Ferrari and the arduous downforce dilemma for Spa-Francorchamps: Belgian GP Technical Preview. Ferrari's downforce dilemma for Spa-Francorchamps.

It’s not yet time for rest following the Hungarian Grand Prix, as the focus now shifts to Belgium, the 14th round of the 2024 Formula 1 championship. And unfortunately the scenario looks very challenging for Ferrari. The Maranello team will have to try to optimize the setup of the SF-24 single-seater through a very difficult compromise. As we know, the operating window of the Ferrari car is very short, and the Spa-Francorchamps circuit is composed of very different sections. For this reason, it is always complicated to find a setup that can “cover” the entire track. One must therefore decide in which direction to go and which sections to focus on when trying to gain lap time based on the strong points and the weaknesses of the car. The lap begins with a slow downhill corner called “Source.”

This is followed by a long high-speed section, making the exit crucial. Traction must be maximized. Gaining on entry could be penalizing in the interpretation of the first sector. Ferrari is very strong on entry, but we have seen that it is also capable of optimizing the exit. Slow or medium-slow sections like this should not pose a major problem. The portion of the track that follows is driven flat out up to Turn 5. In between, we find the famous Eau Rouge section, which in the qualifying session is tackled with the throttle fully open as the cars are very light on fuel.

In this context, the suspension of an F1 car undergoes compression, and the floor lowers, minimizing ground clearance. Ferrari must limit bouncing to ensure this element does not become penalizing and consequently does not limit speed. The Prancing Horse must optimize this section and the last one, which are actually the fastest. Last year, the Italian team managed to find a good compromise by using a fairly unloaded wing, the version which was also used at the Baku City Circuit in the Azerbaijan Grand Prix. For 2024, a specific wing introduced at the Imola circuit with a low level of downforce will most likely be chosen.

For the current characteristics of the car, it is advisable to maximize performance on the straights through a more unloaded setup. Cars like Red Bull and McLaren can instead focus on building the lap in the central sector. Indeed, several high-speed, wide-radius corners are located in this sector. Here, Ferrari will have to try to contain losses once again, somewhat like last week in Hungary. The SF-24 has an endemic lack of rear load, and although it manages to find a rather clean balance in these corners, it is not entirely effective.

A bit of downforce might also be missing since the rear will tend to be unloaded, an aspect that could further highlight Ferrari’s various limitations. Less downforce at the rear wants to be compensated by the push generated from the floor. The Maranello engineers, therefore, choose to stiffen the suspension elements, aiming to achieve the most stable aerodynamic platform possible by lowering the car. This move leads the entire F1 to work in an unfavorable configuration that limits the balance between fast and slow corners. A big problem.

Ferrari thus shows a certain tendency to oversteer in the middle of the corner, while handling on high-speed curbs is not stable. The reduced floor-to-track surface distance can then trigger bouncing, whose negative effect must be contained. Overall, the lack of efficiency will be felt, as the Maranello technicians will not be able to load the rear wing much. This is why they will try to limit losses in the second sector. It should also be noted that, in general, ground clearance will be raised, an aspect that is not necessarily an advantage for Ferrari.

Ferrari might indeed struggle even more to find load derived from the floor. At the 7.004-kilometre Circuit de Spa-Francorchamps, we will understand if the recent update with the reshaping of the floor’s “kick” will be effective or not. The updates have improved slow corners, but vertical load generation in fast corners is penalized. The Hungary version of the floor should guarantee more stable load and less sensitivity to height variations. The third sector is composed of a single straight leading to the track’s final chicane. Ferrari can recover something in braking if it manages to maximize top speeds by avoiding clipping.

The last chicane is very slow where traction will be crucial. Looking at the weather conditions for the Belgian Grand Prix weekend, we can say that cooler temperatures might inhibit Ferrari’s performance, because they normally tend to put less energy into the tire, struggling to maintain the correct working range. Precisely for this reason, on several occasions, we have seen an SF-24 weak in the opening sector of a lap that loses itself in preparing the compound on cooler track surface, consequently failing to access the correct grip throughout the lap.

Source: FUnoanalisitecnica