The air vents on the wheelarches and underfloor have been repositioned and optimized: a vortex generator favours extraction from the central louvres, while a nolder maximizes the flow from the side louvres. At the rear, three slots on the side trim and a vent on the bumper exploit the depression of the car wake to increase the extraction of air from the engine compartment. The rear wheelarch, inspired by that of the Ferrari Purosangue, contributes to evacuation of high-pressure air in the wheel housing and drag reduction.
The front underfloor, responsible for 35% of the total downforce, has been completely redesigned: three pairs of cascading vortex generators maximise outwash and intake, guaranteeing a 20% increase in downforce compared to the SF90 Stradale. The excavation upstream of the side louvres and the relative nolder contribute to the extraction of the hot flow from the front compartment and reduce the compression on the front face of the tyre, decreasing drag.
The front air intake has been enlarged by 18% to maximize the air flow to the radiating masses. The front brake air intake is integrated into the upper part of the duct separated by a horizontal section. The internal vertical baffles prevent the mixing of flows, contributing to the structural rigidity of the bumper, while the fairing of the parking sensor allows the flow to be channelled towards the brake intake and radiator.
The volume of the bodywork flanks has been optimised to increase the amount of air flowing to the intercoolers by 30%. A channel has been scooped out in the door to feed the lower portion of the intercooler, while the lower surface of the duct is equipped with a blow that allows the boundary layer to be captured. The side air intake trim wraps around the bodywork up to the sill cover and has a profiled shape with an upper auxiliary inlet to maximise the air flow to the radiating masses. The side inlet, in addition to the intercooler, also feeds the rear brake duct and the engine intake.
The squarer front bumper has integrated bumperettes that help increase the airflow to the front air intakes and generate vorticity useful for extracting the flow from the wheel arch. The splitter (also larger in size) incorporates a flick, inspired by the SF90 XX Stradale, responsible for 10% of the front downforce.
The rear adopts a twin-tail architecture inspired by the 512 S, with two wing sections (called twin tail) that exploit the high-energy flow that laps the top of the muscular rear wheelarches to generate 10% of the downforce at the rear. The active rear spoiler, derived from that of the SF90 Stradale and the 296 GTB, is integrated into the bodywork and actioned by a kinematic solution that is 2 kg lighter. It is capable of switching between Low Drag and High Downforce configurations in less than a second. In High Downforce configuration, it helps to generate up to 100 kg of downforce at 250 km/h, working in synergy with the passive elements of the tail.
The rear underbody adopts a multi-level diffuser with a suspended lower element and vertical fences that allow the wheel wake to be isolated. A pair of vortex generators with an oversized chord maximizes expansion at the height of the rear axle. The downforce generated by the rear underfloor is aligned with that of the SF90 Stradale, with a 10% reduction in drag.
