Two consecutive pole positions on two very different tracks: Monza and Marina Bay. The Scuderia has unexpectedly found competitiveness in Southeast Asia. The SF-23, the result of a flawed project, is now a contender for victory. What has happened to change the game in recent weeks after the bitter disappointment of the Dutch GP at Zandvoort? The engineers at the Prancing Horse have figured out how to use the hybrid system to improve top speeds and preserve tire wear.
Maranello’s simulations had only given Ferrari a chance at being the third force in Singapore. Carlos Sainz’s pole position and Charles Leclerc’s third-place finish, mirroring the grid from the Italian GP at Monza, have given the Cavallino fans a red car that is once again competitive on a high-downforce track. Is it a miracle? What caused this surprise that was not expected?
Of course, Red Bull played a part in this by opting out of the Marina Bay competition, with Max Verstappen and Sergio Perez failing to make it to Q3, struggling with an uncontrollable RB19. Ferrari now has to contend with George Russell’s Mercedes, just 72 milliseconds behind the SF-23, and the formidable McLaren of Lando Norris. Everyone else, at least for tomorrow, seems out of reach.
The first question that needs an answer is simple: how did the Scuderia turn the ugly duckling seen at Zandvoort into a swan in Southeast Asia? Unlike McLaren, which changed half of its car, the SF-23 is essentially the same as at the Dutch GP. The high-downforce rear wing, which couldn’t be used on the Dutch dunes, worked wonderfully in Singapore. So, what happened?
We need to revisit a topic we’ve already discussed, which observers have given little weight to. Enrico Gualtieri’s power unit engineers, with the recent reinforcements to the Sporting Management team at the beginning of the summer, have studied and analyzed how to make the best use of the hybrid system combined with the 6-cylinder turbo. There is a shift in philosophy underway that aligns with the methodologies Red Bull developed with Honda.
In Maranello, there was a tendency to maximize performance, seeking power peaks that could have negative effects over a lap because they might cause wheel spin on acceleration, at corner exits, leading to overheating of the rear tires and increased wear during a race stint.
The study was born out of the need to understand why Red Bull had such an effective DRS with the open wing on the RB19, embarrassing opponents with overtakes where others seemed stationary. The first aspect that came to light was that Maranello “consumed” a lot of electrical energy during acceleration, leaving little for use on the straights, requiring frequent use of Lift and Coast, the slight release of the accelerator to recharge the batteries.
By reducing torque during acceleration, it was possible to distribute electrical energy in a way that could be used for a longer period on the straights. Also, making the engine less abrupt coming out of corners had the positive effect of reducing wheel spin, thereby preserving tire durability.
A group of engine engineers is dedicating time and resources to lengthy tests carried out on a dynamic bench, where a red car, equipped with a power unit and gearbox, undergoes a series of tests that reproduce the environmental conditions (air temperature and humidity, among other sensitive parameters) and stresses that the 066/10 engine experiences in different GPs. Parameters are adjusted, seeking system optimization.
In Red Bull, they are masters of this complex art, but Maranello has started to understand the direction needed to close the gap with the RB19. Singapore is a prime and concrete example. During Friday’s free practice sessions, the SF-23 was seen maintaining a good distance from its competitors, both in terms of lap time (over a tenth faster than Verstappen’s Red Bull in FP1 and over two-tenths faster than George Russell’s Black Arrow in FP2) and in top speeds. All of this, however, came at the cost of higher rear tire wear during the long run, conducted on a still very green track.
On Saturday morning, Ferrari experimented with a slightly less performance-oriented hybrid mapping in FP3, but in the mini-long run without using DRS, it showed significantly improved pace. The Scuderia sacrificed a bit of single-lap performance to extend tire life in preparation for the race tomorrow. This time, the calculations worked perfectly, as Carlos Sainz secured pole position with a margin of only 8 cm over George Russell’s Mercedes.
In Singapore, the Spaniard achieved his fifth career pole position, the second in a row, and the 246th for Ferrari. However, only the race will tell us whether the slim margin (72 milliseconds) will translate into the first victory for the SF-23. We are talking about a goal that until a few weeks ago seemed like heresy, like swearing in church, but now it seems within Maranello’s reach.
When Fred Vasseur and the two drivers repeatedly tell us, like a mantra, that the Maranello team is working hard today to gather information to transfer to the 2024 car, there is often a perception that they are talking about something difficult to understand that remains in the complex world of simulations. The example of Singapore, however, suggests that research for the future can also yield immediate results. So much so that the SF-23, the wrong car, can even fight for a victory. Incredible but true…
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