more visible as a result of these modifications, giving the designers some additional leeway to optimize their shape.
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