Scuderia Ferrari arrives in Canada, the ninth round of 2024 Formula 1 championship, with a lot of confidence. This is the third race the Maranello team will tackle with the improved version of the SF-24 single-seater, the car updated following the introduction of the aerodynamic package at the Imola circuit after the excellent work done by the technical department led by Italian aerodynamicist Enrico Cardile, the Ferrari Technical Director of Chassis & Aerodynamics. But the Maranello team still needs to optimize the new aerodynamic package. After all, that’s how it works in Formula 1, as we know very well by now. The Spanish Grand Prix at the Circuit de Catalunya in Barcelona was identified as the final test in order to fully understand how effective the updates can be, thanks to a track that will test all the car’s characteristics, including the few weaknesses identified in this first part of the 2024 Formula 1 campaign. This work began in the Emilia Romagna Grand Prix weekend, providing the first good results, but then was “interrupted” in the Monaco Grand Prix, despite the splendid race win achieved by Charles Leclerc and the double podium finish secured by the Maranello team also thanks to Carlos Sainz’s third place.
On the narrow streets of the Principality, such evaluations are difficult because it is a completely unique street circuit on the Formula 1 calendar. The 4.361-kilometre Circuit Gilles-Villeneuve in Montreal also has specific demands that are somewhat different from the average racing tracks, but without a doubt, the results will be more telling compared to the data collected from Monte Carlo. The weekend in North America should therefore provide further confirmations, with the learning process in Formula 1 continuing to broaden the operational window, which seems undoubtedly larger compared to Miami.
The main aspects Ferrari focused on regarding the setup of the SF-24 single-seater are increasing top speeds while obviously maintaining the necessary grip level, along with further improving tire management. To unlock more performance, the Maranello team needs to find a more favorable suspension compromise in the transition between slow and fast sections. The Formula 1 track in Quebec features various chicanes that are taken at different speeds. Last year, the gap accumulated in the entry phases, where Red Bull gained a lot against the Ferrari car.
Furthermore, the two RB19 cars managed to maintain their advantage on exit by adjusting the traction. This year, the Ferrari tends to “build” its lap time by focusing on the corner entry phases. Therefore, as has happened recently, Charles Leclerc an Carlos Sainz will have to work hard in order to maximize corner exits, with the clear goal of keeping the positive delta gained in the first half of the turns. To do this, they will also leverage electric power, a practice they are using a lot. A percentage of energy is used to “smooth out” the exit phases and improve traction.
We refer to a strategy that consequently limits top speeds, which, of course, is very important on the Canadian Formula 1 track, especially on the long straight in the third sector before the final chicane. This is crucial for overtaking because this high-speed section of the final sector is the best part of the track for attacking an opponent. The power unit department led by Technical Director Enrico Gualtieri, therefore, needs to effectively utilize the energy recovery system.
The Gilles Villeneuve Circuit also features several medium-speed corners, where having a good overall balance is essential, which the SF-24 car possesses. Ferrari has good downforce, which is particularly beneficial in wide and supportive corners, that are not present here. Mechanically, Ferrari has worked to improve the suspension compromise. In fast sections, the suspension elements tend to be stiffened in order to reduce vehicle body movements, while in more technical sections, the suspension should be softened to maximize mechanical grip.
Since there are no high-speed corners, the compromise will be easier to achieve. For this reason, we have to wait for the Spanish Grand Prix in Barcelona to get more concrete feedback, as this distinctive feature was more noticeable between the events in Imola and Miami. For the Maranallo team, work on the front end will also be crucial. The front end will be set up for maximum responsiveness to handle the many direction changes in Montreal. Finally, the tire issue, which as always cannot be underestimated.
Scuderia Ferrari is confident in these conditions. The F1 front end can be difficult to activate, but so far, the SF-24 has not shown any particular problems in this aspect. At the rear, on the other hand, it will be important to limit micro-slips on the asphalt, which contribute to rapid temperature rises and increased degradation. With a relatively unloaded rear end, oversteer is quite common and must be managed perfectly to avoid the aforementioned temperature imbalances.
Source: FUnoanalisitecnica
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