As the brand new season approaches, all groups are already working behind the scenes to arrange for the championship. Haas kicked off its 2025 preparations with a check session in early January at Jerez, whereas work continues in Maranello and Banbury forward of the upcoming season, which is able to begin in a couple of weeks.
The brand new automobile, the VF-25, will characteristic a redesigned chassis to remove technical limitations encountered in the course of the growth of final season’s automobile, permitting for larger design freedom. Nevertheless, this doesn’t imply the brand new automobile might be totally totally different from the previous, as it’s going to retain the identical idea and the entrance suspension from the VF-24.
Though Haas just lately signed an settlement with Toyota that can prolong to a number of areas—akin to unlocking extra funding for TPC assessments and constructing an in-house simulator—the collaboration won’t embrace using the Japanese producer’s wind tunnel.
Haas Crew Principal Ayao Komatsu has not totally dominated out a change sooner or later however emphasised that there aren’t any plans to maneuver away from Ferrari’s wind tunnel in Maranello, which can be utilized by the Scuderia itself. This determination is predicated on each technical and logistical causes, giving using Ferrari’s facility a twin benefit.
“Sure, we nonetheless use Ferrari’s wind tunnel. Saying that we are going to by no means use Toyota’s wind tunnel is a robust assertion, however for the foreseeable future, we now have no intention of leaving Maranello’s wind tunnel,” Komatsu advised the media earlier than the season, additionally outlining how the workforce’s engineers and procedures will evolve.
For Haas, persevering with to make use of Ferrari’s facility is useful as a result of Ferrari competes in System 1 and faces the identical challenges, which means it usually updates its instruments, together with the wind tunnel.
Over the past summer season break, Ferrari upgraded the rolling highway, a vital aspect in trendy F1, as ground-effect vehicles should run near the observe floor to generate extra downforce from the ground. Whereas there are prices to amortize, any enhancements Ferrari makes to its services may also profit Haas.
“For me, it’s a win-win state of affairs as a result of we and Ferrari are competing in the identical championship. Any particular {hardware} subject of their wind tunnel, associated to the ground-effect rules of this technology, is one thing Ferrari is researching and addressing,” Ayao Komatsu defined.
Past the amortization prices, Ferrari itself handles the required updates, which transcend merely changing {hardware} elements and contain in depth analysis to find out the modifications wanted.
“Because of this, we profit from it with out having to conduct the required analysis ourselves. So, for the foreseeable future, I see no cause to depart Maranello’s wind tunnel for Toyota’s.”
Transferring to Cologne would create logistical challenges
A decade in the past, Toyota’s Cologne wind tunnel had a number of purchasers, however in recent times, McLaren was its solely person. McLaren’s reliance on Toyota’s facility stemmed from limitations and obligatory upgrades to its personal wind tunnel in Woking. Nevertheless, this setup had drawbacks, as elements needed to be shipped to Germany for testing.
As soon as McLaren accomplished its new wind tunnel in Woking, Toyota misplaced a key buyer. Andretti is predicted to take its place, having already used the ability in latest months to check a mannequin for the 2025 rules in hopes of an eventual F1 debut.
For Haas, the state of affairs includes two key concerns. Any upgrades to the Toyota facility would rely totally on Toyota, simply as Ferrari manages its personal wind tunnel updates. Nevertheless, Toyota’s upgrades may not align with F1’s particular wants or might be delayed resulting from monetary constraints or commitments to different tasks requiring long-term planning.
Moreover, logistics stay a major concern. Haas depends on exterior suppliers for part manufacturing, and whereas its collaboration with Toyota could partially tackle this, a lot of its suppliers—together with Dallara—are primarily based in Italy. Furthermore, a portion of Haas’s engineering workforce, notably these targeted on aerodynamics, operates from Maranello. Haas additionally purchases elements from Ferrari.
Switching wind tunnels with no clear financial or technical incentive would drive a restructuring of the prevailing setup. Contemplating all these elements, Haas has chosen to proceed utilizing Ferrari’s wind tunnel.
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