We’ve said it before: compared to the F1-75, the Ferrari of 2023 won’t be a revolution, at least not visually. However, this does not imply that the aerodynamic concept will imitate its predecessor; rather, the opposite is true.
The upcoming single-seater from Maranello will also feature distinctive elements in the visible parts.
, keeping in mind that the major innovations capable of increasing the car’s competitiveness will be on the floor, not the least due to regulatory changes.
The shape of the sidepods will continue to be “carved” on the upper portion, with large heat dissipation grilles and a significant narrowing in the rear. In point of fact, as opposed to the F1-75, the area referred to as the “coke bottle” in front of the rear wheels will be slightly further forward in favor of a less complicated air flow management directed toward the rear.
In practice, horizontal vents that will extend all the way over the rear suspension members should replace the bodywork on the F1-75, which extended behind the engine cover and narrowed into a semi-circular section (whose diameter varies depending on the layout and ambient temperatures).
The Red Bull RB18, which had sloping sides and was forced to dissipate heat through a rear vent and grilles of varying widths on the sides of the cockpit and at the base of the engine cover (the latter feature was present in the version introduced at Silverstone), is a partial inspiration for this arrangement.
The engine cover on the RB18 as modified by Red Bull can be seen in the image below. The “HRC Honda Racing” sticker is attached to the horizontal vent that Ferrari will use as a model.
In essence, the internal design code says that the 675’s car body will have different volumes than the F1-75’s in order to reduce drag. The lower profile of the sides is one change that, based on our information, should further define the new single-seater.
The step that separates their vertical section from the side of the floor ought to be much more clearly marked.
The basic idea is to create a kind of channel based on the “double floor” principle, which the World Champion RB18 expertly exemplifies.
Although the internal packaging of the cooling system would not be completely disrupted, it would coincide with a different placement of the deformable structures (anti-intrusion cones) on the sides of the cockpit. In this way, it would be a natural progression from the previous project.
In point of fact, the chassis will be very different from the one that came before it in its lower section on the sides of the cockpit and in the area where the fuel tank is. Rumors say that only the engine’s pick-up points will be exactly the same. The work in developing the area of inward mechanics then elaborate the all out makeover of the gearbox, to permit the reception of the diffuser described by a 10mm height of its intersection regarding the Venturi channels.
The suspensions have not changed, but the rear one would have the components in the gearbox in a different location precisely to accommodate a different floor design in this area.
Regarding the power unit, research into the improved efficiency of the TJI (Turbulent Jet Injection) injection system was crucial to the development of the 066/7, which had reliability issues with the turbocharger and MGU-H. This allowed for maximum combustion chamber filling and effective flame front propagation inside.
The data that came out after spending a lot of time on the test bench for the new power unit, which was allowed because it would improve reliability, was definitely promising.
While needing to keep a position of safety, there is discussion of an expansion in force of around 30bhp contrasted with the past rendition.
This information has expanded idealism towards the new single-seater in the specialized groups of Gestione Sportiva. In point of fact, the experimental F1-75’s performance analysis, which is currently only simulated in comparison to the data gathered on the track during the last few races, has occupied aerodynamicists and engine engineers under the direction of Sanchez and Gualtieri for more than 12 weeks.
For the time being, the changes at the top have only affected the two technical “islands,” which are too preoccupied with the latest design rush and the production of the pieces to pay much attention to. In any case, it goes without saying that Frederic Vasseur’s task on January 9 will depend on how confident the team is in the new car’s ability to compete. It is likely that the buzzes and noises will continue outside the department, not on the assembly line.