Analysis of Charles Leclerc and Carlos Sainz race pace simulation with Ferrari SF-24 in pre-season testing

Twelve months ago, Ferrari concluded testing in Bahrain with more doubts than certainties. This year, however, the Prancing Horse wrapped up the three-day Sakhir tests with a bit more assurance, emphasizing improved drivability and degradation compared to the past. These are elements the Scuderia hopes will contribute to greater consistency in 2024.

Looking back a year, Ferrari left the Bahrain tests with more uncertainties than assurances. At that time, the hope was to have addressed the limitations of the F1-75, aiming to field a solid and competitive car right from the start. However, after three days of testing, the SF-23 proved to be an open construction site, with a somewhat unusual program in search of confirmations to enlighten engineers about the behavior of a car deemed unpredictable.

Fast forward a year, and Ferrari arrived in Sakhir with a completely revamped car, starting from the concept. The team emerged with some more certainties and several encouraging signs, especially regarding drivability. One of the primary issues that hindered the SF-23 from the tests was the unpredictability of the car, excessively sensitive to external factors such as wind direction and intensity. This was due to an aerodynamic map that struggled at certain yaw angles.

At the launch of the SF-24, Enrico Cardile mentioned that two key pillars of the project were to ensure good correlation between wind tunnel simulations and on-track performance. Additionally, there was an emphasis on developing a car that is easier to drive, providing more confidence to the drivers.

From this perspective, the initial feedback from the tests is encouraging, as confirmed by Team Principal Frederic Vasseur and those inside the cockpit. Charles Leclerc, on the last day of testing, stated, “The car does what it should, something that didn’t happen at the beginning of last year. I remember that after the first few days, I was much more worried because the car was very, very complicated to drive. This year it’s easier, so we start from a better foundation, but there is still work to do. For now, everything is going according to plan; there have been no unpleasant surprises.”

In some ways, the latest addition from Maranello incorporates various concepts from rival teams, albeit in a more conservative and less extreme manner. This approach is understandable as, at the beginning of a new project, starting with a solid and manageable base allows for raising the bar during development. For this reason, the initial testing phase focused mainly on aerodynamic assessments and understanding the current package. The first goal was to confirm correlations between track, wind tunnel, and simulation systems, using numerous sensors mounted on the car.

This scanning work understandably took up a significant portion of the first day. However, by Thursday, more in-depth setup tests commenced with repeated programs on the same tire compound to have consistent references, accounting for fuel loads and temperature increases during the morning session. Leclerc opened the second day by running only on the C3 on relatively short runs, consisting of an out lap, a hot lap, a pit lane entry, another push lap, and a final return to the pits to review data and make setup adjustments.

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The red flag caused by a drain cover issue in turn 11 slightly altered the plans, delaying the long-run programs by almost two hours. Charles Leclerc took advantage of the first hour of the afternoon session to begin long stints on the “intermediate” compound of Pirelli’s slick range. However, he had to run when the track temperature was close to 40°C. Notably, there was more pronounced degradation with a fully fueled car but with less aggressive mappings than the race simulations completed on the last day.

In the afternoon, the driving duties shifted to Sainz, who divided the program into two different segments: setup work on C3 and C4 to have some reference on a softer compound with a lighter car, potentially beneficial for the rest of the season. This also gives drivers the opportunity to understand how the car reacts with a tire that provides more grip for a single lap.

Race pace sim – Carlos Sainz
17:14 – C3	out – C2	out – C1
out/in	37,278	35,586
out (back on track)	37,319	35,768
36,725	37,195	35,547
37,038	37,204	35,697
37,712	37,355	35,398
37,971	37,131	35,418
38,147	37,247	35,524
38,093	37,493	35,262
38,058	37,541	35,399
38,121	37,357	35,126
38,182	37,393	35,282
38,57	37,281	35,264
38,733	37,141	35,163
38,671	37,298	35,175
38,992	37,373	34,999
38,848	37,19	35,359
39,126	37,495	35,808
	37,238	35,565
		35,642

In the late afternoon, after 5 PM when the track temperature dropped below 30°C, Carlos Sainz began his race simulation. It is interesting to note that Ferrari, on the second day, used less aggressive mappings than those used by Charles Leclerc on the last day, resulting in a noticeable difference in top speed on the main straight in favor of the Monegasque.

