The Ferrari SF70H is the 63rd single-seater designed and built by Scuderia Ferrari to take part in the Formula 1 World Championship. Like all new 2017 cars it features wider tyres, a wider front wing and a lower, wider rear wing as well as a larger floor and diffuser.

Obvious to see is the fin on the engine cover and the more complex aerodynamic parts of the air intakes on the sidepods. The roll-hoop, which incorporates the engine air intake has been completely redesigned. Also updated is the suspension layout, which still retains a push rod design at the front with pull rods at the rear. The hubs and wheel nuts have been redesigned to facilitate the work of the mechanics when changing wheels during the pit stops. Finally, also as a function of the expected increase in performance this year, the power-steering and braking systems have been upsized.



The Ferrari SF70H has many other striking features which are immediately noticeable and which show that the famous Italian team is exploring a number of new concepts.



The general launch spec nose and front wing of the car is a general continuation of the concept used on the 2016 SF16-H, though of course the 2017 version features the wider swept back front wing as a result of the new rules. Compare the new car (above) to the old (below)



The front suspension of the SF70H has a conventional pushrod layout (below) but the wishbones and other outboard components are all notably larger than those used in 2016, this is due to the higher loads passing through them as a result of the much higher grip levels brought in by the new rules.



Note the front brake duct design, as well as the under nose aerodynamic components. The SF70H features a ducted nose, like many modern F1 cars, the air inlet under the nose is just visible in the image above.



Looking from above the exit duct on the top of the nose is visible. Note also the small turning vanes on the outer edges of the chassis.



The new regulations allow much larger bargeboards and like many 2017 car the Ferrari features a complex array of elements in this area, the components fitted for the launch are not likely to actually appear on the car in Melbourne, though they might!



Ferrari does seem to have taken a slightly different approach in this area but this is almost certainly down to its sidepod concept where Ferrari has done something very different.



The shape of the main sidepod duct is quite hard to establish from the launch images, this is because the aerodynamic elements around the leading edge of the side pod are neatly blended with the leading edge of the duct. The duct itself is thin, wide and seemingly quite small, however an additional duct is positioned on the top of the side pod.



However this additional duct on the top of the sidepod is linked to the main duct, seperated by the aerodynamic element around the leading edge of the sidepod. Note the split in the floor of the car also (below).



Looking at the duct from the dead ahead position its shape becomes soomewhat easier to discern, there is a small seperate duct on the inner edge of the main duct next too the monocoque fitted with a wire mesh to prevent debris entering it.



Inside the main duct and just below the gap between the top aerodynamic element and the leading edge of the sidepod two slit intakes can be seen, these appear on both sides of the car, their purpose is yet to be revealed, but it does appear that the Ferrari cooling system is something a bit different to that of other teams.



The roll hoop and airbox concept of the Ferrari is fairly conventional, and the team has not adopted the centreline cooling approach seen on many other cars. Two exposed plyons support the roll over structure.



The main duct in the roll hoop provides combustion air to the V6 engine while a smaller slot beneath is used for cooling. Note the mid wing.



Looking at the rear of the the car the fin on the engine cover is clear to see, as is the aerodynamic element prodruding perpendicular to it. Mercedes trialled a similar concept on the W08 during its shakedown. These parts seem to be the width and height of the 2016 rear wings and exploit some design freedom allowed (perhaps not intentionally) by the 2017 technical regulations. The rear wing mounting is noteworthy, the two plyons appear to share a common mount on top of the rear impact structure but curve out around the base of the tailpipe, rather than having the single section passing through the tailpipe seen on a number of other recent cars. The wastegate exit pipes pass around the outside of the wing plyons, suggesting that changing this part must be a significant task. The pylons are mounted to the rear wing main plane in a swan neck arrangement. Note the small winglet on the end of the rear crash structure.



A look from above at the rear reveals that it is reasonably tight, the thin aerodynamic part mounted on the rear of the fin is clear to see sat ahead of the rear wing. Note the slits on the floor.



The first track runs of the SF70H at Fiorano allowed a slightly better look at some of the details of the car. Looking at the area under the nose of the car the air inlet for the vented nose is clear to see but also just visible is the forward lower wishbone pickup point. This seems to be sitting on a structural piece below the chassis, hinting that the Ferrari may in face be a twin keel design.



A notable twin keel design from the past is the Arrows A23 (below) which also featured its lower wishbone pickups on structural parts hanging below the chassis.



The application on the A23 is clearly far more extreme than on the Ferrari (which may still be a zero keel design, but current images do not settle the matter). The A23 is a remarkable car as it had a second life as the Minardi PS04 and later the Super Aguri SA05/SA06. Really this is just an excuse to mention one of the odder cars in the history of F1.



Back in 2017 however the shakedown of the SF70H also allowed a slightly better look at the rear end of the car. Note how the wing support curve under the tail pipe and between it and the wastegate exits. A tricky piece of engineering in metal or composite due to the very high heat in this area. The 24ct Gold heatshield is probably Zircoflex or a similar commercially available thermal barrier.



Here we get a slightly better look at the pullrod rear suspension layout on the car as well as a first hint of the aerodynamic detailing around the rear floor.



There is a slight kick up in the nose, just ahead of the exit vent, note also the small elements along the edges of the monocoque.



