SF15-T F14-T
Within the past year or two, the FIA have forced teams into
lowering their cars’ noses as a measure of safety. The lowering of the nose is
a process that starts from the monocoque and front bulkhead, this means that it
also (indirectly) affects the front suspension. This blog analyses Ferrari’s
major front suspension redesign.
Mechanical
Ferrari retain their pull rod system (yellow) that they’ve
been using at the front for the past few years. Although it provides a lower
Centre of Gravity, it has the potential to damage the airflow around the
side-pods and rear of the car. Ferrari must have serious faith in this system,
because stark contrast, the majority of the grid use the opposite push rod
system.
Most of the teams on the grid decided to completely redesign
their front suspensions last year for their 2014 cars, when the front bulkhead
height was reduced considerably. Geometries had to be changed to maintain optimum
handling of the front end.
I believe Ferrari aimed to keep the F14-T chassis as high as possible at its
leading edge, creating the steep wishbone angles. Using Mercedes as a
benchmark, Ferrari went the wrong way in trying to
keep the nose as high as
possible.
The new geometry layout creates a much lower roll centre; this
allows the mass of the car to roll about this point a lot more than last year.
The soft front end that this induces is undesired as it varies the ride height
during cornering, significantly interfering with diffuser flow.
Effectively, Ferrari could be a year behind on the
understanding and development of this new geometry.
Last year, every Constructor from Mercedes to Marussia
struggled with the suspension changes caused by having a lower roll centre. For
example, last year, we saw most twitches occurring during medium speed corners,
or where rapid changes in direction were required. Downforce wasn’t providing
the majority of the grip in these examples. Mechanical capabilities are crucial
in this modern Formula, where the FIA try to reduce levels of downforce.
Aero
From the side by side comparison, the overall organisation
and tidiness of the SF14-T has improved from last year. This will aid in
keeping the air flow as predictable as possible so as not to disturb the rear
air flow of the car.
The F14-T's steep wishbones came about by Ferrari aiming to keep the chassis as high as possible to maximise airflow through the diffuser. In hindsight, it was probably better to have a low chassis & nose so that the rear of the car could be optimised. (Easy for me to say)
I’m not convinced that the compromise for a lower CoG is
more beneficial than having cleaner airflow through the suspension elements.
Surely, aerodynamics is more of an important factor in performance rather than
reducing the CoG due to the placement of two small torsion-bar/dampening kits.
