Launch 1 / 77 Photo by: Giorgio Piola A top-down comparison of Ferrari's 2016 and 2017 challengers.

Launch 2 / 77 Photo by: Giorgio Piola A front-end comparison of the 2016 and 2017 cars.

In detail 3 / 77 Photo by: Giorgio Piola A breakdown view of the SF70H’s sidepods and the bodywork that surrounds it. The removal of the forward flow conditioning bodywork exposes more internal detail including the two cooling inlets and the movement of the upper crash structure spar to a lower, more forward position (lower arrow).

In detail 4 / 77 Photo by: Giorgio Piola A side view of the nose and front wing shows the position of the 'S' duct inlet.

In detail 5 / 77 Photo by: Giorgio Piola An internal view of the nose shows that the pipework carrying airflow from the inlet to the ‘S’ duct crosses over inside the nosecone.

Australian GP 6 / 77 Photo by: Giorgio Piola For the season opener, changes were made to the wing mirrors (red arrow) and a canard was included (black arrow).

Bahrain GP 7 / 77 Photo by: Giorgio Piola The slot on the edge of the SF70H’s floor had a metal support mounted in the forwardmost section (circled) to improve rigidity, after concerns were raised by other teams over the floor's flexibility.

Bahrain GP 8 / 77 Photo by: Giorgio Piola A detailed depiction of the SF70H’s chassis and front suspension layout.

Bahrain GP 9 / 77 Photo by: Motorsport Images A top-down view of the SF70H, with arrows pointing out the bulged floor.

Russian GP 10 / 77 Photo by: Giorgio Piola Ferrari utilised an additional monkey seat in Russia. Mounted on the rear wing support pillars, the two-element winglet wrapped around the exhaust in order to leverage the plume exiting it.

Spanish GP 11 / 77 Photo by: Giorgio Piola Sebastian Vettel used a new clutch paddle arrangement, utilising a socket that provided an improved feel and modulation of the clutch travel.

Spanish GP 12 / 77 Photo by: Giorgio Piola The team added two vertical slots and revised the curvature of the frontal region of the bargeboards in Spain.

Spanish GP 13 / 77 Photo by: Sutton Images A close-up of the three L-shaped slots ahead of the rear wheel tasked with controlling ‘tyre squirt’ - a phenomenon caused by the deformation and rotation of the rear tyre, whereby airflow is squirted laterally into the diffuser's path.

Monaco GP 14 / 77 Photo by: Giorgio Piola Ferrari utilised a high-downforce set-up in Monaco, complete with a new forward monkey seat that exposed the frontal element to the airflow and a new flatter rearward monkey seat - both of which work the airflow harder in order that it interacts with the rear wing. The team also used its higher-downforce hooped and slotted T-wing.

Canadian GP 15 / 77 Photo by: Giorgio Piola A look at the sidepod's frontal region, where it meets the collection of flow devices.

Canadian GP 16 / 77 Photo by: Giorgio Piola Ferrari ran a different set of deflectors in Canada with a subtly-modified hole in their curved base.

Canadian GP 17 / 77 Photo by: Sutton Images The team ran with four diagonal slots and a short L-shaped slot in the floor ahead of the rear tyre in Canada.

Azerbaijan GP 18 / 77 Photo by: Giorgio Piola Ferrari began its weekend with a more conventional rear wing assembly and a perforated Gurney trim above the engine cover outlet - but come qualifying and the race the team switched to a spoon-style rear wing and ditched the perforated Gurney (insets).

Azerbaijan GP 19 / 77 Photo by: Giorgio Piola Asymmetric brake cooling used on the SF70H with the teardrop-shaped outlets open on the left-hand side of the car but closed on the right.

Azerbaijan GP 20 / 77 Photo by: Giorgio Piola Glancing into Sebastian Vettel’s cockpit, we can see the metalised clutch paddles, shaped as sockets in order that he can place his fingers within.

Azerbaijan GP 21 / 77 Photo by: Giorgio Piola The SF70H with the covers off gives insight into the installation of the power unit and ancillary components such as the radiators.

Austrian GP 22 / 77 Photo by: Giorgio Piola A side-by-side comparison of the new and old wing specifications shows the shorter slot (yellow highlight), the more aggressive arc leading to the outwash tunnel (blue arrow), the arched connection at the juncture between the mainplane and neutral section (red arrow) and the new endplate canard (green arrow).

Austrian GP 23 / 77 Photo by: Giorgio Piola The FIA forced the team to modify the floor slot, as the previously unmounted section of floor at the rear flapped around too violently. A metal support was added at the rear of the slot (arrowed) to increase rigidity.

