Ferrari has introduced a substantial upgrade package that involves not only the aerodynamics but also the mechanical components. On the front suspension, in fact, the engineers at Maranello have intervened on the positioning of the rear leg of the upper wishbone: the inboard mounting point to the chassis has been moved forward, while keeping its vertical height unchanged.
This modification directly affects the suspension kinematics, altering the anti-dive effect. The intervention suggests a potential forward shift of the pitch center under braking, a move aimed at synergizing with the new aerodynamic requirements and the quest for greater platform stability.
The next upgrade represents a true novelty for the grid. Exploiting the grey areas of the regulations, the vertical appendage of the bargeboards has been divided into three distinct profiles. This specific configuration should allow the generation of a greater outwash effect, more effectively pushing the airflow outwards.
The technicians led by Loic Serra have also concentrated their efforts on the car’s floor, intervening in one of the most crucial areas for airflow management: the zone ahead of the rear wheels. While not excessively invasive, the aerodynamic update partially modifies the geometry of a section of the car that the FIA deliberately left freer from constraints.
In this area of the single-seater, it is crucial to manage the airflow directed towards the diffuser, a task that is anything but simple. The goal is to seal the floor and effectively channel the airflow towards the rear end, while maintaining a certain level of aerodynamic cleanliness.
Moving to the rear, the Scuderia’s new FTM exhaust stands out. In this updated spec, the element is split and features a profile curved in the opposite direction compared to the previous specification; the first of the two elements is now located directly behind the diffuser structure. As is often the case in these situations, it is the attention to detail, rather than a revolution, that makes the difference.
While the area exposed to the airflow exiting the exhaust has been reduced, the appendages feature a greater spanwise extension. The visibly reduced angle of incidence of these elements confirms the desire to continue producing downforce without significantly penalizing the overall aerodynamic efficiency of the car.
To complement these novelties, Ferrari has revised the entire diffuser structure with a substantial reshaping. This technical choice corroborates the intention to produce a cleaner airflow management, especially during the fluid expansion phase. The final target is to make the aerodynamic behavior of the area organized and efficient.
Finally, the Macarena 2.0 wing. After the initial tests at the Chinese Grand Prix, where the Scuderia had shelved the solution deeming it still immature, the factory study has produced the necessary modifications to make it useful to the cause. In addition to featuring more squared-off endplates, the system now boasts two smaller-sized actuators, while the support pylons feature a larger mounting area to ensure greater stability.
Of particular interest is the winglet positioned on the trailing edge: this mini-flap should provide an aerodynamic contribution during the transition phases, when the airflow detaches and reattaches to the mainplane. A dynamic designed to facilitate the rotation of the flap, thereby easing the work of the actuator.
