F1, Ferrari: "fresh" power unit to maximize SF-23 performance at COTA

Ferrari continues to push forward, keeping an eye on the future to secure a better tomorrow. Yesterday, in the morning, we discussed the characteristics that the Prancing Horse will bring to the field this weekend. We’re talking about a track that is undoubtedly not as “hostile” as Qatar but still not entirely friendly. The issues remain the same: quick direction changes inside fast cornering, an environment where the SF-23 struggles to perform at its best. In contrast, it faces difficulties, as we well know.

Red Bull and McLaren will have an advantage in this regard, which the Prancing Horse will need to minimize. Ferrari will likely target a setup that is quite loaded, based on the feedback from the 2023 season, in order not to lag behind in the first sector. As for S2 and S3, it will rely on two strong points: traction and the power of its power unit, supported by the hybrid system that, with the new software introduced in September, significantly enhances performance.

There are 5 world championship races leading to the end of the season. Ferrari, like the other teams, is in a delicate position regarding power units. The normal rotation of components in Texas involves the use of engines with lower mileage. This choice is made to optimize the aspects mentioned, considering that the resistance to the Prancing Horse’s advancement is less compared to two competitors: MCL60 and W14. These are the cars that, according to the Italian team’s plans, should stay behind in the United States.

Ferrari SF-23: “Fresh” power unit to maximize the Prancing Horse’s performance
Along with Malaysia, COTA is probably the best track born from the pen of German engineer Hermann Tilke. It’s a very comprehensive circuit with a wide variety of corners. In this competitive scenario, the support from the power unit is significant. For this simple reason, the power-to-lap time ratio is crucial in Texas. The internal combustion engine will undergo considerable stress throughout the race.

Although the estimated percentage in relation to throttle opening is not among the highest in the world, around 65%, in reality, the track’s altitude and the long high-speed section in S2 will put the endothermic engine under stress. As for the hybrid part, the estimated values are quite high. The support from the two MGU (motor-generator unit) generators will play a very important role. Recovery from exhaust gas enthalpy, thanks to the MGU-H, is estimated at around 3218 KJ.

While the support provided during braking by the MGU-K should convert the kinetic energy dissipated by the cars, totaling 1135 KJ. The total sum of 4353 KJ will result in a performance gain of over 3 seconds per lap. In terms of speed, this translates to an increase of nearly 20 km/h in terms of maximum speed. The data helps us understand the importance of the hybrid part and the need for Ferrari to take full advantage of it through a well-chosen setup. Fuel consumption during the race will not be high, which will benefit the PU 066/10, powerful but not the most fuel-efficient.

As for the transmission of wing cars, the mechanical stress values are among the highest in the entire world. There are about 53 gear changes that F1 cars will have to make in each lap. Considering the 56 laps needed to cover the 308.405 km required to reach the checkered flag, there will be approximately 2968 gear changes during the race, in addition to those that will take place in the Saturday mini-race.