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THE Ferrari made several changes to the F1-75 for British GP in formula 1while trying to fit a car that has consistently been among the top in terms of speed.
Rather than radically changing something important about the car, the goal is lasting success – always keeping up with what your rivals have been doing and delivering. improvement in an already race-winning package.
Starting with mirrors, Ferrari had already made a subtle but important change at the Azerbaijan GP (small arrow). At that time, the idea was changed to a solution of the style of “support” that some of their opponents had employed since the beginning of the season or moved to this method.
It’s something we’ve seen other teams employ and uses two surfaces to join together to create an area of airflow that will eventually propagate the vortex.
The design introduced at Silverstone takes this a step further, though, with the glass stalk moving further into the frame. This allows for the inclusion of two additional fins to be added to the bottom of the glass, each creating their own slits.
Ferrari F1-75 sidepod comparison undercut
Photo by: Uncredited
The side panels have also been treated to a number of changes as Ferrari looks to improve their shape to improve efficiency. As can be seen from the comparison, the new sidepod display has a sharper cut than before, which starts with the body shrinking more strongly at the gate. It then follows a more curved path as the bodywork reaches the “shoulder” of the sideboard.
Ferrari had brought one of its developments to Canada to help Charles Leclerc in his attempts to return to action after power unit change penalties that saw him start at the back of the grid.
To put the difference in wing dimensions into context, Charles Leclerc was 11.4km/h faster than Carlos Sainz at top speed and 6.6km/h faster than the finish line.
For Silverstone, both drivers had this new rear wing design, which we can see in the Canadian wing comparison below. It is basically a low-load configuration, not only in terms of the upper components, but also the beam-wing components below.
In terms of the main elements of the upper wing, we can see that the central part of the wing is smaller because the main plane is the same. This also causes a deep transition to the end plates.
However, it turns out that the top flap is deeper in the new wing specification due to this transition and the balance required for the DRS to open, given that there can be up to 85mm of clearance when fitted.
The lower part of the two beam wing elements has been modified more in line with the overall shape, but it is clear to see how the upper element has also been modified in the outer part to help reduce drag.
Ferrari F1-75 rear wing comparison
Photo by: Giorgio Piola
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