However, there are other differences between the race simulations of the two Ferrari drivers. Observing Sainz’s C3 stint on the second day, it can be noted that the Spaniard starts with a very aggressive attack time, contrary to Leclerc, who has a more linear introduction. The comparison in the second and third stints varies, given Ferrari’s decision to reverse the order of the compounds used. Still, interesting aspects of comparison can be observed.

When compared to Charles Leclerc, Carlos Sainz’s lap times seem relatively high, especially in the middle stint. However, there are differences in terms of approach: the Spaniard often showed more caution in the second sector, like in turn four or in the direction change from six to seven, to push in turn twelve, one of the most demanding sections for the tires due to the loads it imposes in a very rapid segment.

With Charles Leclerc, the opposite behavior was observed, with more aggressive mid-sectors at the expense of better management in turn twelve. This information is useful for understanding how the tires react to different tire-saving modes, considering the differences in setup between the two drivers.

On the third day, the roles behind the wheel of the SF-24 were reversed, with Carlos Sainz taking the lead. In the morning, the focus was on a fixed plan, with five runs of approximately eight laps each, all on C3 with a significant fuel load, to assess the car’s reactions to specific setup changes in similar conditions.

After the low-fuel runs for Charles Leclerc, the final part of the tests was dedicated to the Monegasque’s race simulation, albeit cut short due to FIA-mandated tests to verify the correct functioning of all procedures for activating the Virtual Safety Car and the red flag. As anticipated, these last stints used more aggressive mappings than those used in the previous days and were intended to simulate a more “real” situation to gather useful data on tire consumption, the true Achilles’ heel of the SF-23.

Race pace sim – Charles Leclerc
17:33 – C3	out – C1	out – C2
out/in	36,393	34,785
out	36,404	34,813
37,137	35,88	34,956
37,366	36,015	35,14
37,363	36,261	35,21
37,476	36,016	34,993
37,583	36,257
37,724	36,167
37,598	36,282
37,613	36,062
37,703	36,463
38,215	36,432
37,742	36,599
38,177	36,901
38,109	36,67
38,336	37,271
38,161
38,458
38,41
38,668

The most convincing stint was on the C1, the central run, not necessarily due to pure tire consumption but due to the performance-degradation ratio. The hardest compound in the slick range didn’t cause significant headaches for teams in terms of durability during testing. Still, apart from Red Bull, Ferrari managed to be convincing in terms of lap times relative to the observed degradation. While some teams showed good degradation in the race simulation, they couldn’t match Charles Leclerc’s times. Others preferred a differentiated program, conducting only long runs without revealing too much. It is interesting to note that Ferrari chose a more linear introduction, without simulating an undercut attempt, while there was a more pronounced degradation on the C3 (the soft for the upcoming weekend) with a full fuel load.

More than the performance, an aspect on which Charles Leclerc did not want to elaborate, awaiting next week, what gives confidence at Ferrari is primarily the driving characteristics of the new car, appearing more neutral with a wider setup window compared to the SF-23. The car from the previous season presented limitations that required a specific driving style, often at odds with Leclerc’s preferences, even though, on some occasions and depending on the tracks, it was possible to compensate. The new Prancing Horse has shown positive signs, and according to the drivers, this will also provide greater flexibility in tire management.

The goal was also to improve in medium-speed corners, especially those with rapid changes of direction where a good front end is needed without penalizing efficiency. The Sakhir track may not be the most suitable for thoroughly evaluating potential improvements, as other circuits will provide a clearer and more meaningful picture, also in terms of overall balance. However, the drivers also emphasized that the SF-24 seems to be less sensitive to the wind, another weak point of the old car, an element never lacking in Bahrain.

Fred Vasseur did not want to commit to the value of the new car at the end of the tests but also highlighted an important aspect. A few tenths, depending on the tracks, could make a difference in the grid order. He stated, “It’s very difficult to know, but I think we have taken a step forward. Compared to Bahrain last year, at the beginning of the season, we took a huge step in terms of consistency and degradation. It was already better at the end of the 2023 season. Now it’s a matter of consistency, but also of pure performance and seeing where the qualifying will be. But I think at some point, there will be a kind of convergence of performances among everyone.”

“Every single tenth of a second will be crucial. And today it’s very difficult to know where we are in terms of pure lap times. Because we have no idea about the fuel of the others, and this makes a huge difference in terms of the ranking. If you add two or three tenths to someone, you go from second to tenth position,” added the Team Principal of Ferrari.