Austrian GP 24 / 77 Photo by: Sutton Images Front left brake assembly with a fully enclosed brake drum/cake tin.

Austrian GP 25 / 77 Photo by: Sutton Images A close-up of the various flow conditioning devices placed ahead of the sidepod.

Austrian GP 26 / 77 Photo by: Giorgio Piola The revised front wing introduced by the team for the Austrian GP changed the mainplane's profile alongside the central neutral section in order to affect the Y250 vortex differently. In the outboard section, the long slot (left inset) was rescinded, making way for a shorter slot over the top of the revised arc that forms the outwash tunnel. Hung from the endplate another, more complex, canard was added too (arrowed and see also right inset)

Austrian GP 27 / 77 Photo by: Giorgio Piola The newer-specification front wing.

British GP 28 / 77 Photo by: Giorgio Piola A close-up of the rear brake duct fins.

Hungarian GP 29 / 77 Photo by: Giorgio Piola Changes were made to the bargeboards and floor extensions in Hungary, with slots added to the leading edge of both.

Hungarian GP 30 / 77 Photo by: Giorgio Piola The team also modified the floor extensions, with the single hole previously found in the centre of the floor replaced with two slots on the leading edge.

Hungarian GP 31 / 77 Photo by: Sutton Images In the post-race test, Ferrari trialled a new diffuser with a flatter central section, seen here in flo-viz paint.

Belgian GP 32 / 77 Photo by: Giorgio Piola A comparison of the front wing specifications used in Hungary and Belgium shows the triangular vane atop the endplate has been removed.

Belgium GP 33 / 77 Photo by: Giorgio Piola Ferrari followed Mercedes' example by adding a longitudinal flap on the edge of the L-shaped floor, just ahead of the rear tyre (highlighted in yellow). Note the curvature of the floor below (dotted line), which mirrors the shape of the flap.

Italian GP 34 / 77 Photo by: Giorgio Piola A comparison of the two rear wings used at Belgium and Italy. Among the changes are the spoon shaping being discarded for a more conventional short chord, a lower angle of attack, only one centreline slot gap separator and V groove (black arrow) and a change back to a more conventional set of endplate louvres (highlighted in yellow)

Italian GP 35 / 77 Photo by: Sutton Images A close-up of the suspension's third element or ‘heave’ damper.

Italian GP 36 / 77 Photo by: Sutton Images Flo-viz paint on Kimi Raikkonen's rear wing.

Singapore GP 37 / 77 Photo by: Giorgio Piola A comparison of the finger slot-style clutch paddle arrangements used by Vettel since Spain.

Singapore GP 38 / 77 Photo by: Giorgio Piola As a comparison, the wishbone design favoured by Raikkonen and utilised by Vettel up to Spain and from Malaysia onwards.

Singapore GP 39 / 77 Photo by: Giorgio Piola A top-down view of the bargeboard and deflector region, showing the two slots present in the deflector and floor.

Singapore GP 40 / 77 Photo by: Giorgio Piola An illustration of the SF70H’s upright and brake assembly, with attention paid to the number of drill positions on the brake disc. The maximum configuration used in Singapore featured six drill holes across the face, drilled in a chevron formation in order that they didn’t fatigue the disc when heat was dissipated. Contrary to that, less heat being generated for Monza requires less drill holes (four across the face).

Singapore GP 41 / 77 Photo by: Sutton Images Ferrari mechanics fit cooling pipework over the top of the Brembo calipers.

Singapore GP 42 / 77 Photo by: Giorgio Piola Ferrari trialled a new front brake duct assembly with an in-built crossover pipe that helps to move airflow between the surface of the drum and the wheel rim.

Singapore GP 43 / 77 Photo by: Giorgio Piola A top-down view of the SF70H's front wing.

Singapore GP 44 / 77 Photo by: Giorgio Piola Ferrari’s teardrop-shaped outlets in the front brake drum allow heat created under braking to be dissipated out of the wheel face as it mixes with the through flow between the drum and the wheel rim.

Singapore GP 45 / 77 Photo by: Sutton Images The rear brake assembly sans brake drum/cake tin shows off the internal detail, including the pipework associated with cooling the caliper.

Singapore GP 46 / 77 Photo by: Sutton Images A close-up of the ‘S’ ducts outlet on the bridge of the nose.

Singapore GP 47 / 77 Photo by: Sutton Images A view of the front wing from behind exposes details not often seen, such as the strakes that run underneath.

Singapore GP 48 / 77 Photo by: Sutton Images A close-up of the double monkey seat that wraps around the exhaust exit.

Malaysian GP 49 / 77 Photo by: Giorgio Piola Ferrari introduced a new airbox configuration in Malaysia, which featured two smaller inlets either side of the main airbox in order to feed an oil cooler mounted above the turbocharger.