This image of the Ferrari sidepod shows how the outer leading edge of the duct is unpainted, which from any distance gives an inaccurate view of its true shape. Almost all of its edges are covered by turning vanes making it even harder to fully discern the shape.



From this angle and the help of some well places Catalan sunlight the shape becomes even clearer, the ‘hole’ on the top of the sidepod is infact its leading edge, with the bodywork in front of it a turning vane leading into the main duct. What is not entirely clear is where the the side impact structure is located, but it seems likely that it is at the top of the sidepod duct proper rather than in the turning vane. It is also clear to see the real width of the actual sidepod and the duct. The sidepod ends about halfway across the opening, with air feeding into it from both above and below the turning vane. The outer section serves a purely aerodynamic purpose and features three vanes inside the ‘duct’.



These vanes are clearer to see from behind curving over on the outer edge of the sidepod but inside the loop of the false entrance / turning vane.



A good look at the diffuser of the SF70-H, note the feathered outer section with more than ten tiny elements, with further serrated sections on the base of the rear wing endplate. The rear wing mounting to the top of the rear of the transmission casing is just visible as is the lower rear wishbone inboard pickup point.



A look at the tailpipe and rear wing support arrangement on the Ferrari, note how the wastegate pipe has to kink to avoid the rear suspension mounting point and the rear wing support.



Looking inside the rear bodywork opening it is possible to see a two sets of pairs of small winglets, one beneath the exhaust exit and one further forward on the rear of the transmission casing. The pull rods are clear to see. Just visible are bracing bars from the transmission casing to the rear bodywork.



Another look at the rear suspension area of the SF70-H, note the liberal use of temperature strips and the perhaps odd use of them on the floor of the car.



Looking at the rear suspension area of the car it is clear to see how Ferrari has exploited the maximum allowed openings on the rear bodywork for suspension arms. These openings are much bigger than they need to be in order to aid underbody cooling.



A look at the Ferrari barge board area from above, with the floor extension clear to see as well as the different elements used in this area. Note how angular the floor extension is and the hole in its centre.



The leading edge of the bargeboards on the Ferrari features this unusual looking element, looking more like a wave than a flow conditioner.



Another look at the Ferrari sidepod ducts with the internal ducting a bit clearer to see. Note also the different composites used, the larger chequer board is typical of the Swedish made ‘Textreme’ range of products.



Looking head on it is clear Ferrari is experimenting both with the internal ducting and the small turning vanes inside the loop of aerodynamic elements.



With the bodywork removed it is clear to see that Ferrari has carried over the concept of its cooler layout from 2016, with its distinctive V shape. Haas is the only other team to utilise such a layout.



Rear aerodynamic packages are a regularly updated and interchangeable part of the typical modern F1 car and the Ferrari is no different.



Ferrari experimented with a few different designs of winglet mounted on the rear impact structure, downstream of the tailpipe – a twin element design (above) and a triple (below). Note the gold heat shielding on the wing support.



A look at the rear brake drum of the SF70H, note the small channel entering the top of the drum.



The front bulkhead of the Ferrari features a composite cage as was the case with a number of 2016 cars (below).



Above and to the rear of the bulkhead some of the inboard suspension components can be seen, the torsion bars are clearly evident as is the third element.



The turbine (and one assumes the compressor) is again entirely housed in the bellhousing of the SF70H, note the routing of the tailpipe in this image as well as the wastegate exit pipe, seemingly mounted much higher than the turbine (below).



Looking at the roll hoop the air filter is just visible behind the main opening. Ferrari has opted not to adopt the centre-line cooling concept favoured by many others (below).



While Ferrari won two out of the first three races in 2017, it also had some power unit reliability issues in the Haas cars as well as in one of the works cars.



Here is an early look at the 2017 Ferrari 1.6 litre V6 engine. Its overall design is similar to that used in 2016 but quite clearly not the same. Compare the 2016 design (above) with that of the 2017 car (below)



The airbox has been reworked, along with the air filter, and the plenum is also new. A new charge air cooling arrangement appears to be utilised. Both crankcase and cylinder head castings differ, probably due to the increased loads both have to withstand in 2017. The (orange) high voltage cabling for the ERS has been re-routed.



A look at the 2017 Ferrari transmission, it has a composite structure as was the case with the 2016 design. Note the gold heatshield inside the ‘bellhousing,’ this is probably real gold from the ‘Zircoflex’ range of products. The head shielding is required as this is where the turbocharger sits on the Ferrari, with the 3-1 exhaust collectors mounted in the bulges on the leading edge. The input shaft is clearly visible on the lower left of this image.



Mounted to the rear of the composite transmission casing is the rear impact structure. As with all modern F1 cars this is a composite component and is subjected to impact tests before it is cleared for use.



It serves the secondary purpose of being a bracket carrying a number of aerodynamic parts as well as the rear jacking point (the metal component dropping down from the rear).



Sitting on top of the tail of the transmission casing (or at the front of the rear impact structure) is the rear wing support. Normally covered in a heat shield here we can see its true design.



Outboard of the rear transmission we get a good look at the rear brake assembly from an unusual angle. Note how the Brembo caliper is mounted at the very base of the disc for the lowest possible centre of gravity. The ducting details are also of interest.