The acknowledged goal is for a extra manageable automotive, with a broader setup window, that’s simpler to drive and fast throughout the course of a whole race weekend.
Delving into the adjustments made by the Scuderia, we’ll begin with the sidepods. At first of final season, Ferrari determined to carry agency and dedicated to its bathtub-style sidepod answer.
However that design wasn’t lengthy for this world, with the association deserted halfway by the marketing campaign in favour of a hybrid model of the downwash ramp-style answer seen elsewhere on the grid.
It was unable to totally decide to the change, nevertheless, owing to the place of the decrease side-impact spar (SIS), which remained enclosed inside the sidepod, relatively than being mounted decrease and enclosed inside the construction of the ground.
Ferrari SF-24 element
Photograph by: Ferrari
The SF-24’s design rectifies this, permitting the group to totally embrace the efficiency benefits that may be obtained from a a lot deeper undercut part, with a notable bulge within the ahead part of the ground taking good care of the decrease SIS.
When it comes to the undercut, which is additional enlarged by the Scuderia’s adoption of the decrease lip underbite inlet design, first championed by Purple Bull, the decrease chassis bypass duct has reprised its position, with the outlet positioned alongside the rear leg of the halo.
It’s right here the place you’ll additionally discover an fascinating piece of aerodynamic furnishings, because the group have added a sturdy circulate conditioner that sprouts out from the facet of the halo and droops down to satisfy with the bypass duct’s outlet.
Returning to the undercut, it wraps down low and tight because the higher part of the bodywork creates a excessive waist that’s a lot wider to not solely handle circulate to the rear of the automotive but in addition assist cope with the turbulence created by the entrance wheel meeting.
Ferrari SF-24
Photograph by: Ferrari
Ferrari SF-24
Photograph by: Ferrari
The rest of the sidepod bodywork represents a nicely refined variant of the downwash ramp-style answer we’ve seen elsewhere, full with a rearward targeted waterslide gulley that attracts circulate down into the coke bottle area, aided by a excessive sided shoulder.
In the meantime, the airbox and rollover stays trustworthy to its predecessor, that includes a triangular inlet however, there’s a definite lack of aerodynamic trinkets surrounding this area for 2024, with the group having surrounded it with all method of winglets in the previous couple of years.
The engine cowl options the now virtually ubiquitous shelf-like bodywork, which leads again from the cockpit to the rear cooling outlet.
Ferrari has additionally opted to incorporate a cooling gill panel that can seemingly be altered relying on the extent of warmth rejection required for every given venue.
Ferrari SF-24 nostril
Photograph by: Ferrari
The nostril tip represents the primary in a bunch of delicate adjustments made to enhance the SF-24’s aerodynamic tendencies, as it’s each wider and taller than its predecessor, which leads to a unique interplay with the mainplane, whereas the physique thereafter may also merge with the higher flaps in its personal approach.
The entrance wing has additionally been reorganised, with the outwashing slot hole separator brackets used all through 2023 ditched in favour of extra conventional horseshoe brackets. Outwash remains to be on the menu although, with that focus closely shifted to the outboard part of the wing, because the group takes inspiration from the setup seen on the Mercedes final season.
On this occasion the 2 rearmost flaps have been all however indifferent from the endplate, except for slender connecting spars, then twisted from the automotive’s centreline to help in producing extra outwash.
Ferrari SF-24 entrance wing
Photograph by: Ferrari
There’s clearly some vortex era and manipulation at play right here, which is undoubtedly going to be assisted by the early curtailment of the flaps within the outboard part of every flap, as they’ll every create a shedding floor.
The camber and form of the endplate and diveplane is of comparable design lineage to how the group completed out 2023 and can work in unison with the aforementioned to ship extra outwash.
The entrance suspension stays push-rod on the SF-24 however the place of the weather and the form of their fairings have been mildly adjusted to higher go well with the traits that the aerodynamicists require of them.
Not like a slew of groups which have now made the change to a push-rod format on the rear of the automotive, Ferrari has retained its pull-rod format.
This comes off the again of the struggles it confronted with tyre efficiency through the opening part of 2023, that had been largely settled within the backend of the season, so it’s little surprise it has opted to fettle what has grow to be a identified amount, relatively than reset all the pieces.
Ferrari SF-24 rear wing
Photograph by: Ferrari
Charles Leclerc, Ferrari SF-23 rear wing element
Photograph by: Giorgio Piola
The rear wing contains a single, centrally mounted assist pillar with built-in DRS pod, a spoon-shaped mainplane and a return to barrel-style pivots for the higher flap, with the group having flirted with teardrop-shaped pivots final season.
However what’s most fascinating is that Ferrari have now adopted the semi-detached tip part design first seen on the Alpine A523 at Monaco final season and which a raft of groups appropriated.
This contrasts with Ferrari’s growth by 2023, whereby it adopted the instance set by Aston Martin, which was additionally in search of methods to govern the vortex that’s shed from the tip part. However, in that occasion, it sat the tip part inboard, relatively than creating one other shedding floor.
