An important update like the one produced by Ferrari requires time to be effective. We have reiterated this several times, emphasizing that labeling the observed updates in Catalonia as failures was not correct. The team from Maranello is cautiously satisfied. This has been recently confirmed by Jock Clear, senior performance engineer and has been supported by the words of Frederic Vasseur, team principal of the Prancing Horse.
In this regard, the final test will not come in the Canadian Grand Prix this weekend. The circuit named after the unforgettable Gilles Villeneuve presents a new challenge, undoubtedly. However, to validate the aerodynamic package, about another month will be needed. During this time, the Italian technicians, armed with data collection, will be able to make it work properly. In short, it is a matter of understanding, as good old Mattia Binotto would say, and then extracting all the potentials that have remained untapped so far.
Nevertheless, the 2023 Formula racing campaign continues its journey. The upcoming race has its reasons. It is a track on which Ferrari has almost always delivered good performances. However, the objective of the Montreal weekend is not solely tied to results. Undoubtedly, results are important. But, as mentioned, at this moment, it is much more crucial to continue the learning curve on the undecided SF-23.
The car with the Prancing Horse is capricious. Even more so than it appears. Hard to decipher in various contexts, it often challenges its drivers, who are too often engaged in adapting to the mechanical car and presenting the best version of themselves. This limiting condition consequently affects lap times negatively, as explained by F1 expert Alessandro Arcari for FUnoanalisitecnica.
Ferrari SF-23: aerodynamic development in progress
The intrinsic issue of the SF-23 remains tire management. Not so much during the qualifying phase, in which, except on some occasions, the car from Maranello manages to deliver excellent overall performance. The headaches arise when facing a long run, and the negative characteristics emerge emphatically.
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The study of the setup before the updates did not yield particular benefits. For this reason, while waiting to optimize the latest updates, precise aerodynamic configurations are being adopted. More downforce, better tire management. The equation mentioned in the previous sentence is not part of Ferrari’s current mindset. It may seem contradictory, but it is not.
Adding downforce through the car’s wings, in fact, while it would help in managing the tires and even enable higher speeds through corners, would also add a negative factor to the already penalizing drag resistance. It is an endemic characteristic of the SF-23. This is precisely where the technicians’ maximum effort lies.
According to the information gathered by the editorial team of FUnoanalisitecnica, the intention is to contain tire degradation by using a more “agile” aerodynamic setup, capable of reducing the gap in drag compared to the rock-solid Red Bull RB19. The measure is anything but simple, of course. Using Sundays to study this principle also leads to results below the current potential.
However, it seems to be the only viable path if the goal is to fully understand certain concepts and approach the Red Bull philosophy. The proposed update through the downwash ramp while maintaining the cut in the upper part of the side pods aims for this result. Making it a reality would mean achieving an initial objective towards improvement.
Ferrari: stabilizing the performance of the SF-23 in the race
Making the performance of the red car predictable remains the primary goal. To do so, as mentioned, numerous tests have been carried out in the practice sessions, which continue on Sundays. A small step forward in this aspect, although not easily visible to most, was taken in Spain. Frederic Vasseur strongly asserts this, supported by the evidence collected on the track and subsequently examined through computers. The two “Carlos” also seem to share this view, aware of the tremendous work that awaits them in Canada, without any ifs or buts.
Nevertheless, there remains a fact to understand, which the last part of the writing focuses on. Focusing on specific areas of the car, once the “flaws” of the SF-23 are fully understood, can certainly increase performance. On the other hand, before correcting a problem, its root cause needs to be identified.
And this is precisely the aspect worth questioning: once the shortcomings of the red car have been established, can we be certain that the actions taken by the engineers will be the correct ones? It is a very simple question, bordering on banality, to which only the track will provide an answer. The “two months” of investigation mentioned by Jock Clear have pushed the Maranello technicians in the right direction?
The doubt is there. Hiding such a context would make no sense. Mercedes has shown that remedying the situation through strong reactive capabilities is entirely possible. The simulator, telemetry analysis, and wind tunnel are the useful tools to do so. We can only wait, once again, to verify the effectiveness of the work carried out by the historic Ferrari team.
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