Let’s start at the front of the car and get straight into the innovations: Ferrari has opted for a four-element front wing, the maximum possible under the new regulations.
The nose is connected to all four elements of the wing but is a very slender design when compared with what we’ve seen elsewhere, not only in terms of the pointed nose tip but also the underside of the main body too.
The pointed nose tip follows the downward dip of the mainplane’s central portion, which will feed airflow to the underside of the nose and then onwards to the floor and sidepods. The nose is also constructed in a way that allows the Ferrari engineers to make changes throughout the course of the season without the need to pass another crash structure.
It’s hoped this built-in versatility will allow the team to be agile in the face of any modifications it might need to make in order to improve performance or should it wish to switch to a design carried by another team. A NACA-shaped duct is also employed in the tip of the nose and will provide cooling for the drivers.
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The Scuderia has opted for pushrod front suspension at the front of the car, even if there had been suggestion they may return to pullrod given its recent experience, having used it between 2012-2015.
The suspension and steering arms fairings have been positioned in order to offer the maximum aerodynamic performance based on the design of the front wing, floor and sidepods. The front brake duct and wake deflectors have been displaced from the tyres’ sidewall in an attempt to improve brake cooling and alter their influence on the airflow.
As with the other 2022 cars we’ve seen, Ferrari has used the regulatory freedom to come up with a unique approach to the sidepods’ design. In this respect the layout of the power unit’s ancillaries – such as radiators, oil coolers and electronics – housed within the sidepod have been orientated differently this year.
It has also been mindful that altering the internal makeup of the sidepods can have an impact on their external shape and how that can be used aerodynamically, especially when we consider the allowance of the cooling gills on their top surface once more.
The inlet is very slender and sits atop a rearward sloping undercut that’s unusually curtailed by the flat sided bodywork that then feeds around to a high waisted overhang that allows the airflow traveling around the lower surface of the sidepod access to the coke bottle region at the rear of the car.
Photo by: Ferrari
These design solutions, which seem somewhat alien when compared with the approach we’ve seen in the last decade or more, seem less visually intrusive when we take a look at the clamshell-like upper surface of the sidepod.
This deep crevice clearly serves a significant aerodynamic purpose, as the airflow is pointed at the rear of the car, with the Ferrari engineers not only taking advantage of the cooling gills but also the high sidepod wall to frame the flow direction and another cooling outlet ahead of the pullrod rear suspension to help minimise the size of the one in the centre of the car.
The F1-75 will clearly be designed around extracting the most performance possible from the new regulations that govern the floor, underfloor tunnels and diffuser.
And it’s the tunnel entrance we’ll concentrate on first, with the team opting for what you’d consider the conventional route of extending the leading edge of the tunnel all the way up to the chassis, rather than creating an additional wall like McLaren and Alfa Romeo have opted for.
Ferrari F1-75 side detail
Photo by: Ferrari
Where it does appear to differ from some of the other designs that have the full-height solution, is it seems to steal some real estate from the underside of the chassis to increase its width and improve the airflow’s route at…