Giorgio Piola, technical analysis of the Ferrari F1-75

j.o.h.a.n.d.e.r

· 17 Feb 2022

Giorgio Piola, technical analysis of the Ferrari F1-75

#technical If it goes fast, it's beautiful, as stated by Enzo Ferrari, who defended that the cars they won were the most beautiful. Decades after his death, his team unveiled the F1-75, the car with which he will participate in the 2022 Formula 1 season, and may be one of the candidates to win the title.

Maranello's have focused on the double bottom, interpreting this aerodynamic concept externally in the upper part of the side, which has a rather pronounced gap, thanks to the fact that in the wind tunnel they have optimized the flow directed towards the rear wing.

The Italians, however, have not created a real double bottom, since the narrowing of the floor has a little less of a gap than the cars of Aston Martin and Alfa Romeo. These forms, which are not contained in the first part of the sidepod, are the result of a lengthy design optimization process in the wind tunnel, with a rear region, where the cooling gills end, which narrows into a kind of second bottleneck zone to include the 066/7 power unit.

Cooling will be key in the Ferrari F1-75

The openings for cooling the radiator are high and narrow, like the side, somewhat larger than in other designs, with a shape that causes the flow to go down to the bottom, through the low channel on the side, feeding the bottleneck. In short, two is better than one.

The radiators are less inclined than in the SF21, but they have not been stretched, only the cooling of the ERA should be left in the engine, allowing a particularly narrow cover design.

Ferrari has done a great job of cleaning the cockpit area, with a triangular airbox, confirming the expected forecasts, but admission is smaller than last year, and also lower. In fact, the camera is mounted on a projection of the anti-roll bar to reach the minimum size required by the FIA.

It should not be surprising that the two Viking horns on either side of the air intake are taller, while each part of the halo support has a more horizontal profile. The engine cover is very profiled, so the Italian car shows a design in line with that shown on the Alfa Romeo C42, and on the back there is no hot air outlet, except between the two supports of the rear wing, with more detached pillars and without the gooseneck that Ferrari introduced in the past.

The rear wing is also interesting, with a raised central part, and it proposes two spoons, although the most interesting thing is the DRS actuator, in the form of a gun. In the fixed part of both ends, there is an overlapping piece due to the fact that the flap does not join it with the curvature of the main profile, generating an additional air passage.

Front and rear suspensions, this is the layout on the F1-75

The rear suspension has a pull-rod arrangement, somewhat more advanced than in the SF21, reflecting a completely new design of the gearbox. Ferrari engineers don't seem to have been looking for any particular solution for this region, as other teams have done.

In the front area, the suspension remains push-rod, with carbon-covered triangles and with various aerodynamic functions. The steering arm is misaligned from the upper triangle to allow attachment.

The nose is the most innovative part of the Ferrari F1-75

We have reserved the front for the end because it is the most innovative thing about the F1-75, with a very long and rounded nose to reduce aerodynamic drag, and it is also hollowed out at the bottom. The nose becomes a very narrow beak at the tip, and sits on an arched flow conveyor that divides the main profile into two parts, allowing air to be directed directly into the divider and into the two Venturi channels. The look is innovative to facilitate future development and modifications.

I saw a movie about this and I thought it was just a movie.