Malaysian GP 50 / 77 Photo by: Giorgio Piola The internal pipework/ducting that feeds air from the new inlets either side of the main airbox down to the oil cooler.

Malaysian GP 51 / 77 Photo by: Giorgio Piola The new bargeboards introduced in Malaysia featured a revised leading edge (blue arrow), owing to the inclusion of a boomerang-shaped pre-bargeboard (green arrow), while the already slotted footplate was changed for a row of mini-winglets (red arrow).

Malaysian GP 52 / 77 Photo by: Giorgio Piola Kimi Raikkonen's SF70H is stripped down on the grid as the team tries to resolve an issue with the power unit. Note how the power unit has been enclosed in order to improve airflow through the car. The louvred panel above the radiator is also notable as it improves its efficiency.

Malaysian GP 53 / 77 Photo by: Sutton Images A close-up of the two part turning vanes used by Ferrari, one section attached to the nose and the other under the chassis.

Malaysian GP 54 / 77 Photo by: Sutton Images The diffuser on the SF70H in detail.

Japanese GP 55 / 77 Photo by: Sutton Images The mini-winglets that extend outwards and form the footplate of the SF70H's bargeboard.

Japanese GP 56 / 77 Photo by: Giorgio Piola The steering wheel turned upside down on the chassis shows the elongated wishbone-style clutch paddle.

Japanese GP 57 / 77 Photo by: Giorgio Piola A top-down view of the SF70H’s rear end, including the spoon rear wing, single element T-wing and coke bottle-shaped bodywork.

Japanese GP 58 / 77 Photo by: Sutton Images With the floor detached from the car, we can see the swan-neck style supports that fix the Gurney trims to the floor/diffuser.

Japanese GP 59 / 77 Photo by: Giorgio Piola Various radiators and oil coolers are visible on the car without the bodywork wrapped around it.

United States GP 60 / 77 Photo by: Giorgio Piola The SF70H’s floor featured four diagonal slots and a larger L-shaped slot ahead of the rear wheel at Austin.

United States GP 61 / 77 Photo by: Giorgio Piola Ferrari utilised a new diffuser for Austin, featuring a flatter central section and two additional crash structure winglets.

United States GP 62 / 77 Photo by: Giorgio Piola Flo-viz painted on Ferrari's new diffuser.

United States GP 63 / 77 Photo by: Giorgio Piola The changes made to Ferrari’s front wing in the USA, complete with optimisation of the footplate (red arrow) and the introduction of a small twisted flap on the trailing edge of the endplate, to drive flow outboard.

United States GP 64 / 77 Photo by: Giorgio Piola For comparison, here is the older-specification front wing.

Mexican GP 65 / 77 The rear brake duct assembly. Note the horizontal strakes used to control the airflow between it and the surface of the wheel rim.

Mexican GP 66 / 77 Mechanics lift the all-in-one engine cover onto the SF70H as they prepare it for action.

Mexican GP 67 / 77 Photo by: Giorgio Piola The SF70H’s floor featured five diagonal floor slots and a larger L-shaped one at the rear in Mexico.

Brazilian GP 68 / 77 Photo by: Mark Sutton A close-up of the interior detail of the endplate, which features two canards of varying complexity and the smaller endplate vane hung off the trailing edge of the main endplate.

Brazilian GP 69 / 77 Photo by: Mark Sutton The front wing endplate canards from close proximity.

Brazilian GP 70 / 77 Photo by: Mark Sutton A look at the underside of the SF70H’s front wing. Note the square titanium skid plates added under the wing to protect it in the event of it hitting the track's surface.

Brazilian GP 71 / 77 Photo by: Mark Sutton A close-up of the sidepod deflector that Ferrari ran all season, although it was painted differently from Canada onwards.

Brazilian GP 72 / 77 Photo by: Mark Sutton An extreme close-up of the small supports used to move the aerodynamically-neutral camera pods away from the nose.

Brazilian GP 73 / 77 Photo by: Mark Sutton A close-up view of the various winglets and monkey seats used at the rear of the car.

Abu Dhabi GP 74 / 77 Photo by: Giorgio Piola The floor ahead of the rear tyre features four diagonal slots and a larger L-shaped slot at the rearmost point.

Abu Dhabi GP 75 / 77 Photo by: Giorgio Piola Ferrari tested a new diffuser at the last race of the season, evaluating options for its 2018 challenger. The diffuser is remarkably similar to a design used by Red Bull in the latter part of the season and utilises a pair of Gurney trims that wrap around the diffuser periphery.

Abu Dhabi GP 76 / 77 Photo by: Giorgio Piola