F1, SF-24: Ferrari reduces rear load and optimizes floor work in preparation for 2024 British GP. Ferrari builds the aerodynamic setup with a load level that is lower than optimal for Silverstone.

Scuderia Ferrari has the opportunity to fix things. In Formula 1, losing the correct working point of the car is very easy, especially when a team introduces updates. The aerodynamic package introduced at the Imola circuit did not cause any problems. On the contrary, the one from Spain altered the balance of the SF-24, a car that had made predictability its strong point up until the Spanish Grand Prix at the Circuit de Catalunya in Montmelò. In Austria, as we clearly saw last weekend, the load of the car was insufficient, as was the grip generated by the suspension.

Validating an upgrade is a serious matter. It doesn’t always work on the first try. However, taking a step back was certainly unexpected for Ferrari’s drivers, technicians, and engineers. The Maranello team that has won the most in Formula 1 is in trouble and could face more difficulties at the Silverstone circuit in the British Gran Prix this weekend. To address this deficit, the simulator work in recent days has been almost exhausting. The goal? To fine-tune the SF-24 car in order to optimize performance, which theoretically is present in the car based on the data from the simulator, but for now has been lost in the maze of adjustments.

In England, Ferrari arrives with the more classic version of the rear wing. We will not see the new medium-high load specification introduced during the Barcelona weekend. The Ferrari engineers seem to have chosen to build the aerodynamic setup with a load level that is lower than optimal for the British track. This leads to some considerations. Firstly, we know that in Austria, the SF-24 single-seater had serious rear instability issues in the faster corners, particularly in the second half of the track.

This shortfall will be addressed by making the floor work better than in Austria, so it’s likely they will stiffen the suspension system. They did not use the preferable medium-high load version because, according to studies, it is considered too limiting for top speeds. The incidence of the second flap is adjustable to slightly reduce the resistance produced, but it remains ineffective in reducing drag. They need to continue working on this specification, especially since with the Imola upgrade, they thought they could make significant progress.

Remember that since the Grand Prix at the Imola circuit in Italy, they have been using the same Red Bull solution for the sidepod inlet, which should generate a superior outwash effect. The RB20 confirms its use of the wing already mounted in Austria, a very versatile specification that overall produces more load than the corresponding Ferrari version. Obviously, having more efficiency, the Austrian car can afford a few more load points at the cost of greater drag. The setup operating window of the RB20 proves to be broader once again, allowing more potential to be extracted from the car.

Compared to Barcelona and Austria, McLaren opts for a less loaded wing to favor efficiency, seeking higher top speeds to have better race chances. The version we see mounted on the MCL38 in the garage was last used at Imola, where they still managed to have sufficient downforce in the faster corners by stiffening the suspension system. Consequently, they lose out in the slower sections, but in the end, the stopwatch proved them right. The Woking team builds the setup trying to recover load from the floor.

A choice very similar to Ferrari’s, which also finds itself below the optimal downforce point generated for the English track. By seeking load points from the floor, a ‘cleaner’ vertical push is obtained, which proportionally generates less drag. Mercedes continues with the same medium or medium-high load rear wing, depending on the adopted configuration. Successfully used in Austria, this version at Silverstone should produce the necessary downforce without significantly raising the aerodynamic drag coefficient.

Mercedes undoubtedly aims to optimize speed at the end of the straights. The Brackley team, at least at this moment considering the last two races of the 2024 Formula 1 World Championship, overall presents a broader setup range than Ferrari. This is why they manage to maximize and optimize more areas of the track, providing their drivers with a more consistent handling level. It will still be a nice challenge for the W15, considering the alternation of very fast sections with much slower ones.

Source: FUnoanalisitecnica