Ferrari removes hydraulic actuator from chassis to save weight for Monaco
“If there’s one track where I’d bet on us, it’s probably Monaco.” Ahead of his home race on the streets of Monte Carlo, Charles Leclerc has a clear view of Ferrari’s prospects. The Monegasque driver knows that the Principality circuit could offer the Scuderia its best opportunity so far this season to challenge for victory.
That does not mean Ferrari will have an easy path to the top step of the podium. Mercedes are expected to be highly competitive, while McLaren could also prove a major threat thanks to its shorter wheelbase and gearbox ratios that are less aggressive than those of its rivals. Even so, much of the attention heading into the weekend has naturally focused on Ferrari, with several competitors identifying the Maranello team as the favorite.
It is an opportunity Ferrari is determined to maximize. One of the most interesting technical aspects of the Monaco Grand Prix weekend is the FIA-imposed restriction on the use of active aerodynamics, combined with the introduction of new power-unit mappings that will reduce the contribution of the MGU-K from speeds of around 200 km/h. The objective is to prevent excessively high top speeds on the circuit’s straights, including the run toward Sainte Dévote.
However, the limitations placed on active aero systems have also created new engineering opportunities. Several teams have chosen to remove the rear actuator altogether, introducing more creative multi-element aerodynamic solutions designed to recover lost downforce. Beyond the aerodynamic benefits, these choices also help reduce overall vehicle weight, an important factor at Monaco where every gram can make a difference.
At the rear of the car, Ferrari has retained its movable wing configuration and has not introduced any major visible external changes. This is partly because the concept behind the Scuderia’s rear wing differs significantly from those used by its rivals. That said, the absence of obvious visual modifications does not mean there have been no changes beneath the carbon fiber bodywork.
At the front of the car, Ferrari has taken a different approach in pursuit of weight savings by removing the hydraulic actuator responsible for operating the active aerodynamic system.
The Scuderia had originally positioned the wing’s hydraulic actuator in the forward section of the chassis. A network of pipes connected the system to the support structure mounted beneath the nose, which in turn physically controlled the movement of the adjustable front-wing flaps. Images from the pit lane in Monaco reveal that this component has now been removed, allowing Ferrari to shave additional weight from the car.
Other teams have opted for a less aggressive solution. Aston Martin team principal Mike Krack, for example, explained that the Silverstone-based team chose not to remove the entire system for this Grand Prix, preferring instead to retain part of the original hardware.
Ferrari’s decision once again underlines how crucial weight optimization becomes on a circuit like Monaco. With overtaking opportunities extremely limited and qualifying expected to play a decisive role, even relatively small gains can have a significant impact over the course of the weekend.
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