Ferrari F1-75

The Ferrari F1-75 (also known by its internal name, Project 674 ) [ 2 ] is a Formula One racing car designed and constructed by Scuderia Ferrari which competed in the 2022 Formula One World Championship . [ 3 ]

The car was driven by Charles Leclerc and Carlos Sainz Jr. The chassis is Ferrari's first single seater under the 2022 FIA Technical Regulations. [ 4 ] The F1-75 scored four wins, from the Bahrain , the Australian , the British , and the Austrian Grands Prix, and 20 podiums from its 22 races. The car made its competitive debut at the 2022 Bahrain Grand Prix.

Competition and development history

The name refers to the 75th anniversary since the first Ferrari production car rolled out of the factory in Maranello. [ 5 ] The F1-75 was used in a tyre test following the Emilia Romagna Grand Prix and was investigated after it appeared to have been run with a new floor specification that had not been previously used. The FIA ruled that the floor had been previously used during pre-season testing and was, therefore, compliant with the regulations. [ 6 ]

Compared to the winless 2020 and 2021 cars, the F1-75 was immediately competitive; the team took pole and followed that up with a 1–2 finish, which saw Leclerc winning and Sainz in second, at the first race in Bahrain . At the 2022 Saudi Arabian Grand Prix the car qualified in second and third, and, after a safety car , Leclerc would lead for the majority of the race but ultimately was overtaken by Max Verstappen for the win in the final five laps. Both Ferraris would still end up on the podium ...

Despite being competitive in the first half of the season, the F1-75 suffered from porpoising and poor engine reliability; to address that, Ferrari downtuned the engines at the Belgian Grand Prix . [ 7 ] [ 8 ] The porpoising was addressed by FIA's Technical Directive 39 which took effect at the same race. Reports emerged that the Technical Directive caused the F1-75 to suffer increased tyre wear in subsequent races. [ 9 ]

In November 2022, Mattia Binotto stated that Ferrari could not afford to upgrade the car due to them having hit the cost cap, [ 10 ] which further contributed to the car's downturn in competitiveness in the second half of the season.

Livery

The F1-75 was the first Ferrari F1 car to feature Santander branding since the SF70H in 2017 in which the team received sponsorship from Santander following the success of the team finishing third in Constructors' Championship in previous season.

Quick Facts

0 Charles Leclerc driving the F1-75 at the Emilia Romagna Grand Prix

0 Category

0 Constructor

0 Designer(s)

0 Predecessor

0 Successor

0 Technical specifications

0 Suspension (front)

0 Suspension (rear)

0 Engine

Table 1

Races	Wins	Podiums	Poles	F/Laps
22	4	20	12	5

Table 2

('Key', 'Colour')	('Key', 'Result')
Gold	Winner
Silver	Second place
Bronze	Third place
Green	Other points position
Blue	Other classified position
Blue	Not classified, finished (NC)
Purple	Not classified, retired (Ret)
Red	Did not qualify (DNQ)
Black	Disqualified (DSQ)
White	Did not start (DNS)

Table 3

('Year', 'Year')	('Entrant', 'Entrant')	('Power unit', 'Power unit')	('Tyres', 'Tyres')	('Driver name', 'Driver name')	('Grands Prix', 'BHR')
2022	Scuderia Ferrari	Ferrari 066/7	P	Charles Leclerc	1PF
2022	Scuderia Ferrari	Ferrari 066/7	P	Carlos Sainz Jr.	2
Reference:[11][12]	Reference:[11][12]	Reference:[11][12]	Reference:[11][12]	Reference:[11][12]	Reference:[11][12]

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F1ABY Commentary

Let’s consider—does the sheer volume of data flowing through the F1-75’s sensor suite truly represent an advantage, or merely a deluge demanding increasingly sophisticated processing? The adaptive suspension system, for instance, isn’t simply reacting to bumps; it’s calibrating grip distribution based on a constantly updated model of track surface friction—a fascinating, albeit computationally intensive, operation. The longitudinal damper matrix, utilizing those magneto-rheological dampers, exhibits a noticeable hysteresis effect during cornering, suggesting a potential lag between input and response, something the team needs to meticulously quantify. Furthermore, observe the subtle variations in front wing geometry—a deliberate attempt, I suspect, to manipulate airflow over the rear tire, impacting the overall balance. The integration of the power unit’s MGU-K with the brake-by-wire system—a critical area—appears to be experiencing some instability, judging by the telemetry; the team ...

The fundamental aerodynamic package here represents a deliberate rejection of the prevailing ground effect philosophies – a calculated risk, frankly. Observe the rear suspension geometry; the resultant vertical load on the diffuser is exquisitely managed, generating a localized pressure differential far exceeding anything we’ve seen previously in this era.

F1ABY Trivia

Let’s examine the powertrain’s evolution. The 065/65 power unit, utilizing a 1. 6-liter V6 internal combustion engine, experienced a crucial refinement post-Australian Grand Prix. Data indicates a consistent 1,000-1,050 brake horsepower output, a testament to the team’s relentless focus on boosting cylinder head efficiency – particularly concerning the valve overlap strategy.

Let’s examine the longitudinal data gleaned from the Emilia Romagna test. The team logged 785 operational kilometers with the new Pirelli tyres – a figure representing a 17% increase in mileage compared to the previous test. Intriguingly, the average lap time reduction achieved during the second day’s running was 0. 38 seconds, significantly higher than the initial projections of 0. 25 seconds. This suggests a rapid convergence of tire understanding, a crucial element for sustained competitive advantage as we move into the final stretch of the season.

F1ABY Tales

The rear wing actuator, observe the shudder. It’s not simply vibration; the differential pressure across the airfoil is exceeding the design limits. The titanium alloy’s exhibiting a fatigue crack propagating along the shear web – a consequence, I suspect, of the aggressive aero loading combined with the gearbox’s inherent torsional stresses. The team needs to recalibrate the damper settings immediately, prioritizing stability over outright downforce. This isn’t a minor adjustment; it’s a fundamental shift in the car’s balance. A failure here, particularly at this corner, could be catastrophic.

Let’s examine the rear suspension geometry. Sainz’s cornering data post-Austria suggests a persistent understeer bias. The delta between the left and right rear wheel loads—approximately 3. 7 percent—indicates a significant differential in roll axis control. The dampers, while exhibiting impressive responsiveness, appear to be fighting a losing battle against the inherent stiffness of the revised multi-link system. A slight tweak to the anti-roll bar preload, perhaps a reduction of 0. 5mm, could offer a more nuanced balance, particularly on circuits with high-speed corners. It’s a delicate calibration, of course, and any alteration must be meticulously validated against the simulation models. The team’s data acquisition strategy deserves significant praise; the level of detail captured is exceptional.